General
Trainer additional information
Note on handling Siemens “Piezo Common Rail PCR 2 DV4TD Ford” aftersales documentation
Date: 06/2002
Note on handling Siemens aftersales documentation NOTE:
This Siemens aftersales documentation entitled “Piezo Common Rail PCR 2 DV4TD Ford” must be treated as strictly confidential and is intended exclusively for the Ford Service Trainer for information. It must not be passed to third parties.
Service Training
TAI -- 1
»Piezo Common Rail PCR 2 DV4 TD Ford After Sales Documentation«
Diesel-Systems
Applicable This handbook is applicable for: System:
Siemens PCR2 DV 4 TD
Engine:
PSA DV 4 TD
Vehicle:
Ford B 256
Contents A
System description PCR 2 diesel injection system . . . . . . . . . . . . . . . . . . . . . . . . . 5 1. Complete system PCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 1.1 General to the PCR-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 2. System boundaries fuel supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 3. System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 3.1 Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 3.2 Diesel Common Rail Pump (DCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 3.3 Volumetric Control Valve (VCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 3.4 Pressure Control Valve (PCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 3.5 High pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 3.6 Engine Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 4. Initial start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 4.1 First time start of the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 4.2 Initial start after a repair / Start after an empty tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
B
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 1. System Nominal Value and Operating Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 1.1 Typical values by various operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 1.2 Typical Start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 2. Fault Search Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 2.1 MIL control lamp does not light up by turned on ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 2.2 MIL control lamp lights when the engine is running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 2.3 Engine does not start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 2.4 Engine starts badly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 2.5 Poor cold start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 2.6 Engine does not allow itself to be turned off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 2.7 Engine dies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 2.8 Engine idle too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 2.9 Engine idle too low or runs rough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
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2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently . . . 2.11 Vehicle jerks by constant speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12 Vehicle accelerates without actuation of the accelerator pedal . . . . . . . . . . . . . . . . . . . . . . . 2.13 Vehicle does not slow down (no coasting down) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14 Vehicle judders while coasting with gear engaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 Performance too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.16 Performance too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.17 Bouncing by acceleration or braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.18 Vehicle accelerates strongly while coasting after release of the brake . . . . . . . . . . . . . . . . . 2.19 Engine smokes while driving steep sloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.20 Engine smokes at start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.21 Engine produces smoke / blue smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.22 Engine produces white smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 High fuel consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.24 Engine knocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 Engine gets too hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.26 Engine does not fulfil the requirements of the AU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
70 74 77 78 79 80 84 86 87 88 89 90 92 93 95 96 97
3. Fault code listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
2
4. Test instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 Directives for working on diesel fuel systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . 4.1.4 Precondition for the test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 Check low pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1 Check internal fuel transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.2 Check Internal Transfer Pump (ITP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 Check high pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1 Check PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.2 Check high pressure pump (HPP) and VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.3 Check rail pressure control loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 Check injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1 High injector leakage /injectors remain open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.2 Faulty injected amount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 Check engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
113 113 113 113 115 116 117 117 118 119 119 123 129 137 137 140 143
5. Diagnosis tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1 Freeze Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Actuator tests through diagnosis tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2.1 Test PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2.2 Test VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2.3 Test EGR valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2.4 Glow plug relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2.5 Test Coolant pre-heating (Heating circuit 1 and 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2.6 Test Cooler fan 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2.7 ACC relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
145 145 147 147 147 148 148 148 148 148
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C
Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 1. Directives for working on the diesel fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 1.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 1.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 1.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . . . . . 151 2. Cleaning of the fuel high pressure connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 2.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 2.2 Preparatory work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 2.3 Work process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 3. Disassemble and assemble injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 3.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 3.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 3.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 4. Disassemble and assemble high pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 4.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 4.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 4.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 5. Removal and assembly of the Engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 5.1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 5.2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
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Symbols This hand book contains the following symbols: *
This symbol marks components which are out of the scope of delivery.
Danger This symbol reminds you to act according the regulations for the prevention of accidents. Ignoring these regulations can result in severe or fatal injuries.
Important This Symbol calls for attention to the possible damaging of systems, engine or other components.
Remark This tip gives advice on easements of labor or further informations.
This symbol denotes an interrupted listing that is continued on the next page.
4
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A System description PCR 2 diesel injection system 1. Complete system PCR 1.1 General to the PCR-System The diesel fuel injection technic which are available at the present time are separated into helical groove controlled, time controlled and in decoupled systems. The only decoupled system by which there is no direct dependence between the crankshaft angle and the high pressure generation, is the common rail system.
Independent of the engine speed, the system pressure generated with the aid of the DCP will be optimaly adjusted for every operational condition. Due to the storage volume of the rail*, the injection pressure will remain practically constant over the complete duration of the injection process.
The SiemensVDO diesel injection system Piezo Common Rail (PCR) is a common rail injection system of the 2nd generation, for which piezo controlled injectors are utilised.
The system will be operated with a pre-injection and a main-injection. The pre-injection reduces the combustion sound, reduces the mechanical load and, in many cases, the exhaust emissions.
It consists of the Diesel Common Rail Pump (DCP) and the piezo controlled injectors. The Rail* (storage line) and the pressure pipes* are not part of the scope of delivery and therefore are not described in this manual. The Volumetric Control Valve (VCV), the Internal Transfer Pump (ITP), the High Pressure Pump (HPP) and the Pressure Control Valve (PCV) are integrated into the DCP. The structure of the DCP allows the exact supply of fuel according to requirements and provides thereby, an increase in the efficiency of the diesel motor.
*The Rail and the High pressure pipes are not included in the scope of delivery.
The diesel fuel will be drawn from the fuel tank by the internal transfer pump (ITP) and delivered to the volumetric control valve (VCV). The volumetric control valve governs the amount of fuel supplied to the high pressure pump (HPP). The internal transfer pump and high pressure pump are directly driven by the engine. The high pressure pump delivers the fuel to the rail* at a pressure of up to 1500 bar. The rail* and the injectors are connected together through the high pressure pipes*. The Piezo injectors allow extremely short response times and make it possible to freely select the injection begin and the fuel quantity according to the demands of the engine control unit (ECU).
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6
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
17 18 19 20 21 22 23 24
Air filter Air mass sensor with air intake temperature sensor Turbocharger Catalytic converter Wastegate Accelerator pedal Accelerator pedal sensor Coolant temperature sensor Crankshaft sensor High pressure sensor Engine control unit (ECU) Sensor for the fuel gauge Fuel tank Hand pump Fuel filter Diesel Common Rail Pump (DCP) a Pressure control valve (PCV) b High pressure pump (HPP) c Volumetric control valve (VCV) d Internal transfer pump (ITP) Glow plug relay Fuel temperature sensor Rail* Injector Camshaft sensor Vacuum pump Exhaust gas re-circulation (EGR) valve EPC EGR valve
C1 C2 C3 C4
Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4
*The Rail and the High pressure pipes are not included in the scope of delivery.
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8
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2. System boundaries fuel supply Diesel Common Rail Pumpe DCP
High pressure sensor
D Diesel C Common Rail P Pump
The fuel pressure measured by the High pressure sensor is used by the engine control unit (ECU) for the computation of the control period of the injectors.
The diesel common rail pump consists of the following components which are all in a single housing:
Piezo injectors
• Internal transfer pump ITP I Internal T Transfer P Pump The internal transfer pump which is constructed as a vane-type pump has the task to draw the fuel from the tank through the fuel filter and to supply the high pressure pump with diesel fuel. In addition to this, it supplies the high pressure pump with fuel for lubrication purposes. • Volumetric control valve VCV V Volumetric C Control V Valve The volumetric control valve controls the flow rate of the fuel to the high pressure pump and enables thereby an exact supply to the high pressure pump according to demands.
The Piezo injectors allows an extremely quick and exact dosage of the fuel amount. The response time of the Piezo injectors, which is 4 times quicker that the previous systems, allow shorter and more variable distances between the pre-injection and main- injection. Through the possibilities gained by the recovery of energy, the necessary triggering energy is reduced considerably. In addition, through the simplified electrical control, a greater electromagnetic toleration and thereby an essential reduction in the susceptibility for failure is achieved.
*The Rail and the High pressure pipes are not included in the scope of delivery.
• High pressure pump HPP H High P Pressure P Pump The high pressure pump is constructed as a 3 cylinder cam-plate driven plunger type pump and supplies the rail* with the necessary system pressure. • Pressure control valve PCV P Pressure C Control V Valve The pressure control valve governs the exit pressure of the high pressure pump.
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10
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Diesel Common Rail Pump (DCP): a High pressure pump (HPP) b Internal transfer pump (ITP) c Volumetric control valve (VCV) d High pressure control valve (PCV)
2 3
Rail* with high pressure sensor Injectors
A B
Fuel feed Fuel return
*The Rail and the High pressure pipes are not included in the scope of delivery.
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12
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3. System components 3.1 Injector The Piezo injectors, which are connected to the rail*, inject the necessary amount of fuel into the combustion chamber for all operating conditions of the engine. The injected amount per stroke are constituted from a pre-injection amount and a main-injection amount. This separation causes a "soft" combustion operation of the diesel engine. Due to the deployment of the Piezo actuators, extremely quick response times are possible. Because of this, the injected fuel amount and the dosage can be extremely accurately controlled. Furthermore, an excellent repetition is ensured. The injectors are controlled from the engine control unit (ECU). Through the possible energy recovery with Piezo injectors a substantially smaller triggering energy is necessary in comparison to previous systems.
Important During the time that the engine is running, the connection cable connectors to the engine control unit and the injectors must not be disconnected, otherwise there is a danger of damaging the engine. In the case of a repair job, the injectors must not be taken apart. No part must be loosened or unscrewed, since this could lead to the destruction of the injectors.
*The Rail and the High pressure pipes are not included in the scope of delivery.
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1 2 3 4
14
Piezo actuator Electrical connector High pressure connection Fuel return flow
5 6 7
Injector head Nozzle retaining nut Injection nozzle
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1 2 3 4 5
High pressure delivery connection Fuel return Connector to engine control unit (ECU) Piezo actuator Valve piston
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6 7 8 9 10
Valve mushroom Control piston Nozzle needle High pressure chamber nozzle Spray hole (6 each)
15
Function of the Injectors • Injector non controlled: The fuel, which comes from the rail* under high pressure, reaches the control chamber (2) and the high pressure chamber (3) of the jet via the high pressure fuel delivery (1). The boring to the fuel return line (5) is closed via the valve mushroom (4), which is actuated by a spring. The hydraulic force, which will be exerted (F1) through the high pressure of the fuel on the nozzle needle (6) in the control chamber (2), is greater than hydraulic force which is effected on the tip of the nozzle (F2), since the surface of the control piston in the control chamber is greater than the surface of the tip of the nozzle. The nozzle of the injector is closed.
• Injector controlled: The Piezo actuator (7) presses on the valve piston (8) and the valve mushroom (4), thereby opening the boring which joins the control chamber (2) with the fuel return line. In this manner, a reduction in the pressure occurs in the control chamber and the hydraulic force, which is effected at the tip of the nozzle (F2x), is greater than the force on the control piston (F1x) in the control chamber. The nozzle needle (6) moves upwards and the fuel reaches the combustion chamber via the 6 spray holes.
When the engine is no longer running, the valve, which connects the control chamber with the fuel return line, and the nozzles of the injectors are closed via the force of the springs. A small amount of fuel will be directed for lubrication purposes between the nozzle needle and the guide from the high pressure side directly into the return line.
*The Rail and the High pressure pipes are not included in the scope of delivery.
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Characteristic curve of the injector control
Needle stroke Pilotset
Mainset
Control current
Voltage
Crank angle
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Labelling of the injector a b c
Manufacturer’s number PSA part number Year of manufacture A = 2001 B = 2002 C = 2003 ...
d
Month A B C ... L
e
= January = February = March = December
Day 1 - 31
f
18
Part number 00001 - 99999
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3.2 Diesel Common Rail Pump (DCP) The Diesel common rail pump DCP is a demand controlled central, cam-plate driven plunger pump with three displacement units each staggered at 120°. The DCP supplies the volume flow for the generation of the high pressure of the fuel in the rail* and provides thereby, the necessary fuel quantity to the injectors for all operating conditions of the engine.
*The Rail and the High pressure pipes are not included in the scope of delivery.
1 2 3 4
Internal transfer pump ITP Volumetric control valve VCV High pressure pump element (displacement unit) Pressure control valve PCV
PCR 2 DV 4 TD / FORD
1/2002
a a a
Fuel delivery High pressure connection Fuel return
19
20
PCR 2 DV 4 TD / FORD
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Function chart DCP 1 2 3 4 5 6 7 8
Internal transfer pump ITP Volumetric control valve VCV High pressure pump element Pressure control valve PCV Fuel feed regulator valve Lubrication valve Strainer filter Edge type filter
a a a
Fuel delivery feed High pressure connection Fuel return
Fuel process in the DCP The diesel fuel will be drawn from the tank through a fuel filter by means of an integrated Internal transfer pump ITP (1). The fuel will then be conveyed to the lubrication valve (6) and to the volumetric control valve VCV (2). The pre-pressure control valve (5), which lies parallel to the fuel delivery pump, opens when the volumetric control valve is closed and directs the fuel to the suction side of the fuel pump once more. The fuel reaches the inside of the pump via the lubrication valve (6) and from there to the fuel return (c).
The volumetric controlled valve, governed by the engine control unit, determines the amount of fuel which will be delivered to the high pressure pump element (3) and therewith, to the High Pressure Pump HPP. The high pressure outlets of the three pump elements will be reunited and routed to the high pressure outlet (b) of the DCP. The high pressure control valve (4), which governs the fuel amount to the high pressure outlet and therewith, the fuel pressure in the rail*, is allocated between the high pressure channel and the return line.
*The Rail and the High pressure pipes are not included in the scope of delivery.
PCR 2 DV 4 TD / FORD
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21
Function of the high pressure element • Fuel suction:
• Fuel delivery:
During the downwards motion of the piston (1) a vacuum in the pump cylinder will be generated which opens the inlet valve (2) against the force exerted by the valve spring.The fuel (a), which is flowing from the volumetric control valve, will be sucked in. At the same time, the outlet valve (3) will be closed due to the pressure difference between the pump cylinder and the fuel pressure in the ring line.
The cam (4) presses the piston (1) upwards, the outlet valve (2) will then be closed through the force exerted by the valve spring and the pressure being built up in the pump cylinder. The outlet valve (3) opens if the pressure in the pump cylinder is greater than the fuel pressure in the ring line (b).
