JAC - Hfc4da12c

Maintenance manual for sunray hfc4da1-2c china-IV diesel engines
Chapter IV Engine Diagnosis
Section I. Precautions
1. Removal/Installation Requirements for Electronic Control Unit (ECU):
z Remove the controller before welding or baking finish;
z When removing the controller, turn off the ignition switch and disconnect the battery from the system at the same
time, in order to avoid damaging the ECU.
z It is not allowed to remove power cord from the battery when the engine or the electrical system is working.
z Large-current equipment such as charger is not allowed to be directly connected to the starting motor.
z Note: The ambient temperature of ECU should not be greater than 75 degree.
2. Cleaning Requirements:
Please observe the following rules before the operation of fuel supply system and fuel injection system:
z The removed components should be placed at clean field and properly covered by the cloth other than fiber type
(cotton cloth or gauze cloth)
3. All types of harness connectors and the connector for diagnostic instrument should be
connected and disconnected only when the ignition switch is turned off:
z When measuring the power voltage or ground wire of the ECU, please ensure the wiring sequence and method is
correct.
z Disconnecting the power cord or the ground wire of the battery from the system or removing ECU harness
connector will result in the loss of diagnosis and self-learning information stored in ECU. (If the vehicle model is
different, the time of retaining Pleas of the ECU is also different after the loss of power.)
4. Please pay attention to the following points when maintaining the fuel supply system (fuel
supply pipe, fuel pump and fuel injection system):
z Please be very careful during installation/removal of fuel pump on the fuel tank with fuel.
z Prepare proper materials around the fuel tank opening to absorb a lot of fuel leaked from it timely..
z Avoid the fuel contacting your body.
z Thoroughly clean the part and its surrounding before loosening a connector.
z Please prevent any fuel from splashing from the loose part and place a rug around the connector.
z If the disassembled parts could not be timely repaired or properly treated, store the parts properly.
z Take the spare parts out of the package only when they are needed to be installed. Do not use unpacked spare
parts and the spare parts in severe damaged package
z Do not damage the O-ring of return pipe when assembling fuel injector return pipe. Coat a little diesel oil on the
O-ring for assembling convenience.
z Do not use the compressed air and do not move the vehicle after the fuel supply system is disassembled.
5. Safety Measures
To prevent the maintenance technicians from being injured and the fuel and ECU being damaged, please pay attention
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to the following points:
z If the engine is working or at the starting speed, it is not allowed to check for any single cylinder failure by the
way of disconnecting the fuel injector harness.
z If the engine needs to be dragged but not started by the starter, such as when you check the engine cylinder
pressure, the harness plug should be disconnected from the crankshaft position (engine speed) sensor and
camshaft position (phase) sensor. After inspection, all sensors should be well connected and system DTCs should
be cleared by using the special diagnostic instrument for JAC commercial vehicles.
z It is not allowed to touch the engine gear train and rotating parts when the engine is at high speed;
z When the engine reaches normal operating temperature, the coolant temperature and pressure of cooling system
is very high; therefore, stop the engine and let the cooling system fully cool down if it is needed to repair the
engine cooling system.
z If the engine compartment relevant maintenance is necessary to be conducted in repairing engine fuel system,
please do it after the engine compartment is fully cooled down.
z Don’t touch the engine cooling fan at any time when the system is normally electrified, for the cooling fan is
likely to be started suddenly.
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Section II. Maintenance Procedures

Fuel system of common rail engine consists of low-pressure delivery pipes and high-pressure oil pipes and maximum
pressure of it is over 1800bar. Some components of fuel injector and HP pump are machined with accuracy of 0.1mm.
Pressure regulation and fuel injection are controlled by engine ECU. In the case of stuck internal needle valve, fuel
injector will maintain open and HP pump keeps operating to supply high-pressure fuel oil. Therefore, excessive fuel
will be sprayed into combustion chamber and this will lead to rapid increase of combustion chamber internal pressure
(over 250bar) and even serious engine damage.
Core component of fuel system possesses very high accuracy and will be easily influenced by dust or tiny foreign
matters. Therefore, the following preparations and procedures should be carried out or there will be a lot of system
failures.
Operation Procedures:
1. It is necessary to keep maintenance site clean (it should be free of dust especially);
2. It is necessary to keep maintenance tools clean (they should be free of oil and foreign matters);
3. Wear ethylene pinafore to prevent hairs, dust and foreign matters from entering engine fuel system. Wash your
hands instead of wear gloves;
4. Prior to fuel system maintenance, carry out the following procedures:
Carefully listen to customer’s description about

symptoms and faults
Check appearance and connection of wire harness

and connectors in engine compartment
Carry out test procedures with special diagnostic

apparatus (carry out road test when necessary)
Confirm the fault. If the fault is in fuel system,

please carry out Step1~3 above.
5. If the fault is in HP pump, fuel delivery line or fuel injector, prepare clean special tools and sealing covers and carry
out relevant procedures for engine fuel system. Prior to maintenance, clean relevant areas to engine compartment
completely;
6. Find out faulted parts according to the above operation procedures and replace these parts with parts from OEM;
103

Remove battery negative cable.
For safety reasons: Confirm whether system

pressure is low prior to high-pressure system
disassembly.
Apply special tools and torque wrenches in

calibration.
In disassembly or replacement of fuel injector, it is necessary to apply new copper washers and tighten fixing bolts for
fuel injector according to fixed torque at the same time. Otherwise, injection position of fuel injector will deviate from
correct position and this will make engine operation out of control.
7. Apply clean and intact sealing covers on disassembled components and keep them well;
8. After fuel injector replacement, carry out fuel injector matching with special diagnostic apparatus;
9. Keep pressing manual oil delivery pump on oil-water separator to provide low-pressure line with fuel oil until the
pump can not be pressed any longer.
Attention: Do not start the engine before the pump is filled up.
10. Recheck installed components, connect battery cable and start the engine for engine operation condition
inspection;
11. Apply special diagnostic apparatus to check current faults for existence and eliminate historical faults.
104

Section III. Fault Diagnosis

1. Fault Information Record
Electronic control unit continually monitors sensors, actuators, relevant circuits, MILs, battery voltage and even its
self and carries out reliability tests to sensor output signals, actuator drive signals and internal signals. Once there are
faults in certain link or certain signal is unreliable, electronic control unit sets fault information record in RAM fault
memory immediately. Fault information record is stored in the form of diagnostic trouble code (DTC) and shown in
the sequence of fault occurrence.
Faults can be divided into “steady fault” and “random fault” (such as faults caused by temporary open circuit of
harness or poor contact of connectors) according to fault occurrence frequency.
2. Fault Condition
If duration of an identified fault exceeds set stabilization time for the first time, ECU identifies it as a steady fault and
stores it as a “steady fault”. If the fault disappears, ECU identifies it as a “random fault” and “nonexistent”. If the fault
is identified once again, it is still a “random fault”. However, “existent” historical faults will not influence normal
application of engine.
3. Fault Type
Short to power supply positive pole
Short or open to ground (In the case of pull-up or pull-down resistor for input stage, ECU will identify open circuit
failure of input port as the fault of input port short to power supply positive pole or short to ground)
Unreliable signal
4. Fault Frequency Counter