22
PCR 2 DV 4 TD / FORD
1/2002
Label of the DCP a b c
Manufacturer‘s number PSA part number Year of manufacture U: 2001 V: 2002 W: 2003 X: 2004 Y: 2005 Z: 2006
d e
Calendar week Number of manufactured pumps in that week Number of the final series control status
f
PCR 2 DV 4 TD / FORD
1/2002
23
24
PCR 2 DV 4 TD / FORD
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3.3 Volumetric Control Valve (VCV) The volumetric control valve VCV regulates the delivery of fuel from the internal transfer pump, which is integrated into the diesel common rail pump DCP, to the high pressure pump elements. With that, the amount of fuel delivered by the high pressure pump HPP can be adjusted already to the requirements of the engine on the low pressure side of the system. The performance absorbtion of the high pressure pump will be reduced and through this, the efficiency of the engine will be improved. The volumetric control valve VCV is directly screwed to the diesel common rail pump DCP.
Important If repairs have to be carried out, the volumetric control valve VCV must not be separated from the diesel common rail pump DCP.
1 2 3
Compression spring Bearing shell/sleeve Piston
PCR 2 DV 4 TD / FORD
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4 5
Solenoid Anchor
25
Function of the volumetric control valve VCV • Volumetric control valve VCV non controlled: The piston closes the link between the two connections by means of the force generated by the spring, without utilising electrical current. The fuel delivery to the high pressure pump HPP is interrupted.
a
Fuel inlet from the internal transfer pump ITP
• Volumetric control valve VCV controlled: The force exerted by the anchor is proportional to the electrical current and works against the force of the spring . Thereby, the opening between the the two connections is proportional to the electrical current (Proportional directional control valve).
a b
26
Fuel delivery from the Internal transfer pump ITP Fuel amount to the high pressure pump HPP
PCR 2 DV 4 TD / FORD
1/2002
Characteristic curve of a volumetric control valve VCV Q Fuel volume flow I Control current
PCR 2 DV 4 TD / FORD
1/2002
27
28
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3.4 Pressure Control Valve (PCV) The pressure control valve PCV governs the fuel pressure at the high pressure outlet of the diesel common rail pump DCP and therewith, also that within the rail*. In addition, the pressure control valve dampens the fluctuations in the pressure which occur during the delivery of fuel through the diesel common rail pump and through the injection process. The pressure control valve PCV will be steered in such a manner from the engine control unit ECU that the optimal pressure will exist in the rail for every operational condition of the engine. The pressure control valve PCV is directly flanged to the diesel common rail pump DCP.
*The Rail and the High pressure pipes are not included in the scope of delivery.
Important If repairs have to be carried out, the pressure control valve PCV must not be separated from the diesel common rail pump DCP
1 2 3
Valve seat Valve ball Pin
PCR 2 DV 4 TD / FORD
4 5 6
1/2002
Solenoid Anchor Spring
29
Function of the pressure control valve PCV • Pressure control valve non controlled: The valve ball will only be operated through the force exerted upon it by the spring. Thereby, a small amount of the fuel pressure will be withheld.
a b
Fuel pressure at the DCP high pressure connection (= Fuel pressure in the rail*) to the fuel return line
• Pressure control valve PCV controlled: The current flowing through the solenoid draws down the anchor, this in turn transfers the magnetic force via the pin to the valve ball. The pull of the anchor and therewith the pressure on the valve ball is proportional to the valve flow (Proportional pressure limitation valve)
a b
Fuel pressure at the DCP high pressure connection (= Fuel pressure in the rail*) to the fuel return line
*The Rail and the High pressure pipes are not included in the scope of delivery.
30
PCR 2 DV 4 TD / FORD
1/2002
Characteristic curve of the pressure control valve PCV
p l
Fuel pressure Control current
PCR 2 DV 4 TD / FORD
1/2002
31
32
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3.5 High pressure sensor The high pressure sensor measures the pressure of the fuel in the rail*. The pressure on hand will be converted into an electric potential signal which will be evaluated by the engine control unit ECU. In accordance with the recorded performance characteristics in the engine control unit (ECU), the pressure signal will be used for the computation of the control period for the injectors and the high pressure regulation through the high pressure control valve PCV. The high pressure sensor is fixed directly to the rail* and sealed with a soft iron washer.
Important In the case where repairs have to be carried out, the high pressure sensor must not be screwed out of the rail. *The Rail and the High pressure pipes are not included in the scope of delivery.
8
1 2 3 4
Duct Sensor element on a steel membrane Bonding wire Printed circuit board with evaluation electronic
PCR 2 DV 4 TD / FORD
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5 6 7 8
Contact bridge Rubber gasket Connector shell Contact bridge
33
Function of the high pressure sensor: The steel membrane (2) will be deformed in respect to the fuel pressure that is on hand in the rail*. The resistance values within the sensor elements, which are attached to the steel membrane (2), will be altered due to this. The alteration in the resistance value will be evaluated by the electronics (4) and passed on to the engine control unit (ECU) as an electric potential signal.
*The Rail and the High pressure pipes are not included in the scope of delivery. Characteristic curve of the high pressure sensor V p
Voltage (electric potential) Fuel pressure
Labeling of the high pressure sensor a b c d e f
34
PSA part number Manufacturer‘s number Year of manufacture: End number of the year Day: 0-366 Sequential production number BAR-Code
PCR 2 DV 4 TD / FORD
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3.6 Engine Control Unit (ECU) The engine control unit ECU checks all the processes which are necessary for control of the engine system. It computes the necessary output data for the engine (e.g. fuel injection amount, rate of exhaust gas re-circulation, ...) in accordance with the driver’s requirements and the engine and vehicle data (e.g. engine speed, vehicle speed, engine coolant temperature, intake air mass, ...). In addition other functions will be checked such as the coded immobilizer. The engine control unit communicates with other control equipment (e.g. ABS, ASR, ESP) via the CAN bus.
Danger Where work has to be carried out on the engine control unit, care must be taken that the rules and regulations regarding the prevention of accidents with respect to high voltage equipment are observed.
Important When the engine is running, the connector on the engine control unit (ECU) must not be disconnected; since this could lead to the destruction of the engine.
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35
Input and output signal Engine Control Unit (ECU):
36
PCR 2 DV 4 TD / FORD
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PIN assignment on the engine control unit (ECU): Connector A
A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 C4 D1 D2 D3 D4
Rx-PATS Compressor AC signal on/off CAN low CAN high Coolant pre-heating (Heating circuit 1) not occupied not occupied not occupied Coolant pre-heating (Heating circuit 2) Accelerator pedal position sensor (Signal 2) Battery plus to ignition start switch not occupied reserved Tx-PATS reserved reserved
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E1 E2 E3 E4 F1 F2 F3 F4 G1 G2 G3 G4 H1 H2 H3 H4
not occupied not occupied Clutch switch Brake light switch redundant not occupied Accelerator pedal position sensor (supply voltage 1) not occupied Accelerator pedal position sensor (Ground 1) not occupied Accelerator pedal position sensor (supply voltage 2) Accelerator pedal sensor (Signal 1) Ground (Pin 31) not occupied not occupied Accelerator pedal position sensor (Ground 2) Ground (Pin 31)
37
Connector B
A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 C4 D1 D2 D3 D4 E1 E2 E3 E4 F1 F2 F3 F4
38
Compressor AC switch stage 1/2 reserved reserved not occupied Water in the tank (Signal) reserved Crankshaft sensor (supply voltage) reserved not occupied Camshaft sensor (+) not occupied reserviert High pressure sensor (supply voltage) Brake light switch not occupied Glow plug relay (Diagnoses cable) reserved Camshaft sensor (Ground) Crankshaft sensor (Signal) Crankshaft sensor (Ground) reserved reserved not occupied not occupied
G1 G2 G3 G4 H1 H2 H3 H4 J1 J2 J3 J4 K1 K2 K3 K4 L1 L2 L3 L4 M1 M2 M3 M4
not occupied Water in fuel (Ground) not occupied Direct battery voltage (Pin. 30) not occupied Air temperature (Ground) not occupied reserved reserved Fuel temperature sensor (Gound) reserved MAF-Sensor (Ground) Coolant teltemperature (Ground) Ground (Pin 31) reserved not occupied not occupied not occupied not occupied Pressure control valve(PCV) not occupied EGR throttle not occupied Volumetric control valve (VCV)
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Connector C
A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 C4 D1 D2 D3 D4
Air mass meter (Signal) Coolant temperature sensor (Signal) Fuel temperature sensor (Signal) Reverse gear recognition not occupied High pressure sensor (Signal) High pressure sensor (Masse) Air temperature (Signal) Camshaft sensor (Signal) Vehicle speed w/o ABS (Signal) Switch drive lock Ground (Pin 31) GMV (trip line 2) Relay PCM-Signal GMV (trip line 1) Engine running Signal
PCR 2 DV 4 TD / FORD
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E1 E2 E3 E4 F1 F2 F3 F4 G1 G2 G3 G4 H1 H2 H3 H4
Dynamo control Vehicle speed signal exit Switched plus from the power relay Glow plug relay Dynamo trip line Switched plus from the power relay Switched plus from the power relay Relay AC Injektor Cylinder 2 (-) Injektor Cylinder 3 (+) Injektor Cylinder 4 (+) Injektor Cylinder 1 (+) Injektor Cylinder 1 (-) Injektor Cylinder 2 (+) Injektor Cylinder 4 (-) Injektor Cylinder 3 (-)
39
Labelling of Engine control unit a b c
40
Ford part number Mnufacturer‘s number Serial number
PCR 2 DV 4 TD / FORD
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4. Initial start 4.1 First time start of the vehicle 1
The fuel system has to be filled by suction at the fuel return pipe or by operating of the hand pump until the fuel return pipe is filled with fuel without air bubbles.
Remark In order to operate the pump, it must be fully enclosed in the hand and then squeezed tightly. 2
The starter shall then be operated for a maximum of 20 seconds.
Should the engine not start, then the operation described in 2 shall be repeated once more. Should the engine still not start then a fault analysis will have to be performed. 1
PCR 2 DV 4 TD / FORD
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Hand pump
41
4.2 Initial start after a repair / Start after an empty tank To facilitate the venting of air from the fuel supply line after a repair, or when the fuel tank has been run dry, a hand pump has been integrated within the engine compartment in the fuel supply line. Procedure: • Check whether there is enough fuel in the fuel tank. In the case of a tank which has been run dry, at least 5 litres of fuel should be poured into the tank. • Operate the hand pump (1) until the pump is not ably filled with fuel and the fuel return pipe is filled with fuel without air bubbles.
Remark 1
Hand pump
In order to operate the pump, it must be fully enclosed in the hand and then squeezed tightly.
• Then operate approx another five times. • The starter shall then be operated for a maximum of 20 seconds. Should the engine not start then the pump procedure should be repeated once more. Should the engine still not start then a fault analysis will be necessary.
42
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B Diagnosis 1. System Nominal Value and Operating Condition 1.1 Typical values by various operating conditions Operation: • Vehicle is standing still • Engine operating temperature:
80-90 °C
• Battery voltage:
12-14,7 V
• Ambient temperature:
ca. 20 °C
• Tank:
min. half filled
• all electrical and mechanical consumers switched off
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43
Ignition on: min
max
Engine speed
rpm
0
0
Coolant temperature
°C
15
25
Intake air temperature
°C
15
25
Pedal value
%
0
0
Battery voltage
V
7
13
Injection quantity total
mg/stk
20
26
Injection quantity pilot
mg/stk
0
0
Injection quantity main
mg/stk
0
0
Control time main-injection
ms
0
0
Control time pre-injection
ms
0
0
Start of the main-injection
°a TDC
0
0
Start of the pre-injection
°a TDC
0
0
Rail pressure setpoint
MPa
0
0
Rail pressure effective
MPa
0
2
PCV PWM
%
0
0
Current PCV
A
0
0,3
VCV PWM
%
0
0
Current VCV
A
0
0,3
Fuel temperature
°C
15
25
Smokelimitation
mg/stk
60
70
Air mass flow setpoint
mg/stk
0
0
Air mass flow effective
mg/stk
0
0
Air mass flow w/o EGR
mg/stk
340
380
PWM EGR-Valve
%
5
15
absolute pressure before fuel filter (static)
mbar
0,9
1,1
absolute pressure in the pump return flow (static)
mbar
1
1,1
absolute pressure in the injector return flow (static)
mbar
1
1,1
absolute pressure in the common back flow (static)
mbar
1
1,1
44
PCR 2 DV 4 TD / FORD
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idle cold: min
max
Engine speed
rpm
760
820
Coolant temperature
°C
18
25
Intake air temperature
°C
15
25
Pedal value
%
0
0
Battery voltage
V
12
15
Injection quantity total
mg/stk
4,5
8
Injection quantity pilot
mg/stk
1
1,5
Injection quantity main
mg/stk
3,5
6,5
Control time main-injection
ms
0,4
0,65
Control time pre-injection
ms
0,2
0,3
Start of the main-injection
°a TDC
-5
-2,5
Start of the pre-injection
°a TDC
-15
-11
Rail pressure setpoint
MPa
21
23
Rail pressure effective
MPa
21
23
PCV PWM
%
11
15
Current PCV
A
0,3
0,5
VCV PWM
%
16
20
Current VCV
A
0,7
0,9
Fuel temperature
°C
20
25
Smokelimitation
mg/stk
15
25
Air mass flow setpoint
mg/stk
250
350
Air mass flow effective
mg/stk
250
350
Air mass flow w/o EGR
mg/stk
330
370
PWM EGR-Valve
%
50
60
absolute pressure before fuel filter (static)
mbar
0,8
1
absolute pressure in the pump return flow (static)
mbar
1
1,8
absolute pressure in the injector return flow (static)
mbar
1
1,8
absolute pressure in the common back flow (static)
mbar
1
1,8
PCR 2 DV 4 TD / FORD
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45
idle warm: min
max
Engine speed
rpm
730
780
Coolant temperature
°C
80
90
Intake air temperature
°C
15
40
Pedal value
%
0
0
Battery voltage
V
12
15
Injection quantity total
mg/stk
3
6
Injection quantity pilot
mg/stk
1
1,5
Injection quantity main
mg/stk
2,5
5
Control time main-injection
ms
0,35
0,5
Control time pre-injection
ms
0,2
0,3
Start of the main-injection
°a TDC
-3
-2
Start of the pre-injection
°a TDC
-14
-12,5
Rail pressure setpoint
MPa
21
23
Rail pressure effective
MPa
21
23
PCV PWM
%
12
15
Current PCV
A
0,35
0,45
VCV PWM
%
16
20
Current VCV
A
0,7
0,9
Fuel temperature
°C
35
45
Smokelimitation
mg/stk
15
25
Air mass flow setpoint
mg/stk
250
350
Air mass flow effective
mg/stk
250
350
Air mass flow w/o EGR
mg/stk
310
350
PWM EGR-Valve
%
50
60
absolute pressure before fuel filter (static)
mbar
0,9
1
absolute pressure in the pump return flow (static)
mbar
1
1,8
absolute pressure in the injector return flow (static)
mbar
1
1,8
absolute pressure in the common back flow (static)
mbar
1
1,8
46
PCR 2 DV 4 TD / FORD
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2000 rpm, without load: min
max
Engine speed
rpm
1900
2100
Coolant temperature
°C
80
90
Intake air temperature
°C
15
35
Pedal value
%
0
0
Battery voltage
V
12
15
Injection quantity total
mg/stk
2
5
Injection quantity pilot
mg/stk
1
1,5
Injection quantity main
mg/stk
1
4
Control time main-injection
ms
0,2
0,4
Control time pre-injection
ms
0,2
0,3
Start of the main-injection
°a TDC
-5
-2
Start of the pre-injection
°a TDC
-26
-22
Rail pressure setpoint
MPa
21
23
Rail pressure effective
MPa
21
23
PCV PWM
%
11
15
Current PCV
A
0,3
0,5
VCV PWM
%
16
20
Current VCV
A
0,7
0,9
Fuel temperature
°C
40
50
Smokelimitation
mg/stk
10
20
Air mass flow setpoint
mg/stk
230
300
Air mass flow effective
mg/stk
230
300
Air mass flow w/o EGR
mg/stk
350
450
PWM EGR-Valve
%
60
70
absolute pressure before fuel filter (static)
mbar
0,9
1
absolute pressure in the pump return flow (static)
mbar
1
1,8
absolute pressure in the injector return flow (static)
mbar
1
1,8
absolute pressure in the common back flow (static)
mbar
1
1,8
PCR 2 DV 4 TD / FORD
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47
4000 rpm, without load: min
max
Engine speed
rpm
3900
4100
Coolant temperature
°C
85
100
Intake air temperature
°C
15
35
Pedal value
%
20
30
Battery voltage
V
12
15
Injection quantity total
mg/stk
4
8
Injection quantity pilot
mg/stk
0
0
Injection quantity main
mg/stk
4
8
Control time main-injection
ms
0,25
0,5
Control time pre-injection
ms
0
0
Start of the main-injection
°a TDC
-9
-5
Start of the pre-injection
°a TDC
-9
-5
Rail pressure setpoint
MPa
30
50
Rail pressure effective
MPa
30
50
PCV PWM
%
15
24
Current PCV
A
0,5
0,7
VCV PWM
%
16
22
Current VCV
A
0,7
1
Fuel temperature
°C
40
60
Smokelimitation
mg/stk
23
30
Air mass flow setpoint
mg/stk
450
530
Air mass flow effective
mg/stk
450
530
Air mass flow w/o EGR
mg/stk
450
530
PWM EGR-Valve
%
5
15
absolute pressure before fuel filter (static)
mbar
0,9
1
absolute pressure in the pump return flow (static)
mbar
1
1,8
absolute pressure in the injector return flow (static)
mbar
1
1,8
absolute pressure in the common back flow (static)
mbar
1
1,8
48
PCR 2 DV 4 TD / FORD
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1000 rpm, 1. Gear: min
max
Engine speed
rpm
900
1100
Coolant temperature
°C
80
90
Intake air temperature
°C
15
45
Pedal value
%
4
10
Battery voltage
V
12
15
Injection quantity total
mg/stk
3
6
Injection quantity pilot
mg/stk
1
1,5
Injection quantity main
mg/stk
2
5
Control time main-injection
ms
0,3
0,5
Control time pre-injection
ms
0,2
0,3
Start of the main-injection
°a TDC
-4
-2
Start of the pre-injection
°a TDC
-20
-15
Rail pressure setpoint
MPa
21
23
Rail pressure effective
MPa
21
23
PCV PWM
%
12
16
Current PCV
A
0,35
0,5
VCV PWM
%
16
22
Current VCV
A
0,7
0,9
Fuel temperature
°C
40
60
Smokelimitation
mg/stk
12
16
Air mass flow setpoint
mg/stk
220
260
Air mass flow effective
mg/stk
220
260
Air mass flow w/o EGR
mg/stk
320
360
PWM EGR-Valve
%
60
70
absolute pressure before fuel filter (static)
mbar
0,9
1
absolute pressure in the pump return flow (static)
mbar
1
1,8
absolute pressure in the injector return flow (static)
mbar
1
1,8
absolute pressure in the common back flow (static)
mbar
1
1,8
PCR 2 DV 4 TD / FORD
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49
2000 rpm, 1. Gear: min
max
Engine speed
rpm
1900
2100
Coolant temperature
°C
80
90
Intake air temperature
°C
15
45
Pedal value
%
5
10
Battery voltage
V
12
15
Injection quantity total
mg/stk
2
4
Injection quantity pilot
mg/stk
1
1,5
Injection quantity main
mg/stk
1,5
3
Control time main-injection
ms
0,3
0,4
Control time pre-injection
ms
0,2
0,3
Start of the main-injection
°a TDC
-5
-2
Start of the pre-injection
°a TDC
-30
-20
Rail pressure setpoint
MPa
21
23
Rail pressure effective
MPa
21
23
PCV PWM
%
12
16
Current PCV
A
0,35
0,5
VCV PWM
%
16
22
Current VCV
A
0,7
0,9
Fuel temperature
°C
40
60
Smokelimitation
mg/stk
12
16
Air mass flow setpoint
mg/stk
250
300
Air mass flow effective
mg/stk
250
300
Air mass flow w/o EGR
mg/stk
380
420
PWM EGR-Valve
%
60
70
absolute pressure before fuel filter (static)
mbar
0,9
1
absolute pressure in the pump return flow (static)
mbar
1
1,8
absolute pressure in the injector return flow (static)
mbar
1
1,8
absolute pressure in the common back flow (static)
mbar
1
1,8
50
PCR 2 DV 4 TD / FORD
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1.2 Typical Start behaviour Tolerance bands Engine speed
n
Start: 200 - 300 rpm (Warm start) 150 - 250 rpm (Cold start) Idle: ± 30 rpm
Battery voltage
UBatt
± 10 % max. 14,7 V
injection amount
MF
± 10 %
Rail pressure
pRail
± 20 %
Pressure control valve PWM
PCV
± 10 %
Volumetric control valve PWM
VCV
+ 20 %
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51
Cold start
52
Coolant temperature: 0 °C
PCR 2 DV 4 TD / FORD
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Warm start
PCR 2 DV 4 TD / FORD
Coolant temperature: 80 °C
1/2002
53
54
PCR 2 DV 4 TD / FORD
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2. Fault Search Plan Notice: System faults can cause sequential errors, which are to be handled secondarily during corrective action. Sequential errors are marked as such in the fault codes. Fault codes in brackets are "generic codes". These will not be displayed in DIAG 2000. If no codes are shown or reading of the codes is not posible, all relevant tests must be carried out. (P): see test instruction Ford
2.1 MIL control lamp does not light up by turned on ignition Cause of Fault
Location of fault
Code
corrective action
Control lamp defect
Control lamp
Fault code is not entered
Check vehicle electronics (P)
Voltage supply is missing
Fault in the vehicle electronics
Fault code is not entered
PCR 2 DV 4 TD / FORD
1/2002
55
2.2 MIL control lamp lights when the engine is running Cause of fault
Location of fault
Code
Corrective action
Entry of a fault diagnosis
Read out fault diagnosis
Enter approp. fault code
Correct corresponding fault
56
PCR 2 DV 4 TD / FORD
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2.3 Engine does not start Cause of fault
Location of fault
Code
Corrective action
Engine control unit does not work
Voltage supply to the engine control unit is missing
No connection between the ECU and engine tester
Supply via the ignition lock / test the continual supply to the control unit (P)
Engine control unit has no function
Hardware or software error in the engine control unit
P0321 P0601 P0603 P0604 P0605 P0606 (P1621) P1657
Check engine control unit, replace if appropriate (see Chapter 4.5)
Main voltage supply is missing at the engine control unit and the actuators
Faulty main relay
P0215 P0685 P1606
Test main relay (P)
Faulty cable harness
Appropriate fault code entry
Correct corresponding fault
Voltage supply to the sensors is missing (5 V)
Faulty engine control unit
P1241
Faulty cable harness
P1242
Check connection of the supply line and supply voltage to the sensors (P) If appropriate, replace engine control unit
Active coded anti-start communication
VID-Block
P0610 P0615 P1244 P1245 P1632 P1639 U2139 U2510 B1213 B1241 B1600 B1601 B1602 B1681 B2103 B2413
Correct corresponding fault
No recognition of engine speed in the engine control unit
Non or a false camshaft signal
(P0340) P0341 P0342
Check camshaft sensor (P)
PCR 2 DV 4 TD / FORD
1/2002
57
Cause of fault
Location of fault
Code
Corrective action
No recognition of engine speed in the engine control unit
Non or a false crankshaft signal
(P0335) P0336 P0337 P0339
Check crankshaft sensor (P)
Too little or no fuel being drawn in
Faulty internal transfer pump
P0001 P0087 Sequential errorr: P0089 (P0190) P0191 P0192 P0193
Check low pressure system (see Chapter 4.2)
Too little or no fuel being drawn in
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193
Check low pressure system (see Chapter 4.2)
Faulty high pressure pump
P0001 P0087
Check high pressure system (see Chapter 4.3)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Leaky high pressure pipe / Rail
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193
Faulty Engine control unit
No fault code entered
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
High injector leakage
P0001 P0087
Check Injectors (see Chapter 4.4)
Air in the low pressure line Empty tank Blocked fuel filter Leaky low pressure line
Too little or no Rail pressure
58
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
several or all of the cylinders are not working
Injectors defective
P0201 Cyl. 1 P0202 Cyl. 3 P0203 Cyl. 4 P0204 Cyl. 2
Check injector (see Chapter 4.4); Check electrical connections (P)
Faulty cable harness
P0606 Faulty engine control unit
PCR 2 DV 4 TD / FORD
1/2002
P0606 If there is a fault code entry, then none of the injectors will be steered
Check engine control unit. If appropriate replace (see Chapter 4.5)
59
2.4 Engine starts badly Cause of fault
Location of fault
Code
Corrective action
Sporadic lack of a signal from the sensor or actuator
Faulty cable harness
Appropriate fault code entry
Check electrical connections (P)
Engine start speed is too low
Battery capacity is too low
(P0560) P0562
Check battery capacity (P)
Breakdown of the voltage at engine control unit during the start
Poor ground connection
(P0560) P0562
Check ground connections (P)
Too low a pressure at the rail
Too little fuel being drawn in (see "2.3 Engine does not start")
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193
Check low pressure system (see Chapter 4.2)
Faulty High pressure pump
P0001 P0087
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Leaky high pressure pipes / Rail
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193
Check high pressure system (see Chapter 4.3)
High pressure signal is missing or is false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
High injector leakage
P0001 P0087
Check injectors (see Chapter 4.4)
60
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
One or more cylinders are not working
Injectors are defective Faulty cable harness
P0201 Cyl. 1 P0202 Cyl. 3 P0203 Cyl. 4 P0204 Cyl. 2 P0606
Check injectors (see Chapter 4.4); Check electrical connections (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Air filter blocked or induction line is bent
(P0100) P0102 P0401
Check air induction system (P)
Air induction too low
PCR 2 DV 4 TD / FORD
1/2002
61
2.5 Poor cold start behaviour Cause of fault
Location of fault
Code
Corrective action
Engine speed by start is too low
Battery capacity is to low
(P0560) P0562
Test battery capacity (P)
Breakdown of the voltage at engine control unit during the start
Poor ground connection
(P0560) P0562
Check ground connection (P)
Pressure at the rail too low, as well as too little injection amount during the start
Coolant temperature signal too high
(P0115) P0116 P0117 P0118
Test coolant temperature sensor (P); Check high pressure system (see Chapter 4.3)
Fuel temperature signal too high
(P0180) P0181 P0182 P0183
Test fuel temperature sensor (P); Check high pressure system (see Chapter 4.3)
One or more glow plugs defective
P0684
Check glow plug unit (P)
Glow plug relay defective
P0380 P0684 (P1353)
Glow plug control lamp defective
No fault code entry
Faulty glow plug equipment
62
PCR 2 DV 4 TD / FORD
1/2002
2.6 Engine does not allow itself to be turned off Cause of fault
Location of fault
Code
Corrective action
Engine control unit does not react
Faulty ignition lock
No fault code entry
Faulty engine control unit
P1563
Test, through the control unit, the electrical supply that runs through the ignition lock (P)
Faulty cable harness
No fault code entry
PCR 2 DV 4 TD / FORD
1/2002
63
2.7 Engine dies Cause of fault
Location of fault
Code
Corrective action
Too little or no fuel being drawn
Faulty internal transfer pump
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Too little or no fuel being drawn
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Faulty high pressure pump
P0001 P0087 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure system (see Chapter 4.3)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206) Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure system (see Chapter 4.3)
Air in the low pressure line Empty tank Fuel filter blocked Leaky low pressure line
Too low or no pressure at the rail
64
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Too low or no pressure at the rail
Leakage in the fuel line / Rail
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193
High pressure signal missing or is false
P0089 (P0190) P0191 P0192 P0193 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
High injector leakage
P0001 P0087 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty cable harness
Appropriate fault code entry
Test electrical connections (P)
Sporadic lack of a signal from the sensor or actuator
PCR 2 DV 4 TD / FORD
1/2002
Corrective action
65
2.8 Engine idle too high Cause of fault
Location of fault
Code
Corrective action
Board voltage too low
Faulty board voltage regulator
No fault code entry
Test vehicle electronics (P)
too many electrical consumers turned on
No fault code entry
Coolant temperature signal too low
Faulty coolant temperature sensor
(P0115) P0116 P0117 P0118
Test coolant temperature sensor and electrical connections (P)
Faulty accelerator pedal signal
Faulty accelerator pedal position
No fault code entry
Test accelerator pedal sensor (P)
Faulty cable harness
(P0220) P0222 P0223 P0227 P0228 P0609 P2138
Faulty accelerator pedal sensor
(P0220) P0222 P0223 P0227 P0228 P0609 P2138
Read-out error storage
Appropriate fault code entry
Emergency running
66
Correct relevant fault
PCR 2 DV 4 TD / FORD
1/2002
2.9 Engine idle too low or runs rough Cause of fault
Location of fault
Code
Corrective action
Too little air induction
Air filter blocked or induction line bent
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check air induction system (P)
Leakage in the induction line after the turbo charge
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Signal from the air-mass flow sensor too high (-> too high return flow rate)
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return system (P)
exhaust-gas return valve open / stiff
(P0100) P0102 P0401 (P0403) P0403 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check exhaust-gas return system (P)
Faulty internal transfer pump
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Too little fuel being drawn in
Air in the low pressure line Empty tank Fuel filter blocked Leaky low pressure line
PCR 2 DV 4 TD / FORD
1/2002
67
Cause of fault
Location of fault
Code
Corrective action
Poor mixture development / Faulty injection
Faulty injectors
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Injector jet
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Injectors defective
P0201 Cyl. 1 P0202 Cyl. 2 P0203 Cyl. 3 P0204 Cyl. 4
Check injectors (see Chapter 4.4); Check electrical connections (P)
one or more cylinders are not working
Faulty cable harness
P0606 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Pressure fluctuations within the rail
68
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206) Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure system (see Chapter 4.3)
Faulty high pressure pump
P0001 P0087 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
Pressure fluctuations within the rail
Leakage in the high pressure pipes
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure system (see Chapter 4.3)
High pressure signal false
P0089 (P0190) P0191 P0192 P0193 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Leakage in the low pressure line
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Faulty injectors
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty cable harness
Appropriate fault code entry
Check electrical cable connections (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty pressure sensor for airconditioning system
(P0530) P0645
Test the pressure sensor of the air-conditioning unit (P)
Engine control unit does not react to the additional burden of the air-conditioning compressor
PCR 2 DV 4 TD / FORD
1/2002
69
2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently Cause of fault
Location of fault
Code
Corrective action
Too little air induction
Air filter blocked or induction line bent
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check air induction system (P)
Leakage in the induction line after the turbo-charger
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Faulty turbo-charger
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check boost pressure (P)
Signal from the air-mass flow sensor too high (-> higher exhaust-gas return rate)
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P)
exhaust-gas return flow valve open / stiff