For every identified fault, there is an individual frequency counter value (HZ). Frequency counter value (Hz)
determines storage time of corresponding fault information record in the memory after fault disappearance (fault
elimination).
For the first time fault identification, it (Hz) is set to be its initial value as 40. If fault condition does not change, this
value will maintain the same forever.
Once identified fault has disappeared and then the condition has been maintained for certain period of time, the value
(Hz) is reduced by 1 after every successful engine start (engine speed exceeds that of engine start completion). At this
moment, ECU recognizes the fault has disappeared but fault information record still exists.
If the fault (such as fault caused by poor contact) appears and disappears frequently, the value (Hz) is increased by 1
but the value will not exceed set upper limit of 100.
When the value (Hz) becomes zero, all fault information records in the fault memory are cleared completely.
5. Fault Alarm
In the case of electronic control system, when there are faults in some important components such as ECU, coolant
temperature sensor, phase sensor, boost pressure sensor, revolution speed sensor, air flow meter, fuel injector, fan relay
and etc, ECU will give alarms via MIL flashing until faults are eliminated.
6. Fault Reading
Fault information records can be brought out from electronic control unit via fault diagnostic apparatus. However,
some faults can be detected only when vehicle reaches corresponding operation condition.
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7. Elimination of Fault Information Record
Fault information records in memory should be cleared after fault elimination. DTC can be cleared with ways as
follows:
When value of ECU frequency counter (Hz) becomes 0, fault information records in fault memory are all cleared
automatically.
In the case of “Fault memory zero clearing” command, fault information records can be cleared with the application
of fault diagnostic apparatus.
8. Fault Detection
After obtaining fault information records with means above, only suspicious positions for fault occurrence are known.
However, this does not mean faults have been detected. Therefore, cause for one fault may be damaged electrical
component (like sensor or actuator or ECU, etc), wire in open circuit, wire short to ground or battery positive pole and
even mechanical failure.
Faults are internal with their external expressions as various symptoms. When symptoms are detected, check fault
information record for existence with fault diagnostic apparatus or flash code first of all and then eliminate
corresponding faults. Finally, detect faults according to engine symptoms.
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Section IV. DTC List

S/N DTC Meaning
1 P0030 The linear oxygen sensor heater circuit is open.
2 P0031 The linear oxygen sensor heater circuit is short to ground.
3 P0032 The linear oxygen sensor heater circuit is short to battery.
4 P0045 EGR valve circuit is open.
5 P0046 Overtemperature of EGR valve bridge-H chip
6 P0047 EGR valve circuit is short to ground.
7 P0048 EGR valve circuit is short to power supply.
8 P0068 Short-term drifting error in the process of throttle offset self-adaption
The absolute difference between intercooler downstream air pressure and ambient
9 P0069
pressure is unreliable.
10 P0070 Reliability check function for ambient temperature
11 P0072 Too low ambient temperature
12 P0073 Too high ambient temperature
13 P0087 The minimum rail pressure is below the lower limit.
14 P0088 The maximum rail pressure is above the upper limit.
15 P0097 The signal level of intercooler downstream temperature is too low.
16 P0098 The signal level of intercooler downstream temperature is too high.
17 P00BE The original value of fuel rail pressure is incoherent.
18 P0100 The supply voltage of air flow sensor exceeds the limit.
19 P0101 Timeout error of air flow sensor hardware signal
20 P0102 The sensitivity deviation of air flow sensor is below the lower limit.
21 P0103 The sensitivity deviation of air flow sensor is above the upper limit.
22 P010C The signal level measured by air flow sensor is too low.
23 P010D The signal level measured by air flow sensor is too high.
24 P0112 The voltage is below the lower limit of intake air temperature sensor.
25 P0113 The voltage is above the upper limit of intake air temperature sensor.
26 P0116 Error reported in dynamic reliability test of coolant temperature sensor
27 P0117 Coolant temperature signal level is too low (downstream).
28 P0118 Coolant temperature signal level is too high (downstream).
29 P0119 Error reported in static reliability test of coolant temperature sensor
30 P0122 The signal level of accelerator pedal position sensor 1 is relatively low.
31 P0123 The signal level of accelerator pedal position sensor 1 is relatively high.
32 P0127 The signal level of air temperature sensor is relatively high.
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S/N DTC Meaning

33 P0128 Closed-loop control is actuated due to too low coolant temperature.
34 P0131 Oxygen sensor IAIPUNVG point is short to ground.
35 P0132 Oxygen sensor IAIPUNVG point is short to battery.
36 P0168 The signal level of fuel temperature sensor is relatively high.
37 P0182 The signal level of fuel temperature sensor is below the lower limit.
38 P0183 The signal level of fuel temperature sensor is above the upper limit.
39 P0191 The uncorrected rail pressure value is above the upper limit of drift.
40 P0192 The voltage of fuel rail pressure sensor is below the lower limit.
41 P0193 The voltage of fuel rail pressure sensor is above the upper limit.
42 P0194 The uncorrected rail pressure value is below the lower limit of drift.
43 P0195 Engine oil temperature signal fault on CAN
44 P0196 The oil temperature signal is unreliable.
45 P0197 The oil temperature signal level is too low.
46 P0198 The oil temperature signal level is too high.
47 P0201 The 1st cylinder fuel injector circuit is open.
48 P0202 The 2nd cylinder fuel injector circuit is open.
49 P0203 The 3rd cylinder fuel injector circuit is open.
50 P0204 The 4th cylinder fuel injector circuit is open.
An error is reported when the time for electrifying the 1st cylinder reaches to the
53 P020A
maximum.
An error is reported when the time for electrifying the 2nd cylinder reaches to the
54 P020B
maximum.
An error is reported when the time for electrifying the 3rd cylinder reaches to the
55 P020C
maximum.
An error is reported when the time for electrifying the 4th cylinder reaches to the
56 P020D
maximum.
57 P020E
maximum.
58 P020F
maximum.
59 P0215 Avoid resonance of double mass flywheel when stopping.
60 P0219 Overspeed protection for engine parts
61 P0222 The signal level of accelerator pedal position sensor 2 is relatively low.
62 P0223 The signal level of accelerator pedal position sensor 2 is relatively high.
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S/N DTC Meaning

63 P022A EGR valve circuit is open.
64 P022B EGR valve circuit is short to ground.
65 P022C EGR valve circuit is short to power supply.
The signal level at the output position of EGR cooling bypass valve position sensor
66 P022E
is below the lower limit.
The signal level at the output position of EGR cooling bypass valve position sensor
67 P022F
is above the upper limit.
68 P0234 The actual air intake flow is greater than the target set by system.
The original voltage of intercooler downstream air pressure sensor is below the
69 P0237
lower limit.
The original voltage of intercooler downstream air pressure sensor is above the
70 P0238
upper limit.
71 P023D The long-term jitter of EGR valve exceeds the limit.
72 P023E The short-term jitter of EGR valve exceeds the limit.
An error is reported when the temperature of EGR cooler bypass valve in
73 P024A
electrifying phase is too high.
The signal level measured by EGR cooler bypass valve position sensor is below the
74 P024E
limit.
The signal level measured by EGR cooler bypass valve position sensor is above the
75 P024F
limit.
76 P0251 The fuel metering unit circuit is open.
77 P0252 The temperature of fuel metering unit driver module is too high.
78 P0253 The fuel metering unit circuit is short to ground.
79 P0254 The fuel metering unit circuit is short to power supply.
80 P0255 Poor contact between ECU and fuel metering unit
81 P025C The voltage of fuel metering unit is below the lower limit.
82 P025D The voltage of fuel metering unit is above the upper limit.
83 P0263 An error is reported when the electrifying time reaches to the maximum.
89 P0299. The positive deviation of pressure controller is above the upper limit.
90 P0335 No signal from crankshaft
91 P0336 Crankshaft speed signal is irrational.
92 P0339 Camshaft speed signal is irrational.
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S/N DTC Meaning

93 P0340 No signal from camshaft
94 P0341 The offset angle of camshaft is too large.
95 P0380 The preheating indicator light output circuit is high.
96 P0382 The preheating indicator light output circuit is low.
99 P0401 The actual air intake flow is greater than the target set by system.
100 P0402 The actual air intake flow is less than the target set by system.
102 P0404 The short-term jitter of EGR valve exceeds the limit.
103 P0405 The original voltage of EGR valve sensor signal is below the lower limit.
104 P0406 The original voltage of EGR valve sensor signal is above the upper limit.
106 P040C The signal level of EGR cooler downstream temperature sensor is relatively low.
107 P040D The signal level of EGR cooler downstream temperature sensor is relatively high.
108 P0426 Upstream temperature fault of oxidation catalytic converter
The signal level of upstream temperature of oxidation catalytic converter is
109 P0427
relatively low.
The signal level of upstream temperature of oxidation catalytic converter is
110 P0428
relatively high.
115 P0487 CJ945 Power level no-load fault
116 P0488 CJ945 Overheating fault
119 P0500 Wheel fault
120 P0501 Unreliable vehicle speed
121 P0503 Signal of speed sensor exceeds the upper limit.
122 P0504 Unreliable brake signal
123 P0520 Engine oil pressure signal fault on CAN
124 P0521 The maximum oil pressure signal is unreliable.
125 P0522 The signal level of oil pressure sensor is relatively low.
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S/N DTC Meaning