(P0100) P0102 P0401 (P0403) P0403 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check exhaust-gas return flow system (P)
70
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
Too little fuel being drawn in
Faulty internal transfer pump
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Faulty accelerator pedal position
No fault code entry
Faulty cable harness
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Check accelerator pedal sensor (P)
Faulty accelerator pedal sensor
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Faulty brake light signal (where there is a simultaneous line up of a brake light signal and a constant accelerator pedal signal, the accelerator pedal signal will be reduced for reasons of safety)
Faulty brake switch
(P0220) P0703
Faulty cable harness
(P0220) P0703
Too little injected amount or faulty injection time
Faulty injectors
P0263 Cyl. 1 P0269 Cyl. 2 P0272 Cyl. 3 P0266 Cyl. 4
Air in the low pressure line Empty tank Fuel filter blocked Leakage in the low pressure line
Signal from the accelerator pedal sensor is false or is missing
PCR 2 DV 4 TD / FORD
1/2002
Test ABS (P)
Check injectors (see Chapter 4.4)
71
Cause of fault
Location of fault
Code
Corrective action
Too little injected amount or faulty injection time
Signal from the air-mass flow sensor too low (->Reduction of the injected amount to hinder the development of black smoke)
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P); Check air induction system (P)
Leakage in induction lines prior to turbo-charger (->Reduction of the injected amount to hinder the development of black smoke)
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P); Check air induction system (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Too little fuel being drawn in
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Faulty high pressure pump
P0001 P0087
Check high pressure system (see Chapter 4.3)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Pressure too low in the rail
72
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
Pressure too low in the rail
Leakage in the high pressure pipes / rail
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193
Check high pressure system (see Chapter 4.3)
High injector leakage
P0001 P0087
Check injectors (see Chapter 4.4)
High pressure signal-signal false
P0089 (P0190) P0191 P0192 P0193 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
PCR 2 DV 4 TD / FORD
1/2002
73
2.11 Vehicle jerks by constant speed Cause of fault
Location of fault
Code
Corrective action
None or false gear recognition in the engine control unit resp. (-> No anti-jerk control)
Clutch pedal actuated slightly
P0704
Check clutch switch (P)
Clutch switch falsely adjusted or faulty
P0704
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty CAN connection between ABS control unit and engine control unit
P1637 P1638 P1642 P1656
Check CAN connection (P)
Vehicle speed signal missing or false
P0500
Check vehicle speed signal (P)
Faulty injectors
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206) Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure system (see Chapter 4.3)
Hochdruckpumpe fehlerhaft
P0001 P0087 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Faulty injection
Pressure fluctuations within the rail
74
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
Pressure fluctuations within the rail
Leakage within the high pressure pipe
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure system (see Chapter 4.3)
High pressure signal false
P0089 (P0190) P0191 P0192 P0193 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Leakage in the low pressure line
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Faulty injectors
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty cable harness
Appropriate fault code entry
Test electrical cable connections (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
PCR 2 DV 4 TD / FORD
1/2002
75
Cause of fault
Location of fault
Code
Corrective action
Faulty accelerator pedal signal
Faulty accelerator pedal position
No fault code entry
Test accelerator pedal sensor (P)
Faulty cable harness
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Faulty accelerator pedal sensor
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Fluctuations in the signal from the air-mass flow sensor
Water in the air induction system
(P0100) P0102 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check air induction system (P)
Sporadic absence of sensor / actuator signals
Faulty cable harness
Appropriate fault code entry
Test electric cable connections (P)
76
PCR 2 DV 4 TD / FORD
1/2002
2.12 Vehicle accelerates without actuation of the accelerator pedal Cause of fault
Location of fault
Code
Corrective action
injection amount too high, respectively uncontrolled
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Injector jammed open
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty accelerator pedal signal
No fault code entry
Test accelerator pedal sensor (P)
Faulty cable harness
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Faulty accelerator pedal sensor
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Faulty High pressure pump
P0001 P0087
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty accelerator pedal signal
Sudden increase in the rail pressure
PCR 2 DV 4 TD / FORD
1/2002
Check high pressure system (see Chapter 4.3)
77
2.13 Vehicle does not slow down (no coasting down) Cause of fault
Location of fault
Code
Corrective action
Faulty accelerator pedal signal
Faulty accelerator pedal position or accelerator pedal jammed
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Test accelerator pedal sensor (P)
Faulty accelerator pedal sensor
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Faulty cable harness
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Injector jammed open
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty injection
78
PCR 2 DV 4 TD / FORD
1/2002
2.14 Vehicle judders while coasting with gear engaged Cause of fault
Location of fault
gear engaged is too high False or no recognition of the gear by the engine control unit (-> No anti-jerk control)
PCR 2 DV 4 TD / FORD
1/2002
Code
Corrective action
No fault code entry Clutch pedal actuated slightly
P0704
Clutch switch setting false or a faulty switch
P0704
Check clutch switch (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty CAN connection between ABS control unit and engine control unit
P1637 P1638 P1642 P1656
Check CAN connection (P)
Speed signal missing or false
P0500
Check speed signal (P)
79
2.15 Performance too low Cause of fault
Location of fault
Code
Corrective action
Coolant temperature signal too high (-> max. rail pressure and injection amount for the protection of the engine)
Faulty cool system
P0480 P0481
Check cool system (P); Test coolant sensor (P)
Faulty coolant temperature sensor
(P0115) P0116 P0117 P0118
Fuel temperature signal too high (-> max. rail pressure and injection amount for the protection of the engine)
Too little fuel in the fuel tank
No fault code entry
Faulty fuel temperature sensor
(P0180) P0181 P0182 P0183
False or no recognition of the gear engaged in the engine control unit (-> faulty torque governor)
Clutch pedal actuated slightly
P0704
Clutch switch setting false or a faulty switch
P0704
Check clutch switch (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty CAN connection between ABS control unit and engine control unit
P1637 P1638 P1642 P1656
Check CAN connection (P)
Speed signal missing or false
P0500
Test speed signal (P)
Emergency running
Read-out fault diagnosis
Appropriate fault code entry
Too little air being drawn in
Air filter blocked or induction line bent
(P0100) P0102 P0401
Leakage in induction lines after turbo-charger
(P0100) P0103 P0402
Faulty turbo-charger
(P0100) P0102 P0401
80
Test fuel temperature sensor (P)
Check air induction system (P)
Check boost pressure (P)
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
Too little air being drawn in
Signal from the air-mass flow sensor too high (-> higher exhaust-gas return rate)
(P0100) P0103 P0402
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P)
exhaust-gas return flow valve open / stiff
(P0100) P0102 P0401 (P0403) P0403 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check exhaust-gas return flow system (P)
Faulty injectors
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Air-mass flow sensor signal missing or too low (-> Reduction of the injection amount to hinder the development of black smoke)
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P)
Leakage in induction lines prior to turbo-charger (-> Reduction of the injection amount to hinder the development of black smoke)
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P) Check air induction system (P)
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Injection amount too small
PCR 2 DV 4 TD / FORD
1/2002
81
Cause of fault
Location of fault
Code
Corrective action
Faulty accelerator pedal signal
Faulty accelerator pedal position
No fault code entry
Test accelerator pedal sensor (P)
Faulty accelerator pedal sensor
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Faulty cable harness
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Too little fuel being drawn in
P0001 P0087 Sequential errorr: P0089 (P0190) P0191 P0192 P0193 P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check low pressure system (see Chapter 4.2)
Faulty High pressure pump
P0001 P0087
Check high pressure system (see Chapter 4.3)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Pressure too low in the rail
82
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
Pressure too low in the rail
Leakage in the high pressure pipes / rail
P0001 P0087 Sequential error: P0089 (P0190) P0191 P0192 P0193
Check high pressure system (see Chapter 4.3)
High injector leakage
P0001 P0087
Check injectors (see Chapter 4.4)
High pressure signal false
P0089 (P0190) P0191 P0192 P0193 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
PCR 2 DV 4 TD / FORD
1/2002
83
2.16 Performance too high Cause of fault
Location of fault
Code
Corrective action
Injection amount too high
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty injectors
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.5); Check high pressure system (see Chapter 4.3)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Check high pressure system (see Chapter 4.3)
Faulty high pressure pump
P0001 P0087
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Clutch pedal actuated slightly
P0704
Clutch switch setting false or a faulty switch
P0704
Check clutch switch (P)
Faulty CAN connection between the ABS control unit and the engine control unit
P1637 P1638 P1642 P1656
Check CAN connection (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Pressure within the rail too high
False or no recognition of the gear engaged in the engine control unit (-> faulty torque governor)
84
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
False or no recognition of the gear engaged in the engine control unit (-> faulty torque governor)
Speed signal is missing or false
P0500
Check speed signal (P)
Boost pressure is too high
Faulty boost pressure control
(P0100) P0103
Check boost pressure (P)
PCR 2 DV 4 TD / FORD
1/2002
85
2.17 Bouncing by acceleration or braking Cause of fault
Location of fault
Code
False or no recognition of the gear engaged in the engine control unit (->No damping of the kick generated during a change in the load)
Clutch pedal actuated slightly
P0704
Clutch switch setting false or a faulty switch
P0704
Check clutch switch (P)
Faulty CAN connection between the ABS control unit and the engine control unit
P1637 P1638 P1642 P1656
Check CAN connection (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Speed signal is missing or false
P0500
Check speed signal (P)
86
Corrective action
PCR 2 DV 4 TD / FORD
1/2002
2.18 Vehicle accelerates strongly while coasting after release of the brake Cause of fault
Location of fault
Code
Corrective action
No brake recognition in the engine control unit (-> faulty coasting governor)
Faulty CAN connection between the ABS control unit and the engine control unit
P1637 P1638 P1642 P1656
Check CAN connection (P)
Faulty brake switch in the ABS system
P0703
Check ABS (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
PCR 2 DV 4 TD / FORD
1/2002
87
2.19 Engine smokes while driving steep sloves Cause of fault
Location of fault
Code
Corrective action
Air pressure signal too high
Faulty air pressure sensor
(P0105) P0107 P0108
Check air pressure sensor, where appropriate exchange the engine control unit (see Chapter 4.5)
Air temperature signal too low
Faulty air temperature sensor
(P0110) P0112 P0113
Check air-mass flow sensor (P)
88
PCR 2 DV 4 TD / FORD
1/2002
2.20 Engine smokes at start Cause of fault
Location of fault
Code
Corrective action
Pressure within the rail too high as well as a too high injection amount during the start
Coolant temperature signal too low
(P0115) P0116 P0117 P0118
Check coolant temperature sensor (P); Check high pressure system (see Chapter 4.3)
Fuel temperature signal too low
(P0180) P0181 P0182 P0183
Check fuel temperature sensor (P); Check high pressure system (see Chapter 4.3)
PCR 2 DV 4 TD / FORD
1/2002
89
2.21 Engine produces smoke / blue smoke Cause of fault
Location of fault
Code
Corrective action
Engine oil level too high
Injectors jammed open
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Dripping injector jets
Faulty injectors
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Too little air being drawn in
Air filter blocked or induction line bent
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Leakage in induction lines after turbo-charger
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Faulty turbo-charger
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check boost pressure (P)
Signal from the air-mass flow sensor too high (-> higher exhaust-gas return rate)
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P)
90
Check air induction system (P)
PCR 2 DV 4 TD / FORD
1/2002
Cause of fault
Location of fault
Code
Corrective action
Too little air being drawn in
exhaust-gas return flow valve open / stiff
(P0100) P0102 P0401 (P0403) P0403 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check exhaust-gas return flow system (P)
Pressure within the rail too high (Thereby a large exhaust-gas return flow rate)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Check high pressure system (see Chapter 4.3)
Faulty High pressure pump
P0001 P0087
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty Engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
PCR 2 DV 4 TD / FORD
1/2002
91
2.22 Engine produces white smoke Cause of fault
Location of fault
Code
Corrective action
Faulty glow plug unit
One or more glow plugs defective
Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check glow plug unit (P)
Glow plug relay defective
P0380 P0684 (P1353) Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Glow plug control lamp defective
Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Frequent cold starts without warm-up phase
unburned fuel in the exhaust system
No fault code entry
Faulty injection
Injector jammed open
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
92
Check injectors (see Chapter 4.4)
PCR 2 DV 4 TD / FORD
1/2002
2.23 High fuel consumption Cause of fault
Location of fault
Code
Corrective action
Fuel leakage
Leakage in the high / low pressure system
P0001 P0087
Check high pressure system (see Chapter 4.3); Check low pressure system (see Chapter 4.2)
Pressure within the rail too high
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Check high pressure system (see Chapter 4.3)
Faulty High pressure pump
P0001 P0087
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Coolant temperature signal false
(P0115) P0116 P0117 P0118
Check coolant temperature sensor (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Faulty injectors
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Injected amount too high
PCR 2 DV 4 TD / FORD
1/2002
93
Cause of fault
Location of fault
Code
Corrective action
Faulty accelerator pedal signal
Faulty accelerator pedal position
No fault code entry
Faulty accelerator pedal sensor
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Check accelerator pedal sensor (P)
Faulty cable harness
(P0220) P0652 P0653 P2122 P2123 P2127 P2128 P2138
Faulty injectors / jets
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
poor mixture preparation
94
Check injectors (see Chapter 4.4)
PCR 2 DV 4 TD / FORD
1/2002
2.24 Engine knocks Cause of fault
Location of fault
Code
Corrective action
Pressure within the rail too high
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Check high pressure system (see Chapter 4.3)
Faulty High pressure pump
P0001 P0087
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Permanent pre-heat
Faulty glow plug unit
P0380 P0684 (P1353)
Check glow plug unit (P)
Poor mixture preparation
Faulty injectors / nozzle
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter 4.4)
PCR 2 DV 4 TD / FORD
1/2002
95
2.25 Engine gets too hot Cause of fault
Location of fault
Code
Corrective action
Poor or no cooling
Faulty fan
No fault code entry
Check cool system
Coolant temperature signal false
(P0115) P0116 P0117 P0118
Check coolant temperature sensor (P)
Faulty cable harness
P0480 P0481
Check electric cable connections (P)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
96
PCR 2 DV 4 TD / FORD
1/2002
2.26 Engine does not fulfil the requirements of the AU Cause of fault
Location of fault
Code
Corrective action
Pressure within the rail too high (Thereby a high exhaust-gas return flow rate)
Faulty PCV / VCV
P0001 P0002 P0003 P0087 P0090 P0092 (P1175) (P1206)
Check high pressure system (see Chapter 4.3)
Faulty high pressure pump
P0001 P0087
High pressure signal false
P0089 (P0190) P0191 P0192 P0193
Check high pressure sensor (see Chapter 4.3.3); Check high pressure system (see Chapter 4.3)
Faulty engine control unit
No fault code entry
Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)
Air filter blocked or induction line bent
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check air induction system (P)
Leakage in induction lines after turbo-charger
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Faulty turbo-charger
(P0100) P0102 P0401 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Too little air being drawn in
PCR 2 DV 4 TD / FORD
1/2002
Check boost pressure (P)
97
Cause of fault
Location of fault
Code
Corrective action
Too little air being drawn in
Signal from the air-mass flow sensor too high (-> higher exhaust-gas return rate)
(P0100) P0103 P0402 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Test air-mass flow sensor (P); Check exhaust-gas return flow system (P)
exhaust-gas return flow valve open / stiff
(P0100) P0102 P0401 (P0403) P0403 Sequential error: P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check exhaust-gas return flow system (P)
Faulty injectors / jets
P0263 Cyl. 1 P0266 Cyl. 4 P0269 Cyl. 2 P0272 Cyl. 3
Check injectors (see Chapter Sequential error 4.4)
Poor mixture preparation
98
PCR 2 DV 4 TD / FORD
1/2002
3. Fault code listing generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P0100
P0102
Air-mass flow sensor signal falls below a specific threshold Possible fault • Short circuit to - or line interruption • Leakage in induction line before turbo-charger • Faulty exhaust-gas return flow system • Faulty air-mass flow sensor system
AGR function deactivated: Control system AGR throttle = 6%. Measured value = Nominal value without AGR Default value = f (engine speed, load)
When the tolerance values are reached once more
P0100
P0103
Air-mass flow sensor signal exceeds a specific threshold Possible fault • Short circuit to + • Leakage in induction line after turbo-charger • Faulty air-mass flow sensor system
AGR function deactivated: Control system AGR throttle = 6%. Measured value = Nominal value without AGR Default value = f (engine speed, load)
When the tolerance values are reached once more
P0105
P0107
Air pressure signal falls below a specific threshold Short circuit internally in the engine control unit to - or line interruption. Exchange engine control unit
Default value = 900 mbar.