126 P0523 The signal level of oil pressure sensor is relatively high.
127 P0524 The minimum oil pressure signal is unreliable.
128 P0532 The signal level measured by A/C coolant pressure sensor is too low.
129 P0533 The signal level measured by A/C coolant pressure sensor is too high.
130 P0537 The signal level of A/C evaporator’s temperature is relatively low.
131 P0538 The signal level of A/C evaporator’s temperature is relatively high.
132 P0562 The signal level of battery voltage sensor is too low.
133 P0563 The signal level of battery voltage sensor is too high.
134 P0571 False brake signal
135 P0575 The analog cruise control signal is unreliable.
136 P0576 The analog cruise control signal level is too low.
137 P0577 The analog cruise control signal level is too high.
138 P0578 The analog cruise control button is stuck.
139 P0607 Cy320 Hardware error reported
140 P060A Error reported in monitoring too high voltage
141 P060D The accelerator pedal voltage signal is unreliable.
142 P0611 The injection frequency is limited by system.
143 P061B Error reported in torque comparison
The deviation difference between the engine speed signals obtained from the 1st level
144 P061C
and the 2nd level is too large.
145 P061D The set value of air system is limited by the torque limit of the function control unit.
146 P061F Error reported in the process of throttle offset self-adaption
147 P0627 The control line of priming fuel pump is open.
148 P0628 The control line of priming fuel pump is short to ground.
149 P0629 The control line of priming fuel pump is short to power supply.
150 P062A Overheating of priming pump
The set value of fuel injection amount is limited by the torque limit of the function
151 P062B
control unit.
152 P062F Error reported in EEP read-write
153 P0643 The sensor power supply monitoring fault 1
154 P0645 The compressor circuit is open.
155 P0646 The compressor circuit is short to ground in electrifying phase.
156 P0647 The compressor circuit is short to power supply in electrifying phase.
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S/N DTC Meaning

159 P0660 The positive deviation of throttle controller exceeds the upper limit for a long time.
160 P0661 The Port 1 of EGR valve bridge-H chip is short to ground.
161 P0662 The Port 1 of EGR valve bridge-H chip is short to power supply.
162 P0663 Short circuit / overload of EGR valve bridge-H
165 P0668 The voltage of ECU temperature sensor is below the lower limit.
166 P0669 The voltage of ECU temperature sensor is above the upper limit.
168 P0686 The main relay opens too early.
169 P0687 The main relay opens too late.
175 P0704 Clutch signal error
176 P0737 Then engine speed output signal circuit is open.
177 P0738 Then engine speed output signal circuit is short to ground.
178 P0739 Then engine speed output signal circuit is short to power supply.
179 P0A32 Parking counter error
180 P1000 The long-term jitter of EGR valve exceeds the limit.
181 P1001 The relief valve reaches to the maximum permissible opening position.
182 P1002 The relief valve reaches to the maximum permissible opening time.
183 P1003 The average fuel rail pressure regulated by relief valve is out of the range.
184 P1004 Check the flow equilibrium if the relief valve is opened normally.
185 P1005 The relief valve opens.
186 P1006 The relief valve is forced open to implement the pressure shock.
The torque in MAP for torque and fuel conversion does not increase along the fuel
187 P1007
direction strictly and monotonically.
188 P1008 PhyMod_trq2qBas_MAP contains non-strict and non-monotonic Q curve.
189 P1011 The positive deviation of rail pressure is above the upper limit.
190 P1012 The negative deviation of rail pressure is below the lower limit.
191 P1013 The maximum negative deviation of rail pressure is below the lower limit.
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S/N DTC Meaning

192 P1020 The heating drive circuit of fuel filter is open.
193 P1021 The heating drive circuit of fuel filter is short to power supply.
194 P1022 The heating drive circuit of fuel filter is short to ground.
195 P102A The signal level of ambient pressure sensor is relatively high.
196 P102B The signal level of ambient pressure sensor is relatively low.
197 P102C The signal level of ambient temperature sensor is relatively high.
198 P102D The signal level of ambient temperature sensor is relatively low.
200 P1031 Short circuit / overload of EGR valve bridge-H
201 P1032 Overcurrent of EGR valve bridge-H based on temperature
202 P1033 Under-voltage of EGR valve bridge-H
203 P1034 The EGR valve in closed status is stuck.
204 P1035 The EGR valve in open status is stuck.
205 P1036 The long-term jitter of EGR valve exceeds the limit.
206 P1037 An error is reported when the EGR valve is stuck in closing or opening.
207 P1038 The physical value of EGR valve position sensor is too high.
208 P1039 The physical value of EGR valve position sensor is too low.
209 P103A The signal level of intercooler downstream temperature is relatively high.
210 P103B The signal level of intercooler downstream temperature is relatively low.
211 P103C EGR valve offset is unreliable.
212 P103D The positive deviation of regeneration controller is above the limit.
213 P103E The positive deviation of regeneration controller is below the limit.
214 P1040 Overheating of throttle bridge-H
215 P1041 Short circuit / overload of throttle bridge-H
216 P1042 Overtemperature caused by overcurrent of throttle bridge-H
217 P1043 Long-term deviation in the process of throttle self-adaption
218 P1044 Output circuit 2 of throttle bridge-H is short to ground.
219 P1045 Under-voltage of throttle bridge-H
220 P1046 Output circuit 2 of throttle bridge-H is short to power supply.
221 P1047 The physical value of throttle position is below the lower limit.
222 P1048 The throttle circuit is short to ground.
223 P1049 The physical value of throttle position is above the upper limit.
224 P104A The throttle circuit is short to power supply.
225 P1060 OBD General fault 1
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S/N DTC Meaning

235 P106A OBD General fault 4
236 P106B OBD General fault 5
237 P106C OBD General fault 6
238 P106D OBD General fault 7
239 P106E OBD General fault 8
240 P106F OBD General fault 9
241 P1070 Blockage of particulate filter
242 P1100 The regulated idling value of air flow sensor is above the upper limit.
The duty cycle of air temperature sensor on the air flow meter is above the upper
243 P1102
limit.
The duty cycle of air temperature sensor on the air flow meter is below the lower
244 P1103
limit.
The time interval measured by the air temperature sensor on the air flow meter is
245 P1106
above the upper limit.
The time interval measured by the air temperature sensor on the air flow meter is
246 P1107
below the lower limit.
247 P110A System degradation 0
248 P110B Level-1 degradation
249 P110C Level-2 degradation
250 P110D Level-3 degradation
251 P110E Vehicle performance limit function is activated.
252 P1110 The detected signal within physical range is relatively high.
253 P1111 The engine coolant temperature signal level is relatively low.
254 P1120 The correction of air flow sensor load exceeds the maximum deviation limit.
255 P1121 The physical value of air flow meter is above the upper limit.
256 P1122 The physical value of air flow meter is below the lower limit.
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S/N DTC Meaning

The signal level of intake air temperature sensor (integrated inside the air flow
257 P1123
sensor) is relatively low.
258 P1130 The signal level of fuel temperature sensor is relatively low.
259 P1131 The signal of fuel temperature is unreliable.
260 P113A The signal of too high oil temperature is unreliable.
261 P113B The signal level of oil temperature sensor is relatively high.
262 P113C The signal level of oil temperature sensor is relatively low.
263 P1200 Short circuit between the high end and low end of the 1st cylinder fuel injector
264 P1201 Short circuit between the high end and low end of the 2nd cylinder fuel injector
265 P1202 Short circuit between the high end and low end of the 3rd cylinder fuel injector
266 P1203 Short circuit between the high end and low end of the 4th cylinder fuel injector
269 P1207 1st cylinder special error
270 P1208 2nd cylinder special error
271 P1209 3rd cylinder special error
272 P120A 4th cylinder special error
273 P120B 5th cylinder special error
274 P120C 6th cylinder special error
An error is reported when the time for electrifying the 1st cylinder reaches to the
275 P1210
minimum.
An error is reported when the time for electrifying the 2nd cylinder reaches to the
276 P1211
minimum.
An error is reported when the time for electrifying the 3rd cylinder reaches to the
277 P1212
minimum.
278 P1213
minimum.
279 P1214
minimum.
280 P1215
minimum.
281 P1216 Maximum deviation error in the inner control circuit of electronic throttle
282 P1217 Minimum deviation error in the inner control circuit of electronic throttle
283 P1218 Maximum deviation error in the outer control circuit of electronic throttle
284 P1219 Minimum deviation error in the outer control circuit of electronic throttle
285 P121A 1st cylinder IQA error
286 P121B 2nd cylinder IQA error
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S/N DTC Meaning

rd
287 P121C 3 cylinder IQA error
288 P121D 4th cylinder IQA error
289 P121E 5th cylinder IQA error
290 P121F 6th cylinder IQA error
291 P1220 The signal level of intercooler downstream temperature sensor is relatively high.
292 P1221 The signal level of intercooler downstream temperature sensor is relatively low.
293 P122A The positive deviation of throttle controller exceeds the upper limit for a long time.
294 P122B The negative deviation of throttle controller is below the lower limit for a long time.
295 P1230 Error reported in monitoring the OBDII maximum threshold correction
296 P1231 Error reported in monitoring the OBDII minimum threshold correction
297 P1245 System degradation information
An error is triggered when the ET time of the 1st cylinder reaches the maximum limit
298 P1250
(when the ZEL comes into effect).
An error is triggered when the ET time of the 2nd cylinder reaches the maximum
299 P1251
limit (when the ZEL comes into effect).
An error is triggered when the ET time of the 3rd cylinder reaches the maximum limit
300 P1252
An error is triggered when the ET time of the 4th cylinder reaches the maximum limit
301 P1253
An error is triggered when the ET time of the 1st cylinder reaches the minimum limit
302 P1254
An error is triggered when the ET time of the 2nd cylinder reaches the minimum limit
303 P1255
An error is triggered when the ET time of the 3rd cylinder reaches the minimum limit
304 P1256
An error is triggered when the ET time of the 4th cylinder reaches the minimum limit
305 P1257
310 P140A The signal level of the EGR cooler downstream temperature is relatively high.
311 P140B The signal level of the EGR cooler downstream temperature is relatively low.
312 P1410 The positive deviation of throttle controller exceeds the upper limit for a long time.
313 P1411 The negative deviation of throttle controller is below the lower limit for a long time.
314 P1415 The time for transforming from RGN to NRM mode is too long.
315 P1418 The indicator actuator circuit for EGR bypass regulating valve is open.
116

S/N DTC Meaning

316 P1419 Overheating of indicator actuator for EGR bypass regulating valve
317 P141A The indicator actuator circuit for EGR bypass regulating valve is short to battery.
318 P141B The indicator actuator circuit for EGR bypass regulating valve is short to ground.
319 P141C The relay actuator circuit for EGR bypass regulating valve is open.
320 P141D Overheating of relay actuator for EGR bypass regulating valve
321 P141E The relay actuator circuit for EGR bypass regulating valve is short to battery.
322 P141F The relay actuator circuit for EGR bypass regulating valve is short to ground.
323 P1420 The maximum exhaust temperature signal of the 1st cylinder is too strong.
324 P1421 The maximum exhaust temperature signal of the 2nd cylinder is too strong.
325 P1422 The maximum exhaust temperature signal of the 3rd cylinder is too strong.
326 P1423 The maximum exhaust temperature signal of the 4th cylinder is too strong.
329 P1426 The minimum exhaust temperature signal of the 1st cylinder is too strong.
330 P1427 The minimum exhaust temperature signal of the 2nd cylinder is too strong.
331 P1428 The minimum exhaust temperature signal of the 3rd cylinder is too strong.
332 P1429 The minimum exhaust temperature signal of the 4th cylinder is too strong.
333 P142A The minimum exhaust temperature signal of the 5th cylinder is too strong.
334 P142B The minimum exhaust temperature signal of the 6th cylinder is too strong.
335 P1430 The exhaust temperature T0 in cold start is unreliable.
341 P1436 The exhaust temperature signal is unreliable.
342 P1437 Unreliable monitoring of the 1st cylinder exhaust temperature
343 P1438 Unreliable monitoring of the 2nd cylinder exhaust temperature
344 P1439 Unreliable monitoring of the 3rd cylinder exhaust temperature
345 P143A Unreliable monitoring of the 4th cylinder exhaust temperature
346 P143B Unreliable monitoring of the 5th cylinder exhaust temperature
347 P143C Unreliable monitoring of the 6th cylinder exhaust temperature
348 P1440 Negative deviation error of oxygen sensor regulator
349 P1441 Positive deviation error of oxygen sensor regulator
117

S/N DTC Meaning

350 P1442 Conversion failure of oxygen sensor regulator
351 P1450 The particulate filter upstream temperature is unreliable.
352 P1451 The signal level of particulate filter upstream temperature is relatively high.
353 P1452 The signal level of particulate filter upstream temperature is relatively low.
354 P1453 The signal level of particulate filter upstream temperature sensor is relatively high.
355 P1454 The signal level of particulate filter upstream temperature sensor is relatively low.
356 P1455 Connection failure of particulate filter differential pressure sensor hose
357 P1456 The particulate filter differential pressure sensor is unreliable.
358 P1457 Maximum characteristic differential pressure of particulate filter
359 P1458 Minimum characteristic differential pressure of particulate filter
360 P1459 Minimum deviation of particulate filter
361 P145A The signal level of particulate filter flow impedance is high.
362 P145B Maximum deviation of particulate filter smoke mass
363 P145C Minimum deviation of particulate filter smoke mass
364 P145D Maximum value of particulate filter smoke mass
365 P145E The signal level of particulate filter flow impedance is relatively high.
366 P145F The signal level of particulate filter flow impedance is relatively low.
367 P1460 The maximum differential pressure signal of particulate filter is enhanced.
368 P1461 The minimum differential pressure signal of particulate filter is enhanced.
369 P1462 The dynamic differential pressure of particulate filter is unreliable.
370 P1463 The differential pressure self-adaption of particulate filter hose is unreliable.
371 P1464 Particulate filter differential pressure error
The physical value of differential pressure sensor for particulate oxidation catalyst
372 P146A
exceeds the upper limit.
The physical value of differential pressure sensor for particulate oxidation catalyst
373 P146B
falls below the lower limit.
374 P146C CAN Signal error
375 P146D CAN Signal error
376 P1470 Nernst signal error of oxygen sensor
377 P1471 The oxygen sensor is virtually grounded.
378 P1472 The dynamic signal level of oxygen sensor is relatively low.
379 P1473 Oxygen sensor heater coupling signal fault
380 P1474 The oxygen sensor heater signal is unreliable.
381 P1475 The oxygen sensor battery voltage is relatively low.
382 P1476 The calibration signal level of oxygen sensor is relatively high.
118

S/N DTC Meaning

383 P1477 The calibration signal level of oxygen sensor is relatively low.
384 P1478 The oxygen concentration of oxygen sensor exceeds the maximum threshold.
385 P1479 The oxygen concentration of oxygen sensor exceeds the minimum threshold.
386 P147A Relatively high oxygen concentration is unreliable.
387 P147B Relatively high oxygen concentration is unreliable.
388 P147C Relatively high oxygen concentration is unreliable.
389 P147D Relatively low oxygen concentration is unreliable.
390 P147E Relatively low oxygen concentration is unreliable.
391 P147F Relatively low oxygen concentration is unreliable.
392 P1480 The calibration value of oxygen sensor internal impedance is too high.
393 P1481 The calibration value of oxygen sensor internal impedance is too low.
394 P1482 The SPI battery voltage of oxygen sensor is too low.
395 P1483 The SPI signal of oxygen sensor is unreliable.
396 P1484 The oxygen sensor temperature is above the upper limit.
397 P1485 The oxygen sensor temperature is below the lower limit.
398 P1486 The oxygen sensor voltage in shunting exceeds the threshold.
399 P148A The signal level of turbocharger upstream temperature sensor is relatively high.
400 P148B The signal level of turbocharger upstream temperature sensor is relatively low.
401 P1500 The voltage signal level of vehicle speed sensor is relatively high.
402 P1501 The voltage signal level of vehicle speed sensor is relatively low.
Power supply diagnosis is disabled in electrifying phase due to overvoltage of
403 P150A
battery.
Power supply diagnosis is disabled in electrifying phase due to under-voltage of
404 P150B
battery.
Overtemperature of compressor torque reduction command circuit in electrifying
409 P1514
phase
410 P1515 A/C switch CAN input signal is unreliable.
The compressor torque reduction command circuit in electrifying phase is short to
411 P1516
ground.
The compressor torque reduction command circuit in electrifying phase is short to
412 P1517
power.
413 P1520 Short circuit of turbocharger bridge-H
119