When the tolerance values are reached once more
P0105
P0108
Air pressure signal exceeds a specific threshold Short circuit internally in the engine control unit to +. Exchange engine control unit
Default value = 900 mbar.
When the tolerance values are reached once more
P0110
P0112
Inducted air temperature falls below a specific threshold. Possible fault • Line interruption • Short circuit to + • Faulty inducted air temperature sensor
Default value = 40 °C.
When the tolerance values are reached once more
P0110
P0113
Inducted air temperature exceeds a specific threshold. Possible fault • Short circuit to • Faulty inducted air temperature sensor
Default value = 40 °C.
When the tolerance values are reached once more
PCR 2 DV 4 TD / FORD
1/2002
99
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P0115
P0116
Coolant temperature change too great or sensor signal does not change or is too slow. Check electrical cables and connections for defects or looseness, as well as for changes in the resistance of the sensor.
Intermittent AGR. Control valve AGR = 6%. Nominal value = measured value. Switch off air-conditioning compressor. Engine fan at maximum speed. Warn lamp coolant temperature. Substitute coolant temperature > 90 °C = measured value otherwise = fuel temperature + increase of approx. 0.5°C/sec. till 90°C is reached otherwise = fuel temperature + increase of approx. 0.5°C/sec. till 90°C is reached By an error in the fuel temperature start by 10°C.
Ignition turned off When the tolerance values are reached once more
P0115
P0117
Coolant temperature falls below a specific threshold. Possible fault • Line interruption • Short circuit to + • Faulty coolant temperature sensor
Intermittent AGR. Control valve AGR = 6%. Nominal value = measured value. Switch off air-conditioning compressor. Engine fan at maximum speed. Warn lamp coolant temperature. Substitute coolant temperature > 90 °C = measured value otherwise = fuel temperature + increase of approx. 0.5°C/sec. till 90°C is reached By an error in the fuel temperature start by 10°C.
When the tolerance values are reached once more
P0115
P0118
Coolant temperature exceeds a specific threshold. Possible fault • Short circuit to • Faulty coolant temperature sensor
Intermittent AGR. Control valve AGR = 6%. Nominal value = measured value. Switch off air-conditioning compressor. Engine fan at maximum speed. Warn lamp coolant temperature. Substitute coolant temperature > 90 °C = measured value otherwise = fuel temperature + increase of approx. 0.5°C/sec. till 90°C is reached By an error in the fuel temperature start by 10°C.
When the tolerance values are reached once more
P0180
P0181
Fuel temperature change too great. Check electrical cables and connections for defects or looseness.
Default value = 90 °C.
When the tolerance values are reached once more
100
PCR 2 DV 4 TD / FORD
1/2002
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P0180
P0182
Fuel temperature falls below a specific threshold Possible fault • Line interruption • Short circuit to + • Faulty fuel temperature sensor
Default value = 90 °C.
When the tolerance values are reached once more
P0180
P0183
Fuel temperature exceeds a specific threshold Possible fault • Short circuit to • Faulty fuel temperature sensor
Default value = 90 °C.
When the tolerance values are reached once more
P0190
P0191
Difference between current pressure and previous pressure is below a defined level. • Rail pressure change too great, • Rail pressure peaks or • Sensor voltage when the engine is stopped and the ignition is turned on is too high. Check electrical cables and connections for defects or looseness and measure transition resistance, as well as test the high pressure sensor and, where necessary, the high pressure system.
Control system PCV. Adaption VCV deactivated. 350 bar < nominal rail pressure Function diagnosis rail pressure control blocked. Default value = f (engine speed, amount)
Regeneration of the performance in ramp form after clearing the error
P0190
P0192
Voltage of the high pressure sensor exceeds a specific threshold. Possible fault • Short circuit to + • Line interruption • Faulty high pressure sensor
Control system PCV. Adaption VCV deactivated. 350 bar < nominal rail pressure < 800 bar. Function diagnosis rail pressure control blocked. Default value = f (engine speed, amount)
Regeneration of the performance in ramp form after clearing the error
P0190
P0193
Voltage of the high pressure sensor falls below a specific threshold. Possible fault • Short circuit to • Faulty high pressure sensor
Control system PCV. Adaption VCV deactivated. 350 bar < nominal rail pressure < 800 bar. Function diagnosis rail pressure control blocked. Default value = f (engine speed, amount)
Regeneration of the performance in ramp form after clearing the error
PCR 2 DV 4 TD / FORD
1/2002
101
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P0215
P0215
Cable connection to the main relay faulty. • Short circuit to + • Short circuit to - or line interruption Several sequential errors can occure.
System reaction: Engine stop.
P0220
P2122
Accelerator pedal signal from channel 1 falls below a specific threshold. Check electrical cable connection, power supply and accelerator pedal sensor
Speed control unit in stand by. Consideration taken of other channel: • Channel 2 > 0% => Emergency running (Driver’s wish = 0%) till accelerator pedal is no longer actuated, then quantity limiting. • Channel 2 = 0% => quantity limiting.
Ignition turned off
P0220
P2123
Accelerator pedal signal from channel 1 exceeds a specific threshold. Check electrical cable connection, power supply and accelerator pedal sensor
Speed limitation unit in stand by. Other channel as reference.
Ignition turned off
• Switch signal from the brake switch and brake test switch are not plausible (by vehicles with ESP or Tempomat) • Error reading by simultaneous actuation of the accelerator pedal and brake pedal
Increase of the engine idle speed in ramp form till the emergency running speed is reached. Speed control unit in stand by. Substitute value pedal value =0%.
Brake pedal in passive position or faulty brake pedal, or a change in the pedal values
P0220
P2127
Accelerator pedal signal from channel 2 falls below a specific threshold. Check electrical cable connection, power supply and accelerator pedal sensor
Speed control unit in stand by. Consideration taken of other channel: • Channel 1 > 0% => Emergency running (Driver’s wish = 0%) till accelerator pedal is no longer actuated, then quantity limiting. • Channel 1 = 0% => quantity limiting.
Ignition turned off
P0220
P2128
Accelerator pedal signal from channel 2 exceeds a specific threshold. Check electrical cable connection, power supply and accelerator pedal sensor
Speed control unit in stand by. Other channel as reference.
Ignition turned off
102
PCR 2 DV 4 TD / FORD
1/2002
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P0220
P2138
• Relationship of channel 1 and 2 of the accelerator pedal signal faulty or • Accelerator pedal signal of one channel changes itself without making a change to the other channel Check electrical cable connections, power supply and accelerator pedal sensor.
Speed control unit in stand by. Pedal value = minimum of both channels. If both channels wrong, then idle speed = 1200 rpm and pedal value = 0.
If a channel is plausible and the ignition is turned off.
P0263
P0263
Cylinder balancing factor of cylinder 1 exceeds or falls short of a specific threshold.
From 1500 rpm the correction is cut back completely
P0266
P0266
Cylinder balancing factor of cylinder 4 exceeds or falls short of a specific threshold.
From 1500 rpm the correction is cut back completely
P0269
P0269
Cylinder balancing factor of cylinder 2 exceeds or falls short of a specific threshold.
From 1500 rpm the correction is cut back completely
P0272
P0272
Cylinder balancing factor of cylinder 3 exceeds or falls short of a specific threshold.
From 1500 rpm the correction is cut back completely
P0335
P0336
Crankshaft signal is not plausible
1. Interruption of injection. 2. Re-synchronisation (by failure: Engine stop). 3. Injection.
P0335
P0337
• Electrical cable connection to crankshaft sensor disrupted • Crankshaft signal missing
1. Interruption of injection. 2. Re-synchronisation (by failure: Engine stop). 3. Injection.
P0340
P0341
Camshaft signal may be found outside of a specific range. Check sensor position and where necessary the timing.
Invalid signal prior to synchronisation: Starting the engine is impossible.
Ignition turned off
P0340
P0342
Camshaft signal missing
Invalid signal prior to synchronisation: Starting the engine is impossible.
Ignition turned off
P0401
P0401
Exhaust gas return flow control at the lower end position/limit stop. Possible fault • Faulty air-mass flow sensor signal • Faulty exhaust-gas return flow system (Exhaust gas return flow rate too high) • Faulty air induction system
AGR function deactivated: Control system AGR = 6%. Substitute nominal value = measure air quantity.
By the next start
PCR 2 DV 4 TD / FORD
1/2002
103
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P0402
P0402
Exhaust gas return flow control at the upper end position/limit stop. Possible fault • Faulty air-mass flow sensor signal • Faulty exhaust-gas return flow system (Exhaust gas return flow rate too low) • Faulty air induction system
AGR function deactivated: Control system AGR = 6%. Substitute nominal value = measured air quantity.
By the next start
P0403
P0403
• Cable interruption to the pressure control valve for the control of the exhaust gas return flow valve. • Short circuit to - in the cable connection to the pressure control valve for the control of the exhaust gas return flow valve. • Short circuit to + in the cable connection to the pressure control valve for the control of the exhaust gas return flow valve.
AGR function deactivated: Control system AGR = 6%. Substitute nominal value = measured air quantity.
By the next start
P0480
P0480
Faulty cable connection to fan 1. • Short circuit to + • Short circuit to - or cable interruption
Switch off air-conditioning compressor (if coolant temperature =115°C). Activate Engine fan to maximum speed. Warn light for coolant temperature (if coolant temperature = 118°C).
After clearing the error.
P0481
P0481
Faulty cable connection to fan 2. • Short circuit to + • Short circuit to - or cable interruption
Switch off air-conditioning compressor (if coolant temperature =115°C). Activate Engine fan to maximum speed. Warn light for coolant temperature (if coolant temperature = 118°C).
After clearing the error.
P0500
P0500
Fault in the speed signal via CAN
Gradient limitation pedal value. Speed control unit in stand by. Drive behaviour functions from default value 6. gear. Speed default value = last confirmed value.
When the tolerance values are reached once more
104
PCR 2 DV 4 TD / FORD
1/2002
generic DTC
specific DTC
Type of fault
P0560
P0562
Battery too low
P0560
P0563
Battery voltage too high
P0571
P0703
• Brake light not plausible (Check ABS) • Brake test signal not plausible, by vehicles with ESP or cruise control (check brake test switch) • Brake light signal with brake test signal not plausible, by vehicles with ESP or cruise control (check ABS or brake test switch).
P0606
P0601
Internal self test error in the engine control unit. Exchange engine control unit • CRC ECU software error • CRC calibration data error • NVMY storage error
P0606
P0603
Internal error in the engine control unit. Exchange engine control unit • Check sum error in the EEPROM storage
P0606
P0604
Internal error in the engine control unit. Exchange engine control unit • Internal RAM storage error
P0606
P0605
Internal error in the engine control unit. Exchange engine control unit • CRC Boot software error
P0606
P0606
Exchange engine control unit • On chip X RAM failure or • Injector power stage error
Switch off AGR function. System reaction: Engine stop. Energy DC/DC converter deactivated
P0606
P1657
Exchange engine control unit • CAN RAM failure
Switch off AGR function. System reaction: Engine stop. Energy DC/DC converter deactivated
PCR 2 DV 4 TD / FORD
1/2002
Emergency running strategy Default values
Reset conditions of the emergency running
Engine speed control unit deactivated
105
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P0608
P0608
5V electrical supply for high pressure sensor, camshaft sensor and pressure sensor for the airconditioning • falls below or • exceeds Exchange engine control unit Notice: Fault entry can also occur by a faulty line connection
Control system PCV. Adaption VCV deactivated. 350 bar < Nominal rail pressure < 800 bar. Function diagnosis of rail pressure control blocked. Default value = f (engine speed, amount).
Regeneration of the performance in ramp form after clearing the error
P0609
P0609
5V voltage supply for accelerator pedal sensor • falls below or • exceeds Exchange engine control unit Notice: Fault entry can also occur by a faulty line connection
Nominal idle speed = 1200 rpm. Pedal value = 0%.
Re-adoption of driver’s wishes in ramp form after clearing the fault
P0610
P0610
VID blocks not recognised
Use preset values
At the next start, after reset of the engine control.
P0610
P1639
Check sum of the VID block not correct
Use preset values
At the next start, after reset of the engine control.
P0615
P0615
Short circuit to + in the line connection to the start relay
no start
P0645
P0645
• Short circuit to - or cable break in the cable connection to the pressure sensor for the air-conditioning • Short circuit to + in the cable connection to the pressure sensor for the air-conditioning.
Switch off air-conditioning compressor. Default value = 97,25KPa.
When the tolerance values are reached once more
P0654
P0654
Engine Run - Signal • Short circuit to • Short circuit to + or • line interruption.
P0704
P0704
Signal from the clutch switch is not plausible. Check clutch switch, adjustment as well as cable connection.
Speed control unit in stand by. Default signal: engaged.
By next positive test after a renewed start
P0812
P0812
Signal for reverse gear not plausible
no start
At the next ignition.
106
PCR 2 DV 4 TD / FORD
1/2002
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P1113
P0087
Nominal rail pressure was not reached. Rail pressure governor is at upper end position/limit stop. Check high/low pressure system or, where necessary, injectors
Control system PCV. Adaption VCV deactivated. 350 bar < Nominal rail pressure < 800 bar.
When the tolerance values are reached once more
P1113
P0088
Nominal rail pressure was not reached. Rail pressure governor is at lower end position/limit stop. Check high/low pressure system or, where necessary, injectors
Control system PCV. Adaption VCV deactivated. 350 bar < Nominal rail pressure < 800 bar.
When the tolerance values are reached once more
P1113
P0089
Oscillating pressure regulator. Dynamic test.
P1169
P0606
Voltage of the power stage for the injectors in the engine control unit • too low or • too high. Exchange engine control unit
P1175
P0002
Cable interruption to the VCV
System reaction: Engine stop. Control system VCV = 6,7%. Adaption VCV deactivated. Control system PCV.
Regeneration of the performance in ramp form after clearing the error
Current consumption of the VCV too high. Run a check on the electronics of the VCV (possible short circuited coil).
System reaction: Engine stop. Current limitation VCV.
P1175
P0003
Short circuit to - in the cable connection to VCV.
Control system VCV = 6,7%. Adaption VCV deactivated. Control system PCV.
Regeneration of the performance in ramp form after clearing the error
P1175
P0004
Short circuit to + in the cable connection to VCV.
System reaction: Engine stop. Control system VCV = 6,7%. Adaption VCV deactivated. Control system PCV.
Regeneration of the performance in ramp form after clearing the error
P1192
P1563
• Engine shut down via the pump faulty. • Faulty engine shut down via the injectors
System reaction: Engine stop. Decrease in the rail pressure. Power stage will be turned off.
PCR 2 DV 4 TD / FORD
1/2002
107
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
P1197
P0606
Power stage fault or injector fault or wiring fault. Carry out corresponding test procedure.
System reaction: engine stop possible. Energy DC/DC converter deactivated pre and after injection deactivated.
P1198
P0001
VCV adaption exceeds a particular threshold. Leakage amount of the injectors too high. Check injectors and high pressure system.
System reaction: Engine stop possible.
When the tolerance values are reached once more
P1206
P0090
• Electric short to - in the cable connection to PCV. • Electric short to + in the cable connection to PCV. • Cable break to the PCV
Control system PCV = 12,8%. Control system VCV. Adaption VCV deactivated. 400 bar < nominal rail pressure < 1400 bar.
Regeneration of the performance in ramp form after clearing the error
P1206
P0097
Current consumption of the PCV too high. Check the PCV electrically (possible short circuited coil).
System reaction: Engine stop. Current limitation PCV.
Regeneration of the performance in ramp form after clearing the error
P1244
P1244
Voltage of the light engine too high.
ALT-COM = 38%
When the tolerance values are reached once more.
P1244
P1245
Voltage of the light engine too low.
ALT-COM = 38%
When the tolerance values are reached once more.
P1353
P0380
• Short circuit to + in the electrical cable connection to the glow plug relay. • Line interruption or short circuit to - in the electrical cable connection to the glow plug relay.
P1353
P0684
• Glow plug relay will be triggered, however does not switch • Glow plug relay will not be triggered, however switches anyway. Check glow plug unit.
P1354
P0201
Faulty injector cylinder 1 • Faulty boost or discharge operation or • Faulty injector voltage Check injectors and pipe connections
Defective injector will be switched off. Energy regulator DC/DC converter deactivated. Cylinder balancing deactivated.
Upon the next start after a positive test over a minimum injection duration
108
Reset conditions of the emergency running
PCR 2 DV 4 TD / FORD
1/2002
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P1355
P0204
Faulty injector cylinder 4 • Faulty boost or discharge operation or • Faulty injector voltage Check injectors and pipe connections
Defective injector will be switched off. Energy regulator DC/DC converter deactivated. Cylinder balancing deactivated.
Upon the next start after a positive test over a minimum injection duration
P1356
P0202
Faulty injector cylinder 3 • Faulty boost or discharge operation or • Faulty injector voltage Check injectors and pipe connections
Defective injector will be switched off. Energy regulator DC/DC converter deactivated. Cylinder balancing deactivated.
Upon the next start after a positive test over a minimum injection duration
P1357
P0203
Faulty injector cylinder 3 • Faulty boost or discharge operation or • Faulty injector voltage Check injectors and pipe connections
Defective injector will be switched off. Energy regulator DC/DC converter deactivated. Cylinder balancing deactivated.
Upon the next start after a positive test over a minimum injection duration
P1403
B2863
Cable connection to additional heater 1 faulty • Short circuit to - or line interruption
P1403
B2864
Cable connection to additional heater 1 faulty • Short circuit to +
P1404
B2865
Cable connection to additional heater 2 faulty • Short circuit to - or line interruption
P1404
B2866
Cable connection to additional heater 2 faulty • Short circuit to +
P1586
P1586
Faulty CAN connection between the engine control unit and the ETCU. Check the CAN connection.
P1601
P0685
Cable connection to power relay (main relay) faulty. • Short circuit to +
System reaction: Engine stop.
P1601
P1601
Cable connection to power relay (main relay) faulty. • Short circuit to - or line interruption
System reaction: Engine stop.
PCR 2 DV 4 TD / FORD
1/2002
109
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
P1621
P0321
Internal monitoring error in the engine control unit. • Speed Exchange engine control unit
Reaction fault specific: System reaction Engine stop. Rail pressure decrease. Power stage switched off. Engine speed limitation set to 2000 rpm Moment intervention ESP deactivated. ECU-Reset. Engine speed control unit deactivated
Ignition turned off
P1621
P0606
Internal monitoring error in the engine control unit. • Fuel cut off • Torque • Micro unit • Temporary micro unit • MSR intervention • Cruise intervention Exchange engine control unit
Reaction fault specific: System reaction Engine stop. Rail pressure decrease. Power stage switched off. Engine speed limitation set to 2000 rpm Moment intervention ESP deactivated. ECU-Reset. Engine speed control unit deactivated
Ignition turned off
P1621
P0607
Internal monitoring error in the engine control unit. • Conversion Exchange engine control unit
Reaction fault specific: System reaction Engine stop. Rail pressure decrease. Power stage switched off. Engine speed limitation set to 2000 rpm Moment intervention ESP deactivated. ECU-Reset. Engine speed control unit deactivated
Ignition turned off
P1627
P0606
Internal monitoring error in the engine control unit. Accelerator pedal monitoring not plausible. Exchange engine control unit
Engine speed limitation set to 2000 rpm.
Ignition turned off
P1632
P1632
Line connection to the light engine faulty • short circuit to + • short circuit to - or • line interruption
P1641
P0606
Power stage fault or injector fault or wiring fault. Carry out corresponding test procedure. Possibly exchange engine control unit.
110
System reaction: No engine start possible. Energy DC/DC converter deactivated
PCR 2 DV 4 TD / FORD
1/2002
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
U1000
P1656
Engine control unit can not transmit via CAN Check CAN connection
Engine speed control unit deactivated No instant intervention of the engine speed control unit and ESP
U1003
U1642
Faulty CAN connection. Check CAN connection
Engine speed control unit deactivated No instant intervention of the engine speed control unit and ESP Default value CAN.
U1109
P1586
Faulty CAN connection between the engine control unit and the ABS control unit. Check CAN connection.
U1113
P1637
Faulty CAN connection between the engine control unit and the ETCU control unit. Check CAN connection.
Engine speed control unit deactivated No instant intervention of the engine speed control unit and ESP Default value CAN.
U1118
P1638
Engine control unit cannot receive via CAN Check CAN connection or Faulty CAN connection between the engine control unit and the air conditioning control unit. Check CAN connection.
Engine speed control unit deactivated No instant intervention of the engine speed control unit and ESP Default value CAN.
U2510
U2139
PATS Identification codes not corresponding
no start
At the next ignition
U2510
U2510
PATS Problems with data transfer
no start
At the next ignition
PCR 2 DV 4 TD / FORD
1/2002
Reset conditions of the emergency running
111
generic DTC
specific DTC
Type of fault
Emergency running strategy Default values
Reset conditions of the emergency running
B1213
B1213
Number of programmed keys too small
no start
At the next ignition
B1213
B1602
PATS Invalid data transmitted to engine control
no start
At the next ignition
B1241
B1241
PATS Identification code of the engine control unit not transmitted
no start
At the next ignition
B1600
B1600
PATS Key sends no code
no start
At the next ignition
B1600
B1681
PATS Engine control unit receives no code
no start
At the next ignition
B1600
B2413
PATS Programming of the code is faulty
no start
At the next ignition
B1601
B1601
Key code not correctt
no start
At the next ignition
B1601
B2103
PATS Antenna at the ignition lock not connected.
no start
At the next ignition
112
PCR 2 DV 4 TD / FORD
1/2002
4. Test instructions 4.1 Directives for working on diesel fuel systems 4.1.1 Recommendations • no work to be carried out on the high pressure fuel system when the engine is running
Important The use of material with additives, such as fuel line cleaners/metal coating, is not authorised.
• no work is to be carried out for at least 30 seconds after the engine has been turned off.
4.1.2 Work safety instructions
Remark
a) Introduction:
The waiting time is necessary so that the pressure within the high pressure fuel system has a chance to drop down to the ambient pressure.
The relevant rules and directives apply for all work being performed on the injection system: • of the responsible health authorities • of the accident prevention
Running engine: • always stay outside the range of a possible jet of fuel, since this can cause serious injuries
• of the environment protection
• Do not position hands in the region of a suspected leak in the high pressure fuel system
The work must be carried out by skilled professional craftsmen who are familiar with the safety regulations and who take special measures to ensure that these are followed.
• Do not disconnect connectors on the injectors and the engine control unit (ECU), since this could cause damage to the engine c) Work area:
b) Safety instructions: In consideration of the extremely high pressure (1500 bar) which can prevail in the fuel system, the following instructions are to be observed:
The working area must be clean (floor,...) and unobstructed; parts which are in for repair must be stored in a dust free environment.
• absolute prohibition on smoking in the immediate vicinity of the high pressure system whilst working on it • no work to be carried out in the immediate vicinity of open flames or sparks
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113
d) Preparatory work: It may be necessary that preparatory work on a system could include the cleaning of sensitive equipment (see appropriate instructions). Component parts of the sensitive equipment are: • High pressure fuel pump • Injection distribution pipe (Rail*) • High pressure fuel lines* • Injectors
Important • Rules of cleanliness: The workers must wear clean clothing. • Directly after dismantling all connections of the high pressure system the openings are to be closed by means of stoppers/plugs, to avoid any pollutants penetrating into the high pressure system. • Safety torques: Always observe tightening torques for the high pressure system (Lines, Injector flanges, Rail), utilise a torque wrench that is controlled regularly.
*The Rail and the High pressure pipes are not included in the scope of delivery.
114
PCR 2 DV 4 TD / FORD
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4.1.3 Information concerning the exchange of parts and the work steps The following parts are not to be removed from the high pressure pump (5): • Pressure control valve PCV (1) • Volumetric control valve VCV (3) • High pressure outlet connection (4) • Hollow screw of the banjo ended nipple for the pump inlet (6) • Hollow screw of the banjo ended nipple for the pump return flow (2)
Important If a part of the pump is damaged, then the whole pump must be sent back to SiemensVDO for further investigations.
Do not take the injector (9) apart: • Do not detach the high pressure connection (8) • Do not release nut (7)
Important A malfunctioning injector must be sent back to SiemensVDO for further investigations. No cleaning agents or liquids must penetrate into the electrical connection. For this reason a suitable preventive measure (fitting of a protection plug) should take place during the cleaning.
Remark In the case where an injector is to be re-used, the nozzle shank must be freed from all loose contamination with a soft cloth (if necessary. with the aid of brake cleaner). In order to avoid contamination penetrating from the outside into the nozzle holes, the nozzle cone must not be cleaned mechanically (e.g. wiping off with a cloth, or use of a wire brush).
PCR 2 DV 4 TD / FORD
1/2002
115
Do not detach the high pressure sensor (10) from the rail*:
Important If the high pressure sensor is damaged, then the whole assembly must be sent back to the manufacturer of the railmodule for further investigations.
Do not open the engine control unit (11):
Important A malfunctioning ECU must be sent back to SiemensVDO for further investigations. It is prohibited to open the ECU.
4.1.4 Precondition for the test • Battery has sufficient capacity • Fuses are all in order • All mechanical parts of the engine except the injection system are well • The exactness of the test equipment being utilised has been taken into consideration
116
Remark During the test it is possible that error codes could be entered in the system additionally to those originally stored in the error storage. The error storage is to be cleared after a repair has been successfully completed.
PCR 2 DV 4 TD / FORD
1/2002
4.2 Check low pressure system 4.2.1 Check internal fuel transfer system Symptom: Large sized air bubbles or no fuel (small bubbles are allowed) in the transparent supply line to the DCP can be observed. Engine does not start.
Possible error code entries
Possible sequential errors
P1113
P0191
Prerequisite:
P1198
• Read out error codes and carry out the appropriate checks. Test steps: • Bleed the internal fuel transfer system with the hand pump. • When too little or no fuel can be pumped with the hand pump, then check the following components: - Check contents of the tank (petrol instead of diesel, contaminated fuel) - Check supply and return lines for leakage, damage, as well as for a proper installation of the lines. - Check fuel filter for dirt accumulation - Dismantle helical filter pot and check for tightness (acc. to PSA specifications). Check strainer in helical filter pot for blockage.
Important The fuel line between the fuel filter and the diesel common rail pump (DCP) must not be opened in the field. It is recommended that the fuel lines to the fuel filter not be opened, since otherwise the system must be evacuated of air (bled).
PCR 2 DV 4 TD / FORD
1/2002
117
4.2.2 Check Internal Transfer Pump (ITP) Symptom: Fuel is present in the transparent supply line to the DCP, however the fuel column doesn’t move during the start. Prerequisite: • Read-out error code and carry out the appropriate checks.