S/N DTC Meaning

414 P1521 Under-voltage of turbocharger bridge-H
415 P1522 Overcurrent of turbocharger bridge-H
416 P1523 Overtemperature of turbocharger bridge-H
417 P1524 Overcurrent of turbocharger bridge-H temperature sensor
418 P1525 The valve is stuck in deviation learning process.
419 P1526 Output circuit 1 of turbocharger bridge-H is short to ground.
420 P1527 Output circuit 1 of turbocharger bridge-H is short to ground.
421 P1528 Output circuit 1 of turbocharger bridge-H is short to battery.
422 P1529 Output circuit 2 of turbocharger bridge-H is short to battery.
424 P1602 Too high downstream temperature of coolant temperature sensor is unreliable.
429 P160A EGR valve circuit is open.
430 P160B Overtemperature of EGR valve bridge-H chip
431 P160C Overcurrent of turbocharger bridge-H temperature sensor
432 P1610 Execute closing fuel injection under standard ICO mode.
433 P1613 The electrifying time detected by galloping prevention monitor is too long.
434 P1614 Several faults occur during SPI communication.
435 P1615 Time-out when trying to set up or cancel alarm task
436 P1617 Error reported in monitoring under-voltage
437 P1618 WDA works abnormally.
439 P161A EGR valve circuit is short to ground.
440 P161B EGR valve circuit is open.
441 P161C EGR valve circuit is open.
442 P161D Failure in software reset visibility
443 P161E Failure in software reset visibility
444 P161F Failure in software reset visibility
445 P1620 TTLAMP drive circuit is open.
446 P1621 The drive circuit for fuel consumption display is short to power supply.
447 P1622 The drive circuit for fuel consumption display is short to ground.
120

S/N DTC Meaning

448 P1623 The drive circuit for fuel consumption display is open.
449 P1624 Overtemperature of the drive circuit for fuel consumption display
450 P1625 TTLAMP drive circuit is short to power supply.
451 P1626 TTLAMP drive circuit is short to ground.
452 P1627 Overheating of TTLAMP drive circuit
453 P1633 The signal level of ECU temperature sensor is relatively high.
454 P1634 The signal level of ECU temperature sensor is relatively high.
455 P1635 The signal level of ECU temperature sensor is relatively low.
456 P1636 The signal level of ECU temperature sensor is relatively low.
457 P1637 The power supply voltage is too high.
458 P1638 The power supply voltage is too low.
459 P1639 The physical value of ECU temperature sensor exceeds the upper limit.
460 P163A The physical value of ECU temperature sensor falls below the lower limit.
461 P163B ECU temperature sensor SPI fault (LM71)
462 P1640 Compressor overtemperature in electrifying phase
463 P1643 Signal safety checkout error
464 P1645 The injection frequency is limited by the boosting electric quantity charging balance.
The injection frequency is limited by the high pressure fuel pump fuel quantity
465 P1646
balance.
466 P1647 The injection frequency is limited by the runtime.
467 P164C EGR valve circuit is open.
468 P164D EGR valve circuit is short to power supply.
469 P164E EGR valve circuit is short to ground.
470 P1650 EEP Clear Error
471 P1651 EEP Clear Error
472 P1652 An error is reported when the module’s data-writing is disabled for three times.
473 P165A Null dataset identifier
474 P165B Dataset switchover fault
475 P165C EEPROM data-reading error
476 P1660 ADC open circuit pulse test fault
477 P1662 The voltage being transformed by ADC module exceeds the set range of test voltage.
478 P1663 The radiometry correction exceeds the set range.
479 P1664 Monitoring control communication fault
480 P1665 SPI Monitoring control communication fault
121

S/N DTC Meaning

481 P1666 Several faults occur when testing the whole ROM zone.
The number of responsive bytes obtained from CPU in monitoring mode is too small
482 P1667
/ Error of the set response time of monitoring mode
483 P1668 Error of the set response time of monitoring mode
484 P166A OFF-route test time-out
485 P166B The electrifying time for injection is unreliable.
486 P166C The initial electrifying angle (SO E) is unreliable.
487 P166D ZFC is unreliable.
488 P166E Fuel injection monitoring mode 1
489 P166F Fuel injection monitoring mode 2
490 P1670 Error reported in fuel injection correction
491 P1671 Unreliable rail pressure
The torque limit is set once any error is detected before the MoCSOP's error is
492 P1672
generated.
493 P1673 Monitoring OFF-route forward test fault
494 P1674 Monitoring fault mode 3
495 P1675 The negative deviation of throttle controller is below the lower limit for a long time.
496 P1676 Open circuit of EGR valve bridge-H
497 P1677 Overload of EGR valve bridge-H
499 P167B CY33X fault
The set value of rail pressure is limited by the torque limit of the function control
500 P167C
unit.
501 P1680 The cruise indicator drive circuit is open.
502 P1681 Overtemperature of cruise indicator drive circuit
503 P1682 The cruise indicator drive circuit is short to power supply or high level.
504 P1683 The cruise indicator drive circuit is short to ground.
505 P1684 The grill heater is always ON.
506 P1685 DFC mechanical fault when turning on ignition switch
507 P1686 Fuel filter heating power level temperature fault
508 P1687 CJ945 Power level no load fault
509 P1688 CJ945 Power level no load fault
510 P1689 Overheating of intake air heater drive circuit
511 P168A CJ945 Overheating fault
512 P168B CJ945 Power level is short to battery.
122

S/N DTC Meaning

513 P168C CJ945 Power level is short to battery.
514 P168D CJ945 Power level is short to ground.
515 P168E CJ945 Power level is short to ground.
516 P1700 Unreliable clutch signal / Clutch signal error
517 P1710 Overheating of engine speed sensor
518 P1720 Transmission neutral position signal
519 P2002 The particulate oxidation catalyst device is removed.
520 P2004 Overcurrent of EGR valve bridge-H based on temperature
524 P2014 Under-voltage of EGR valve bridge-H
525 P2015 The turbocharger control valve is stuck.
526 P2072 The throttle valve is frozen.
527 P2076 An error is reported when the EGR valve is stuck in closing or opening.
528 P2077 The signal level of swirl valve position sensor is relatively low.
The signal level measured by the variable swirl valve position sensor is above the
529 P2078
limit.
530 P207A Overtemperature of EGR valve bridge-H chip
531 P207B The short-term jitter of EGR valve exceeds the limit.
532 P2100 Open circuit of throttle bridge-H
533 P2101 Overcurrent of throttle bridge-H
534 P2102 Output circuit 1 of throttle bridge-H is short to ground.
535 P2103 Output circuit 1 of throttle bridge-H is short to battery.
536 P2135 Signals of accelerator pedal position sensor 1 and 2 are unreliable.
537 P213A Open circuit of EGR valve bridge-H
538 P213B Overload of EGR valve bridge-H
539 P213C The Port 2 of EGR valve bridge-H chip is short to ground.
540 P213D The Port 2 of EGR valve bridge-H chip is short to ground.
543 P2146 Short circuit
544 P2149 Short circuit
545 P2157 Unreliable vehicle speed signal
123

S/N DTC Meaning

546 P2173 False positive deviation of throttle regulator
547 P2175 False negative deviation of throttle regulator
548 P2226 Fault of signal obtained from CAN by air pressure sensor
549 P2228 The signal value of ambient pressure is below the lower limit.
550 P2229 The signal value of ambient pressure is above the upper limit.
552 P2265 An error is reported when the moisture content in fuel is detected.
556 P2269 The sensor self-checking signal level is above the upper limit.
557 P2290 The rail pressure is below the minimum set value.
558 P242F The particulate filter smoke load exceeds the maximum.
559 P2454 The signal level of particulate filter differential pressure sensor is relatively low.
560 P2455 The signal level of particulate filter differential pressure sensor is relatively high.
561 P2458 Particulate filter regeneration permanent fault
562 P245A EGR cooler bypass valve fault
563 P245B Too low EGR cooling efficiency
564 P245D The signal level of EGR cooler sensor is relatively high.
565 P250F Danger is caused by too low fuel level and air ingress into hydraulic system.
566 P2519 A/C switch CAN input signal error
567 P2522 The compressor torque reduction command circuit in electrifying phase is open.
568 P2562 The turbocharger bridge-H chip circuit is open.
569 P2563 The turbocharger control valve is stuck.
570 P2564 The original voltage of EGR valve sensor signal is below the lower limit.
571 P2565 The original voltage of EGR valve sensor signal is above the upper limit.
572 P2621 The throttle signal level is relatively low.
573 P2622 The throttle signal level is relatively high.
574 P2626 The oxygen sensor pump current terminal IP is in open circuit.
575 B0020 Airbag collision status
576 U0121 ABS ECU main data loss
577 U0400 CAN received frame BCM1 message length error
578 U0415 CAN received frame ABS1 message length error
124

Section V. Fault Diagnosis for Electronic-Controlled Common Rail Diesel Engines

z Prior to disconnecting or reconnecting the power cord of engine control module (ECM), be sure to turn off the
ignition switch, in order not to damage the ECM.
z All types of engine DTCs are stored in the ECM memory.
z The engine DTCs should be cleared after the maintenance.
Common DTCs and Troubleshooting Methods for Electronic Control Systems of Diesel Engines
1.
DTC P0475 The exhaust brake valve control line is open.

P0476 The ECU internal driver module of exhaust brake valve control line is
overheating.
P0477 The exhaust brake valve control line is short to ground.
P0478 The exhaust brake valve control line is short to high level.
Exhaust brake actuator
Fault Description: The engine control unit (ECU) shall actuate the exhaust braking after processing the signal
received from the exhaust brake switch and also check if the exhaust brake feedback signal matches with the ECU
control command. If not, DTC shall be reported.
Diagnosis Hint: The intermittent failure may be caused by poor contact of wire, abrasion of the insulation or damage
of the wire inside insulation.
Check for the following conditions:
z Poor contact of ECU or exhaust brake valve – Check the harness connector
– Loose terminal
– Poor matching and connection
– Breakage of keeper
– Distortion or damage of terminal
– Poor contact between terminal and wire
z Damage of harness – Check the harness for any damage
Terminal ECU
K29 Exhaust brake actuator
125

Fault Tree:
Check the检查制动阀连接
connection of brake valve.
Connector
插接件问题 fault Y Repair or replace it.
检修或更换
对制动阀外观检测
Check the appearance of brake valve.
制动阀问题
Fault of brake valve Y 更换制动阀
Replace the brake valve.
Check the ECU connector.

检查ECU插接件 Y 检修或更换
Repair or replace it.
Replace
更换ECUthe ECU.
联系技术支持
Get the Technical Support.
126

2.
DTC P0069 The boost pressure sensor drift

The boost pressure sensor output voltage is below the lower limit (the wiring
P0237
is short to ground).
The boost pressure sensor output voltage is above the upper limit (the wiring
P0238
is open or short to high level).
The voltage of intake air temperature sensor is too low (the wiring is short to
P0097
ground).
The voltage of intake air temperature sensor is too high (the wiring is open
P0098
or short to high level).
5V power supply
Boost pressure /
Pressure signal
intake air
temperature sensor Ground
Temperature signal
Fault Description: The boost pressure sensor shall make response to the pressure change of intake manifold. The
pressure changes with the engine load. The ECU shall supply 5V voltage to the 5V reference voltage circuit of boost
pressure sensor and also supply grounding for the low reference voltage circuit. The boost pressure sensor shall
provide a signal that is related to the pressure change of intake manifold to ECU via the boost pressure sensor signal
circuit. When the intake manifold pressure is relatively low (for example: during idling period), the low level signal
voltage shall be detected by the ECU. When it is relatively high (for example: with the accelerator pedal fully open
(WOT)), the high level signal voltage shall be detected. The boost pressure sensor is also for determining the
barometric pressure (BARO). When the ignition switch is turned on without starting the engine, the following
condition shall occur. As long as the accelerator pedal position sensor signal is more than 28%, the barometric
pressure reading shall be updated. The boost pressure sensor includes the following circuits:
z A 5V reference voltage circuit
z A low reference voltage circuit
z A MAP sensor signal circuit
If the boost pressure sensor signal detected by ECU is beyond the set range, relevant DTC shall be generated.
The intake air temperature (IAT) sensor is a kind of variable resistor that can measure the temperature of air into the
engine. The ECU shall supply 5V voltage to the signal circuit of IAT sensor and also supply grounding for the
reference voltage circuit of IAT sensor. When the IAT sensor is in cold state, the sensor resistance is relatively high.
When the air temperature increases, the sensor resistance shall decrease. When the sensor resistance is relatively high,
the voltage of IAT sensor signal circuit detected by ECU shall be relatively high. With the decrease of sensor
resistance, the voltage of IAT sensor signal circuit detected by ECU shall decrease also. If the signal voltage of IAT
sensor detected by ECU is too low (indicating the temperature is too high), or too high (indicating the temperature is
too low), relevant DTC shall be generated.
127

Diagnosis Hint:
The normal boost pressure sensor shall make quick response to the change of accelerator pedal position, so its slow
action should not appear or it should not act slower than the change of accelerator pedal position.
For poor contact inspection between ECU and IAT sensor, please check the ECU harness connector for the following
conditions:
− Loose terminal
− Poor matching and connection
− Breakage of keeper
− Distortion or damage of terminal
− Poor contact between terminal and wire
Terminal ECU
A07 Power supply terminal of sensor
A53 Temperature signal terminal
A54 Pressure signal terminal
A28 Ground terminal of sensor
128

Fault Tree:
Check the component connector.
Connector fault Repair or replace it.
Detect the sensor.
Sensor fault Replace the sensor.
Fault of ECU connector Repair or replace it.
Check continuity and insulating

property.
Electrical fault Repair the harness.
Replace the component.
Does the problem still exist? Get the Technical Support.
129

3.
DTC P0087 The fuel pressure is below the lower limit.

P0088 The fuel pressure is above the upper limit.
P0191 The forward drift of common rail pressure sensor is too large.
The common rail pressure sensor output voltage is below the lower limit (the wiring
P0192
is short to ground).
The common rail pressure sensor output voltage is above the upper limit (the
P0193
wiring is open or short to high level).
P0194 The reverse drift of common rail pressure sensor is too large.
P1011 The positive deviation of rail pressure control is above the upper limit.
P1012 The positive deviation of rail pressure control exceeds the upper limit greatly.
P1013 The negative deviation of rail pressure control is below the lower limit.
5V power supply
Common rail Rail pressure signal
pressure sensor
Ground
Fault Description: The common rail pressure sensor shall make response to the change of fuel pressure in common
rail pipe. The pressure changes with the engine load. The ECU shall supply 5V voltage to the 5V reference voltage
circuit of common rail pressure sensor and also supply grounding for the low reference voltage circuit. The common
rail pressure sensor shall provide a signal that is related to the change of fuel pressure in common rail pipe to ECU via
the common rail pressure sensor signal circuit. When the fuel pressure in common rail pipe is relatively low (for
example: during idling period), the low level signal voltage shall be detected by the ECU. When it is relatively high
(for example: with the accelerator pedal fully open (WOT)), the high level signal voltage shall be detected. The
common rail pressure sensor provides an important parameter for determining engine operation. When its signal is
lost, the engine shall stop operation. The common rail pressure sensor includes the following circuits:
z A common rail pressure sensor signal circuit
If the common rail pressure sensor signal detected by ECU is beyond the set range, relevant DTC shall be generated.
Diagnosis Hint: When the ignition switch is turned on with engine off, the pressure in common rail pipe is zero and
the signal voltage level is low. By comparing the readings with those of the same sensor that is known good, the
accuracy of the suspicious sensor can be checked. Their difference should be no more than 0.4V. Perform overall
inspection for common rail pressure sensor to see if it is damaged.
During engine starting, any pressure change in the common rail pipe should be detected by the common rail pressure
sensor, through which, we can determine if the sensor is stuck at a certain value.
The normal common rail pressure sensor shall make quick response to the change of accelerator pedal position, so its
slow action should not appear or it should not act slower than the change of accelerator pedal position.
130