Possible error code entry
Possible sequential error
P1113
P0191
P1198
• Internal fuel transfer system is found to be in an orderly condition. See section "4.2.1 Check internal fuel transfer system" for information concerning this process.
Remark The fuel will be drawn in through the fuel filter from the tank by the internal transfer pump (ITP), which is integrated in the DCP. The fuel reaches the high pressure pump via the VCV for one, but also via the scavenger valve to the pump elements within the pump for lubrication purposes and from there, back to the return flow line.
Check steps: • Disconnect connector on the VCV (colour: orange) • Open fuel return line at the DCP • Start engine for a minimum of 15 sec. • Cranking engine speed 250 rpm • Measure transfer amount (VITP) at the return flow connection of the DCP • Compare transfer amount (VITP) with the minimum transfer amount (VITP,min) Minimum transfer amount VITP,min = 100 ml/min (Cranking engine speed of 250 rpm). If VITP < VITP,min, then exchange DCP.
118
PCR 2 DV 4 TD / FORD
1/2002
4.3 Check high pressure system 4.3.1 Check PCV Symptom: Rail pressure approx. 50 bar during the start phase (holding pressure PCV). Prerequisite: • Read-out error code and carry out the appropriate checks. • Complete low pressure system is found to be in an orderly condition. See section "4.2 Check low pressure system" for information concerning this process.
Possible error code entries
Possible sequential errors
P1175 P1176 P1177 P1207 P1208 P1209 P1210
P1113 P1116 P1198
• High pressure lines and high pressure connections have been checked for tightness.
Remark In the case of a faulty PCV (e.g. without power) a rail pressure of only 50 bar will be reached during the start phase. This holding pressure is set through the closing pressure of a spring in the PCV. Nominal rail pressure during the start phase: min. 150 bar
PCR 2 DV 4 TD / FORD
1/2002
119
Test steps:
Pull off PCV connector (colour: white) and measure the resistance at PCV. Nominal resistance: 1,5Ω − 15Ω
Resistance OK ?
No
Exchange DCP.
No
Check main / power relay.
Yes
Measure voltage at PCV connector (PIN 1 and ground) with ignition turned on. Nominal voltage: Battery voltage
Voltage OK ?
Yes
Measure control current during a start at the connected PCV connector. Nominal current: 0,3 – 0,4A (start phase) (see Rail pressure power diagram)
120
PCR 2 DV 4 TD / FORD
1/2002
Rail pressure-Current diagram:
Control current OK ?
Check power connection and connector to ECU
No
Carry out necessary repairs.
No
Power connection and connector to ECU OK ?
Yes
Yes
Check main / power relay.
Yes
Control current > 0 Ampere ?
No
PCV OK.
Exchange ECU.
Check HPP.
PCR 2 DV 4 TD / FORD
1/2002
121
Rail pressure [bar]
Rail pressure-Current diagram:
Current [A]
122
PCR 2 DV 4 TD / FORD
1/2002
4.3.2 Check high pressure pump (HPP) and VCV Symptom: Too little or no rail pressure during the start phase. Prerequisite: • Read-out error code and carry out appropriate checks. • Complete low pressure system is found to be in an orderly condition. See section "4.2 Check low pressure system" with respect to this process. • High pressure pipes and high pressure connections have been checked for tightness.
Possible error code entries
Possible sequential errors
P1175 P1176 P1177 P1207 P1208 P1209 P1210
P0191 P1113 P1198
• PPCV was checked. See section "4.3.1 Check PCV" for information concerning this process.
Remark Nominal rail pressure during the start phase: min. 150 bar
PCR 2 DV 4 TD / FORD
1/2002
123
Test steps:
Pull off VCV connector (colour: orange) and measure the resistance at VCV. Nominal resistance: 1,5Ω − 15Ω
Resistance OK ?
No
Exchange DCP
No
Check main / power relay
Yes
Measure voltage at VCV connector (PIN 1 and ground) with ignition turned on. Nominal voltage: Battery voltage
Voltage OK ?
Yes
Measure control current during a start at the connected VCV connector. Nominal current: 0,3 – 0,5A (start phase).
124
PCR 2 DV 4 TD / FORD
1/2002
Control current OK ?
Check power connection and connector to ECU.
No
Carry out necessary repairs
No
power connection and connector to ECU OK ?
Yes Yes
Check main / power relay.
Open high pressure pipe (to avoid a build-up of rail pressure) as well as the return connection to the DCP. Connect PCV and VCV.
Yes
Control current > 0 Ampere ?
No
Exchange ECU
- Start engine minimum 15 sec. - Start speed 250 rpm - Measure fuel quantity during the start at the connection of the return line.
PCR 2 DV 4 TD / FORD
1/2002
125
Measured fuel amount over 400 ml/min? (for min. 15 sec. start time and 250 rpm. start speed).
Yes
Exchange DCP (Scavenger valve in DCP is open or VCV is mechanically stuck in a closed condition).
No
HPP OK.
Notice: If nominal rail pressure is not reached during the start,then it is possible that the injector leakage is too high or the pressure signal is not correct.
126
PCR 2 DV 4 TD / FORD
1/2002
Flow [ml/min]
Representative flow characteristics of the VCV independence upon the pump speed (np):
Current- [A]
PCR 2 DV 4 TD / FORD
1/2002
127
128
PCR 2 DV 4 TD / FORD
1/2002
4.3.3 Check rail pressure control loop Symptom: • Rail pressure fluctuations
Possible error codeentries
Possible sequential errors
P0191 P1164 P1165 P1167 P1168 P0192 P0193 P0263 P0269 P0272 P0266 P1113 P1116 P1175 P1176 P1177 P1207 P1208 P1209 P1210
P1113 P1116 P1198
• Nominal rail pressure was not reached • Unstable idling • Loud or untypical combustion noises possible Prerequisite: • Read-out error codes and carry out appropriate checks. • Coolant temperature 80 - 90°C. • Switch off all electrical power consuming equipment. • Switch off air-conditioning unit. • At least a half full fuel tank. • Connectors and line connections have been checked. • Hydraulic lines have been checked and are tight
Remark The appropriate rail pressure will be set for every engine operating condition. The engine control unit monitors continually the momentary rail pressure through the high pressure sensor, adjusts this to the nominal value stored in the characteristics and regulates the pressure control valve PCV and the volumetric control valve VCV. A closed rail pressure control loop is thereby developed. The VCV serves the purpose of customising the delivered amount of fuel from the high pressure pump according to the needs of the engine. The power requirement of the high pressure pump will thereby be reduced.
Important If the DCP is blocked, i.e. if the pump shaft cannot be turned by hand even with the impeller mounted, or if heavy pollution (filings) in the transparent fuel return can be discerned, then the complete injection system (injectors, DCP, rail, high pressure lines and all return lines) has to be replaced.
PCR 2 DV 4 TD / FORD
1/2002
129
Test steps:
Start engine and leave to idle.
Are there large air bubbles in the transparent feed line to the DCP?
Yes
Check low pressure system.
No
Pull off VCV connector (colour: orange)
Does the engine stop running?
No
Exchange DCP (VCV remains mechanically open).
Yes
Connect VCV connector, start engine anew and leave to idle.
Notice: Prior to restarting the engine, turn off the ignition and wait approx. 20 sec. (lag time of the ECU).
Pull off PCV connector (colour: white)
130
PCR 2 DV 4 TD / FORD
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Does the engine stop running?
Exchange the DCP (PCV remains mechanically stuck in a closed condition).
No
Yes
Connect PCV connector, start engine anew and leave to idle.
Read out Cylinder balancing factor online.
Cylinder balancing error? Nominal value: 1 Authorised deviation: ±0,4
Yes
Check Injectors.
No
Read out fuel temperature and cooling water temperature online. Nominal value for fuel temPerature on idle: 20-65°C Nominal value for coolant temperature: 80 - 90°C
PCR 2 DV 4 TD / FORD
1/2002
Notice
Technical background: - Where the fuel temperature is over 100°C the maximum Rail pressure will be reduce to protect the plastic fuel lines. - Where the coolant temperature is over 100°C the maximum Rail pressure will be reduce to protect the engine.
131
Does the fuel and coolant temperatures lie within the range of the nominal values?
No
Check the relevant sensors.
Yes
Turn off the engine.
Measure the resistance at the PCV and VCV, as well as the connection lines. Nominal resistance PCV: 1,5Ω − 15Ω Nominal resistance VCV: 1,5Ω − 15Ω
Resistance OK?
No
Exchange the DCP.
Yes
Ignition ON. Connector on the high pressure sensor plugged in
1.) Measure the supply voltage at the high pressure sensor between PIN 3 and 2. Nominal supply voltage: 5V 2.) Measure the sensor voltage at the high pressure sensor between PIN 1 and 2. Nominal sensor voltage: 0,5V (see diagram: HPS voltage vs. rail pressure)
132
Attention: Do not make any resistance metering on the high pressure sensor!
PCR 2 DV 4 TD / FORD
1/2002
High pressure sensor voltage [V]
Rail pressure [bar]
Is the supply and sensor voltage OK? Yes
Start the engine and leave to idle.
No
1.) Where there is a faulty supply voltage, check the connections of the feed lines and where necessary replace the Engine control unit. 2.) Where there is a faulty sensor voltage, check the contacts of the high pressure sensor and if appropriate replace. If contacts OK. Exchange the high pressure sensor.
Measure according to the parameters listed in Table A at various engine speeds
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133
Do the measurements conform to the nominal values acc. to Table A?
Rail pressure regulator circuit OK.
Yes
No
Is perhaps a loud or untypical combustion noise recognisable?
Replace the high pressure sensor and perform the metering anew.
Do the measurements conform now to the nominal values acc. to Table A?
No
Exchange DCP
Yes
Exchange high pressure sensor
Do the measurements conform now to the nominal values acc. to Table A?
Yes
Technical background: Nominal value deviations can be caused by wear and tear, fouling or faulty sensors or actuators. These deviations can only be compensated to a certain degree by the pressure regulator. As a result, a too high, too low or oscillating rail pressure can be adopted.
Rail pressure regulating circuit OK.
134
PCR 2 DV 4 TD / FORD
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Table A Engine speed (no load) [rpm]
Rail pressure [bar]
Voltage on the high pressure sensor between PIN 1and 2 [V]
PWM signal at PCV
Current at PCV
[%]
[A]
Idle
210 - 230
0,9 - 1,1
12 - 15
0,35 - 0,45
2000
210 - 230
0,9 - 1,1
11 - 15
0,30 - 0,50
3000
250 - 400
1,0 - 1,5
14 - 20
0,40 - 0,60
4000
300 - 500
1,2 - 1,8
15 - 24
0,50 - 0,70
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1/2002
135
136
PCR 2 DV 4 TD / FORD
1/2002
4.4 Check injectors 4.4.1 High injector leakage /injectors remain open Symptom: Too little or no rail pressure during the start phase. Engine does not start. Prerequisite: • Read-out error codes and carry out appropriate checks.
Possible error codeentries
Possible sequential errors
P1113 P1116 P1198
• Complete low pressure system is found to be in an orderly condition. See section "4.2 Check low pressure system" for information concerning this process. • High pressure lines and high pressure connections have been checked for tightness. • PCV was checked. See section "4.3.1 Check PCV" for information concerning this process. • High pressure pump (HPP) and VCV was checked. See section "4.3.2 Check high pressure pump (HPP) and VCV" for information concerning this process. • Pressure sensor has been checked. See section "4.3.3 Check rail pressure control loop" for information concerning this process.
Remark Wear and tear or dirt particles in the injector can lead to the fact that tolerable return flow fuel amounts through the injector are exceeded, or that the injector remains open to the cylinder. This has the result that the amount of fuel delivered from the high pressure pump (HPP) is no longer sufficient to build up an adequate pressure in the rail. The injectors will not be triggered at a pressure which lies under 150 bar.
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Test steps:
Check the capacity and resistance at the connections of the injectors. Nominal capacity: >3,0 uF at 20°C Nominal resistance: 150 – 250kΩ (to be measured at 20°C, engine has cooled down for at least 30 min!)
Capacity and Resistance OK?
Exchange relevant injector
No
Yes
Separate return flow connections to the injectors and tightly seal open lines. Start the engine and check the return flow amount to the injector.
Is the return flow amount of the injectors, at the most, no larger than droplets during the start phase?
No
Exchange the relevant injector
Yes
Remove the glowplugs and check for dampness. Where glowplugs are moistened with fuel, this could indicate an injector which is open to the cylinder or a leaking injector.
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Are the glowplugs covered with fuel?
Yes
Exchange relevant injector.
No
- Dismantle all high pressure pipes between injector and Rail - Seal the high pressure connection tightly. Notice: Seal the Rail tightly at the sealing cone of the high pressure connection. - Pull off the connectors of the injectors - Start the engine - Observe the Rail pressure as it adjusts itself Nominal rail pressure: min. 150 bar
Was the nominal Rail pressure reached during the start?
Yes
Install the high pressure pipes from cylinders 1-4, one after the other, till the Rail pressure drops off
No
Exchange high pressure sensor.
Exchange the relevant injector
Was the nominal Rail pressure reached?
Yes
System OK
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4.4.2 Faulty injected amount Symptom: Engine idle runs rough, possibly produces white smoke.
Prerequisite: • Read-out error code and carry out appropriate checks. • Complete low pressure system is found to be in an orderly condition. See section "4.2 Check low pressure system" for information concerning this process. • High pressure lines and high pressure connections have been checked for tightness.
Possible error codeentries
Possible sequential error
P0263 P0266 P0269 P0272 P1354 P1355 P1356 P1357
• PCV was checked. See section "4.3.1 Check PCV" for information concerning this process. • High pressure pump (HPP) and VCV were checked. See section "4.3.2 Check high pressure pump (HPP) and VCV" for information concerning this process. • Engine temperature minimum 80°C. • All equipment consuming electricity are switched off. • Air-conditioning is switched off.
Remark Wear and tear or dirt particles in the injector can lead to the injected amounts passed through the injectors deviating from one another, or that the sealing of the injectors to the cylinder is no longer guaranteed. Different injection amounts between the individual cylinders lead to power variations, which causes the crankshaft to be accelerated with differing forces. The allocation of injection amounts to the individual cylinders can be compensated by the Cylinder Balancing Factor, so that a rounder running engine can be achieved.
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Test steps:
Turn off the engine.
Measure the capacity and resistance at the connections of the injectors, as well as run a check on the connection of the pipes. Nominal capacity: >3,0 uF at 20°C Nominal resistance: 150 – 250kΩ (to be measured at 20°C, engine has cooled down for at least 30 min!)
Capacities, resistance and pipe connections OK?
No
Carry out necessary repairs.
Yes
Start engine and leave to idle. Afterwards, read out online the cylinder balancing factors.