Terminal ECU
A06 Power supply terminal of common rail pressure sensor
A52 Signal terminal of common rail pressure sensor
A40 Ground terminal of common rail pressure sensor
131

Fault Tree:
Read DTC.
Fault of fuel metering unit Repair accordingly.
Check the common rail pressure

sensor.
Fault of common rail pressure

sensor Repair accordingly.
Check the low pressure oil circuit

by referring to fault tree of “Low
Pressure Oil Circuit”.
Fault of the low pressure oil

circuit Repair accordingly.
Fault of the high pressure oil

Repair the harness.
circuit
132

Inspection for Low Pressure/High Pressure Oil Circuit:
Low pressure oil circuit
Check fuel tank supply. Only checking the fuel tank

level indicator is not enough, for its indication may
be invalid.
Is there no fuel in the fuel tank? Add fuel.
Check the status and function of manual pump.
Fault of manual pump Repair accordingly.
Visually inspect the low pressure pipeline (leakage,

coordination, connection)
Fault of low pressure pipeline Repair accordingly.
Ensure there is no air bubble in the low pressure oil

circuit.
Find out where the air comes from
Is there air in the oil circuit? and repair the system, and then clean
the fuel pipe.
Ensure the diesel filter model and the connection of

fuel inlet and outlet are correct.
Replace the current filter with the

Incorrect signal or connection original one or connect the inlet and
outlet pipes of filter correctly.
High pressure oil circuit
Make diagnosis for the high pressure oil circuit in

strict accordance with the diagnostic procedures for
high pressure oil circuit.
Is there any problem? Repair accordingly.
The high pressure oil circuit is intact.
133

4.
DTC P0116 The dynamic characteristics of coolant temperature sensor are unreliable.
The coolant temperature sensor output voltage is below the lower limit (the
P0117
wiring is short to ground).
The coolant temperature sensor output voltage is above the upper limit (the
P0118
wiring is open or short to high level).
P0119 The static characteristics of coolant temperature sensor are unreliable.
Coolant temperature
Coolant temperature signal (High)
sensor Coolant temperature
signal (Low)
Fault Description: The engine coolant temperature (ECT) sensor is a kind of negative temperature coefficient
variable resistor, which can measure the engine coolant temperature. Its resistance shall decrease with the increase of
temperature, so the signal value input into ECU in the form of voltage shall decrease accordingly. The voltage signal
range is 0-5V. The ECU searches the characteristic curve of the sensor and converts it into engine coolant temperature.
The diagnostic module of engine coolant temperature sensor shall make fault judgment based on this temperature
value. The ECU shall supply 5V voltage to the signal circuit of engine coolant temperature sensor and also supply
grounding for the low reference voltage circuit. If the signal voltage of engine coolant temperature sensor detected by
ECU is too low (indicating the temperature is too high), or too high (indicating the temperature is too low), relevant
DTC shall be generated.
The following table illustrates the difference among temperature, resistance and voltage.
Resistance of coolant temperature Signal voltage of coolant temperature

Engine coolant temperature
sensor sensor
Low High High
High Low Low
Diagnosis Hint:
Overheating may result in generation of this DTC. After the engine is started, the temperature of engine coolant
temperature sensor should increase steadily and become stable after the thermostat is disconnected. Test the engine
coolant temperature sensor under different temperature to check for any error of sensor. If any, the error may result in
failure of control performance. After the engine is laid up for a night, the indication difference between IAT sensor and
engine coolant temperature sensor should be within 3°C (5°F). Refer to “Temperature and Resistance”.
Poor contact between ECU and engine coolant temperature sensor – Check the harness connector for:
− Loose terminal
134

Check the harness for any damage. If the harness appears normal, observe the ECT indication on the diagnostic tool
while moving relevant connector and harness of ECT sensor. If the ECT indication changes, there must be failure in
that part. If the DTC won’t appear again, the fault record data can be used for determining the self-diagnostic code and
the running mileage after the previous setting can be used for determining the occurrence frequency of that condition,
which can facilitate the troubleshooting for overheating.
After the engine is started, the engine coolant temperature shall increase steadily to about 90°C (194°F) and then
become stable after the thermostat is disconnected.
Terminal ECU
A37 Signal terminal of ECT sensor
A50 Ground terminal of ECT sensor
135

Fault Tree:
Check the sensor connection.
Connector fault Repair accordingly.
Detect the sensor resistance. (Is it consistent with

the vehicle condition?)
Fault of sensor resistance Replace the sensor.
Fault of ECU connector Repair accordingly.
Check continuity and insulating property.
136

5.
DTC P0122 The output voltage of accelerator pedal potentiometer 1 is below the lower limit.
P0123 The output voltage of accelerator pedal potentiometer 1 is above the upper limit.
P0222 The output voltage of accelerator pedal potentiometer 2 is below the lower limit.
P0223 The output voltage of accelerator pedal potentiometer 2 is above the upper limit.
Power supply of sensor

1
Signal 1
Ground of sensor 1
Electronic
accelerator pedal Power supply of sensor
2
Signal 2
Ground of sensor 2
Fault Description: The accelerator pedal assembly consists of two accelerator pedal position (APP) sensor. The APP
sensors are installed on the pedal assembly and are not repairable. The APP sensor shall supply a signal voltage that
changes with the accelerator pedal position. The ECU shall supply an individual 5V reference voltage circuit and a
low level reference voltage circuit to each APP sensor. With the pedal depressed, the signal voltage of APP sensor 1
shall increase, viz. increasing from about 0.7V (at the released position) to above 4V (at the fully depressed position).
With the pedal depressed, the signal voltage of APP sensor 2 shall increase, viz. increasing from about 0.3V (at the
released position) to above 2V (at the fully depressed position).
APP sensor 1 and 2 are installed in the accelerator pedal assembly. Each one consists of the following circuits:
z A signal circuit
With those circuits, the APP sensors can provide the signal voltage that is proportional to the displacement of
accelerator pedal to the ECU. Two processors, located in the ECU, are adopted to monitor the data of throttle actuator
control system. Each signal circuit shall provide the signal voltage that is proportional to the displacement of
accelerator pedal to two processors. Those two processors shall monitor each other to verify whether the indicated
value of pedal position is correct or not. The test method of ECU is: making the signal of APP sensor 2 lower
instantaneously to see if the signal of APP 1 is also made lower.
Diagnosis Hint: During testing, if it is necessary to detect the ECU harness connector or component harness
connector, a diagnostic connector should be adopted to test the adapter component.
If several DTCs appear simultaneously, please check if the signal circuits for APP sensor 1 and 2 are short to each
other.
137

Terminal ECU
K28 Power supply terminal of APP sensor 1
K81 Signal terminal of APP sensor 1
K67 Ground terminal of APP sensor 1
K22 Power supply terminal of APP sensor 2
K60 Signal terminal of APP sensor 2
K58 Ground terminal of APP sensor 2
138

Fault Tree:
Visually check the component.
Component fault Replace the component.
ECU connector fault Repair accordingly.
139

6.
DTC P0201 The 1st cylinder fuel injector circuit is open.

P0263 Other errors of the 1st cylinder fuel injector
P1200 The forward error correction of the 1st fuel injector is too large.
P1201 The reverse error correction of the 1st fuel injector is too large.
P120C The dynamic forward error correction of the 1st fuel injector is too large.
P120D The dynamic reverse error correction of the 1st fuel injector is too large.
P1613 The electrifying time detected by galloping prevention monitor is too long.
1st cylinder fuel injector “High”
1st cylinder fuel injector “Low” 1st cylinder
Fault Description: The ECU controls the switching-on circuit of fuel injector directly. The ECU controls the time for
switching on each fuel injector via adopting a device named “Driver” to supply PWM current to each fuel injector
control circuit. The driver owns a feedback circuit, which is monitored by ECU to verify if the control circuit is open
or short. If any failure in the fuel injector control circuit is detected by ECU, the fuel injector control circuit DTC shall
be generated.
Diagnosis Hint: For the failure in wire connector shall trigger the setting of DTC, be sure to check the connectors
relevant to this diagnostic procedure for short circuit of terminal or poor contact of wire, prior to replacement of any
component. Observe the state parameter of relevant fuel injector on the diagnostic tool while shaking the wire and
connector relevant to the test. If any intermittent failure is existed in the tested wire or connector, the relevant failure
shall be displayed on the diagnostic tool.
Performing compression test is helpful for locating the intermittent failure.
Terminal ECU
A16 1st fuel injector “High”
A47 1st fuel injector “Low”
140