Cylinder balancing error? Nominal value: 1 Authorised deviation: ± 0,4
No
Separate the return flow connections to the injectors and tightly seal open pipes. Check the return flow amount to the injector whilst the engine is idling.
Yes
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Determine relevant injector and replace with an injector without a deviation.
Does the return flow amount of the injectors lie, at the most, in the region of droplets during the start
No
Does the cylinder balancing deviation follow the injector?
Yes
Exchange the relevant injector.
Yes
Injectors OK.
No
Check the line connections and where necessary the engine compression. If apprpriate replace the Engine control unit.
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4.5 Check engine control unit (ECU) In the case where the following code entries have been made the engine control unit shall be exchanged:
Error code
Cause
P0107
Atmospheric pressure sensor faulty - or open line
P0108
Atmospheric pressure sensor faulty. Short circuit after +.
P0601
Internal self test error in the engine control unit.
P0603
EEPROM check sum error
P0604
Internal RAM error
P0605
CRC Boot-Software fault
P0606
Internal hardware fault in the engine control unit - On chip X RAM error or CAN RAM error - SPI communication fault - Power stage error
P0608
5V power supply for high pressure sensor, camshaft sensor and pressure sensor for air-conditioning unit too high or too low. Notice: Faulty entries can also occur by faulty cable connections.
P0609
5V power supply for accelerator pedal sensor too high or too low. Notice: Faulty entries can also occur by faulty cable connections.
P1169
Voltage of the power stage too high or too low.
P1621
Processor monitoring Fault
P1627
Internal monitoring fault in the engine control unit. Accelerator pedal monitoring not plausible.
P1641
Injector power stage fault in the engine control unit
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5. Diagnosis tools In addition to the transfer of error codes, the system also supports the application of a diagnosis device with the following functions:
specific freeze frame 2: • Measured fuel temperature • Rail pressure
• Freeze frames
• Rail pressure setpoint
• Actuator tests
• PCV
5.1 Freeze Frames
• VCV • ECU / CAN input status
In the case of every fault which will be diagnosed, system data will be stored which can then be read-out with the diagnosis device. The following values will be stored with every fault (common freeze frame): • Engine speed
specific freeze frame 3: • PWM cool air control • Status flags for AC • Pressure AC • Supply voltage
• Complete injected fuel amount • Measured coolant temperature
specific freeze frame 4: • Air mass
• Vehicle speed
• Air mass filtered
• Battery voltage • Engine operating condition • Running period ECU
• Ambient pressure • PWM EGR valve • Measured intake air temperature
Furthermore, one of the following data packets will be stored, depending upon the type of fault:
• Battery voltage • ECU / CAN input status
specific freeze frame 0: • Accelerator pedal position 1 and 2
specific freeze frame 5: • Cylinder balancing factors
• ECU/CAN Status • Driver requested torque
• Duration of pre- and main-injection
• ESP-Status • Ignition voltage specific freeze frame 1: • Supply voltage 1 and 2 • CPU load • Power stage voltage • Ignition voltage
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specific freeze frame 6: • Error code Monitoring unit • Error code Controller • Voltage 2 of MC and MU • Engine speed in MU • Status ECU specific freeze frame 7: • Accelerator pedal position 1 and 2 • Engine speed in MU • Status ECU • Status "disabled injectors"
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5.2 Actuator tests through diagnosis tool With the help of a diagnosis tool it is possible in the workshop to trigger several actuators to check them for their operativeness. Prerequisite: • Engine not running • Ignition turned on • ECU cleared 5.2.1 Test PCV
T
3 cycles (T) 36% (max.) / 1,0 sec. (t1) 16% (min.) / 1,0 sec. (t2) Remark Alternating buzzing can be heard during the test.
5.2.2 Test VCV (see diagram above) 3 cycles (T) 30% (max.) / 1,0 sec. (t1) 20% (min.) / 1,0 sec. (t2) Remark Alternating vibration can be felt during the test.
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5.2.3 Test EGR valve (see diagram above) 1 cycle (T) 80% (max.) / 3,0 sec. (t1) 40% (min.) / 1,0 sec. (t2) 5.2.4 Glow plug relay (see diagram above) 1 cycle (T) 3,0 sec. (t1) on / 0,1 sec. (t2) off 5.2.5 Test Coolant pre-heating (Heating circuit 1 and 2) (see diagram above) 1 cycle (T) 3,0 sec. (t1) on / 1,0 sec. (t2) off 5.2.6 Test Cooler fan 1 and 2 (see diagram above) 1 cycle (T) 5,1 sec. (t1) on / 1,0 sec. (t2) off 5.2.7 ACC relay (see diagram above) 3 cycles (T) 1,0 sec. (t1) on / 1,0 sec. (t2) off
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C Repairs 1. Directives for working on the diesel fuel system 1.1 Recommendations • no work to be carried out on the high pressure fuel system when the engine is running
Important The use of material with additives such as fuel line cleaners/metal coatings is not authorised.
1.2 Work safety instructions a) Introduction: The relevant rules and directives apply for all work being performed on the injection system:
• no work is to be carried out for at least 30 seconds after the engine has been turned off.
Remark The waiting time is necessary so that the pressure within the high pressure fuel system has a chance to drop down to the ambient pressure.
• of the responsible health authorities • of the accident prevention
Running engine:
• of the environment protection
• always stay outside the range of a possible jet of fuel, since this can cause serious injuries
The work must be carried out by skilled professional craftsmen who are familiar with the safety regulations and who take special measures to ensure that these are followed. b) Safety instructions: In consideration of the extremely high pressure (1500 bar) which can prevail in the fuel system, the following instructions are to be observed: • absolute prohibition on smoking in the immediate vicinity of the high pressure system whilst working on it
• Do not position hands in the region of a suspected leak in the high pressure fuel system • Do not disconnect connectors on the injectors and the engine control unit (ECU), since this could cause damage to the engine. c) Working area: The working area must be clean (floor, ...) and unobstructed; parts which are in for repair must be stored in a dust free environment.
• no work to be carried out in the immediate vicinity of open flames or sparks
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d) Preparatory work: It may be necessary that preparatory work on a system could include the cleaning of sensitive equipment (see appropriate instructions). Component parts of the sensitive equipment are: • High pressure fuel pump • Injection distribution pipe (Rail*) • High pressure fuel pipes* • Injectors
Important • Rules of cleanliness: The workers must wear clean clothing. • Directly after dismantling all connections of the high pressure system the openings are to be closed by means of stoppers/plugs, to avoid any pollutants penetrating into the high pressure system. • Safety torques: Always observe tightening torques for the high pressure system (Pipes, Injector flanges, Rail), utilise a torque wrench that is controlled regularly
*The Rail and the High pressure pipes are not included in the scope of delivery.
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1.3 Information concerning the exchange of parts and the work steps Do not remove the following parts from the high pressure pump (5): • Pressure control valve PCV (1) • Volumetric control valve VCV (3) • High pressure outlet connection (4) • Hollow screw of the banjo ended nipple for the pump inlet (6) • Hollow screw of the banjo ended nipple for the pump return flow (6)
Important If a part of the pump is damaged, then the whole pump must be sent back to SiemensVDO for further investigations.
Do not take the injector (9) apart: • Do not detach the high pressure connection (8) • Do not release nut (7)
Important A malfunctioning injector must be sent back to SiemensVDO for further investigations. No cleaning agents or liquids must penetrate into the electrical connection. For this reason a suitable preventive measure (fitting of a protection plug) should take place during the cleaning.
Remark In the case where an injector is to be re-used, the nozzle shank must be freed from all loose contamination with a soft cloth (if necessary. with the aid of brake cleaner). In order to avoid contamination penetrating from the outside into the nozzle holes, the nozzle cone must not be cleaned mechanically (e.g. wiping off with a cloth, or use of a wire brush).
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Do not detach the high pressure sensor from the rail (10):
Important If the high pressure sensor is damaged, then the whole assembly must sent back to SiemensVDO for further investigations.
Do not open the engine unit control (11):
Important A malfunctioning ECU must be sent back to SiemensVDO for further investigations. It is prohibited to open the ECU.
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2. Cleaning of the fuel high pressure connections Danger The safety arrangements must be observed during work on the diesel fuel system; see instructions: Directives for working on the diesel fuel system
2.1 Special tools • Degreasing agent SODIMAC No. 35. • Paint brush • Cleaning bath • Suction pump • Round adaptor for the suction pump
2.2 Preparatory work • Disconnect the battery. • Dismantle cover. • Protect generator.
2.3 Work process Clean high pressure connections of the DCP, rail and injectors which are affected by the repair with the degreasing agent and at the same time suck up the affected area. Clean the suction pump after use.
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3. Disassemble and assemble injector Danger The safety arrangements must be observed during work on the diesel fuel system; see instructions: Directives for working on the diesel fuel system
3.1 Special tools • Plug set [1] • Pipe line socket wrench [2], e: g: HAZET No. 4550 (3/8" -Drive), No. 4550-1 (1/2" -Drive) • Torque wrench set
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3.2 Disassembly • Disconnect the battery at the negative pole. • Loosen the air filter box (2) and pull off the tube-crank casing vent (3) at the valve cover. Take out the air filter box and the tube-crank casing vent as one piece. • Disassemble the charge-air (4) line. To do this, screw out the screws at the flange of the turbocharger and loosen the hose clamp from the air mass meter. • Disassemble the cover (1) of the toothed belt.
• Loosen the fuel filter (5).
Remark In order to be able to take off the valve cover, you have to loosen the fuel filter.
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• Loosen the AGR-tube (1) at the clamp. • Pull off the connector (2) of the injectors and lay the cable duct (3) to the side. • Screw out the screws (arrows) and take off the valve cover.
• Disassemble the high pressure pipes* (7) to the injectors. • Screw out the screws (5) and take out the claw lugs (6). Pull out the injector by hand for a little bit.
Important The injector must not be levered out with a screwdriver,a tyre tool or similar tools. By doing this the injector could be damaged. Loosen from the seat only by careful movements to and fro.
*The Rail and the high pressure pipes are not included in the scope of delivery.
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• Push out the holding clamp (c) and pull out the fuel return flow line (8).
• Disassemble the synthetic sealing rings (9).
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• Take off the copper sealing rings (d).
Important Close the injector borings in the cylinder head, the connections and the nozzle at the injectors with the plug set [1].
3.3 Assembly • Clean the injector seats if necessary. • Insert new synthetic sealing rings (9).
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Important Check O-rings (a) on the connection nipple (b) of the fuel return flow line. In the case of damage or leakage the O-ring has to be replaced.
Remark • Grease the O-rings (a) at the connection nipples with an acid free fat. Push the connection nipples (b) into the boring on the injectors using a light backwards and forwards rotation till they have engaged. • Push on the retaining clamps (c) and install the fuel return flow line. • Push the claws (11) onto the injectors (10) and insert the injectors with new copper sealing rings (d) in the cylinder head.
• Install High pressure pipes*, hand tighten union nuts at the Rail* and the injector. • Tighten the screw (5). Tightening torque 30 Nm. • Tighten union nuts of the high pressure pipes* at the injector. Tightening torque 25 Nm. • Proceed with the subsequent assembly in the reverse order of the disassembly. • Check connections for leakage.
*The Rail and the high pressure pipes are not included in the scope of delivery.
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4. Disassemble and assemble high pressure pump Danger The safety arrangements must be observed during work on the diesel fuel system; see instructions: Directives for working on the diesel fuel system.
4.1 Special tools • Plug set [1] • Pipe line socket wrench [2], e: g: HAZET No. 4550 (3/8" -Drive), No. 4550-1 (1/2" -Drive) • Lifting beam • Lifting chain • Locking pin for pulley wheel • Extractor tool for pulling off the drive wheel from the high pressure pump • Torque wrench
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4.2 Disassembly • Disconnect the battery at the negative pole. • Loosen the air filter box (2) and pull off the tube-crank casing vent (3) at the valve cover. Take out the air filter box and the tube-crank casing vent as one piece. • Disassemble the charge-air (4) line. To do this, screw out the screws at the flange of the turbocharger and loosen the hose clamp from the air mass meter. • Disassemble the cover (1) of the toothed belt.
• Loosen the fuel filter (5).
Remark In order to be able to take off the valve cover, you have to loosen the fuel filter.
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• Loosen the AGR-tube (1) at the clamp. • Pull off the connector (2) of the injectors and lay the cable duct (3) to the side. • Screw out the screws (arrows) and take off the valve cover.
• Disassemble the right front wheel. • Loosen the tensioner pulley for the poly-V-belt and take off the belt. • Screw out the central screw at the harmonic balancer and take off the harmonic balancer. • Disassemble the lower cover of the toothed belt.
• Pull off the connector from the reference mark sensor (a) of the crankshaft • Insert the locking pin (b) for the crankshaft-pulley wheel.
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• Insert the locking pin (c) for the camshaft-pulley wheel. • Screw out the nut (5) of the pulley wheel of the pump.
• Pull off the drive wheel from the high pressure pump with the tool (d).
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• Disassemble the high pressure pipe (6) to the Rail*. • Unclip and pull off the fuel intake pipe (9) and the fuel return flow pipe (11) from the pressure control valve (PCV). • Pull off the connectors (10) and (12) at the volumetric control valve (VCV) and the pressure control valve (PCV).
Important Close the connections at the high pressure pump, rail and the high pressure pipes with plugs [1]. • Screw out the screws (8) and take off the holders (7).
• Screw out the fastening screws (13) of the high pressure pump and disassemble the high pressure pump.
*The Rail and the high pressure pipes are not included in the scopes of delivery.
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4.3 Assembly • Proceed with the assembly in the reverse order of the disassembly.
Important Do not interchange the connectors of the high pressure pump: • Connector (5, orange) to VCV • Connector (6, white) to PCV. Tightening torque: • Fixing screws of the high pressure pump: 23 Nm • Nut of the drive wheel: 17 Nm • Union nut of the high pressure pipe* (6) at the high pressure pump: 25 Nm Check the connections for leakage.
*The Rail and the high pressure pipes are not included in the scopes of delivery.
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5. Removal and assembly of the Engine control unit (ECU) 5.1 Disassembly Danger The safety arrangements must be observed during work on the diesel fuel system; see instructions: Directives for working on the diesel fuel system.
• Disconnect the cable from the negative pole of the battery. • Remove the cover of the control unit box. • Unscrew the fixing screws of the engine control unit and pull out the engine control unit. • Pull out the connectors at the engine control unit in the consecutive sequence A - B - C, in order to do this swing each of the securing stays (1) through 90°.
5.2 Assembly • Proceed with the assembly in the reverse order of the disassembly.
Remark Assembly of the connector: Firstly push in the connector and then close the securing stay only when the connector is fully seated.
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Contact: Siemens VDO Automotive AG Diesel-Systems Im Gewerbepark C27 D-93059 Regensburg Tel. +49 (941) 790-8394 Fax +49 (941) 790-5112 © Siemens VDO Automotive 1/2002