Fault Tree:
Turn off the ignition switch and check the fuel
injector connector.
Disconnect the fuel injector and turn on the ignition

switch.
Refer to “Inspection of Fuel Injector

Does the problem still exist? Wiring” listed below.
Clear the DTC, turn off the ignition switch, reconnect

the fuel injector and turn on the ignition switch.
Replace relevant fuel injector and

update the ECU data.
Does the problem reoccur?
Repeat the above procedures for other fuel injectors.
Check the wiring of fuel injector.
141

7.
DTC P0202 The 2nd cylinder fuel injector circuit is open.

P0264 The low end of the 2nd fuel injector is short to the high end.
P0265 The low end of the 2nd fuel injector is short to the high level.
P0266 Other errors of the 2nd cylinder fuel injector
P1202 The forward error correction of the 2nd fuel injector is too large.
P1203 The reverse error correction of the 2nd fuel injector is too large.
P120E The dynamic forward error correction of the 2nd fuel injector is too large.
P120F The dynamic reverse error correction of the 2nd fuel injector is too large.
2nd cylinder fuel injector “High”
2nd cylinder fuel injector “Low” 2nd cylinder
be generated.
Diagnosis Hint:
For the failure in wire connector shall trigger the setting of DTC, be sure to check the connectors relevant to this
diagnostic procedure for short circuit of terminal or poor contact of wire, prior to replacement of any component.
Observe the state parameter of relevant fuel injector on the diagnostic tool while shaking the wire and connector
relevant to the test. If any intermittent failure is existed in the tested wire or connector, the relevant failure shall be
displayed on the diagnostic tool.
Terminal ECU
A02 2nd fuel injector “High”
A31 2nd fuel injector “Low”
142

Fault Tree:
injector connector.

switch.
Does the problem still exist? Refer to “Inspection of Fuel Injector

Wiring” listed below.


Does the problem reoccur? update the ECU data.
143

8.
DTC P0203 The 3rd cylinder fuel injector circuit is open.

P0267 The low end of the 3rd fuel injector is short to the high end.
P0268 The low end of the 3rd fuel injector is short to the high level.
P0269 Other errors of the 3rd cylinder fuel injector
P1204 The forward error correction of the 3rd fuel injector is too large.
P1205 The reverse error correction of the 3rd fuel injector is too large.
P1210 The dynamic forward error correction of the 3rd fuel injector is too large.
P1211 The dynamic reverse error correction of the 3rd fuel injector is too large.
P1239 Other errors of the 3rd cylinder fuel injector
P123A Other errors of the 3rd cylinder fuel injector
P123B Other errors of the 3rd cylinder fuel injector
1st fuel injector “High”

3rd cylinder
1st fuel injector “Low”
be generated.
Terminal ECU
A01 1st fuel injector “High”
A46 1st fuel injector “Low”
144

Fault Tree:
injector connector.

switch.

Does the problem still exist?
Wiring” listed below.
Clear the DTC, turn off the ignition switch,

reconnect the fuel injector and turn on the ignition
switch.

145

9.
DTC P0204 The 4th cylinder fuel injector circuit is open.

P0270 The low end of the 4th fuel injector is short to the high end.
P0271 The low end of the 4th fuel injector is short to the high level.
P0272 Other errors of the 4th cylinder fuel injector
P1206 The forward error correction of the 4th fuel injector is too large.
P1207 The reverse error correction of the 4th fuel injector is too large.
P1212 The dynamic forward error correction of the 4th fuel injector is too large.
P1213 The dynamic reverse error correction of the 4th fuel injector is too large.
P123C Other errors of the 4th cylinder fuel injector
P123D Other errors of the 4th cylinder fuel injector
P123E Other errors of the 4th cylinder fuel injector
2nd fuel injector “High”

4th cylinder
2nd fuel injector “Low”
be generated.
Terminal ECU
A17 2nd fuel injector “High”
A33 2nd fuel injector “Low”
146

Fault Tree:
injector connector.

switch.

Does the problem still exist? Wiring” listed below.


147

10.
DTC P0251 The control line of fuel level control unit is open.
P0252 The ECU internal driver module of fuel level control unit is overheating.
P0253 The control line of fuel level control unit is short to ground.
P0254 The control line of fuel level control unit is short to high level.
Control of fuel metering unit Fuel metering unit
Fault Description: The fuel metering unit is for adjusting the fuel supply and the fuel pressure. When the control coil
of metering unit is off, the inlet fuel metering proportional valve of the unit shall be closed, cutting off the fuel
supplied to the high pressure fuel pump plunger component. When the control coil of metering unit is electrified, the
ECU shall change the fuel inlet sectional area of metering component via pulse signal according to the actual demand,
through which, the fuel supplied to the high pressure fuel pump plunger component shall be changed. If the fuel
metering control signal voltage detected by ECU is abnormal, the DTC shall be generated.
Diagnosis Hint: The metering component is mounted at the fuel inlet of high pressure pump. The engine’s fuel
supply shall be affected directly by the opening sectional area of the fuel metering unit control valve. Provided that the
fuel metering unit control line is normally connected, monitor the engine fuel supply amount and pressure while
moving relevant connector and wire to check if any fault is triggered. If any, the indication of fault diagnostic unit
shall change. This is help for locating the intermittent failure.
The intermittent failure may be caused by poor contact of control part. As for poor contact between ECU and fuel
metering unit, please check the ECU harness connector for the following conditions:
− Loose terminal
Check the harness for any damage. If the harness appears normal, observe the fuel pressure indicated on the diagnostic
tool while moving relevant connector and harness of fuel metering unit. If the pressure indication changes, there must
be failure in that part.
Terminal ECU
A19 Power supply terminal of fuel metering unit
A49 Signal terminal of fuel metering unit
148

Fault Tree:
Check the connector of fuel metering unit.
Measure the resistance of fuel metering unit

(it is about 5.3 Ohms at 20℃)
Resistance fault Repair the fuel metering unit.
149

11.
DTC P0335 No signal from crankshaft sensor

P0336 False signal from crankshaft sensor
Signal
Wheel speed sensor Ground
Shielded wire
Diagnosis Hint: The signal of crankshaft position (CKP) sensor is used for indicating the rotary speed and position of
crankshaft. The CKP sensor shall generate an AC voltage of different amplitude and frequency. The frequency relies
on the rotary speed of crankshaft and the output AC voltage relies on the crankshaft position. The CKP sensor shall
coordinate with a 58X variable reluctance rotor fixed on the crankshaft. The ECU can synchronize the timing control
for fuel injectors according to the input signals of CKP sensor and camshaft position sensor. The CKP sensor can also
be applied for testing misfire and tachometer indication. The signal circuit and the low reference voltage circuit of
CKP sensor are directly connected to ECU. The shielded and grounded circuit should be grounded. In addition, when
the 1st and the 4th cylinders are at TDC, the CKP sensor shall also send a signal to ECU. The ECU shall monitor the
signals of CKP sensor and camshaft position sensor to determine whether the 1st cylinder is in compression stroke or
not. The circuits between CKP sensor and ECU include:
Signal circuit of CKP sensor
Low reference voltage circuit of CKP sensor
Shielded and grounded circuit
If the number of crankshaft position pulses sent out by the CKP sensor detected by the ECU is incorrect, the DTC
shall be generated.
Diagnosis Hint: There is failure in camshaft position sensor circuit.
CKP sensor variable reluctance rotor is dislocated or incorrectly installed.
Large crankshaft end play leads to dislocation of variable reluctance rotor.
There is blockage between CKP sensor and variable reluctance rotor.
Check connectors of CKP sensor and ECU for any corrosion.
Prior to maintenance, all fragments should be removed from the connector surfaces. Prior to diagnosis or replacement,
please check the connector gaskets to ensure they are properly installed to avoid ingress of any pollutant.
z Poor terminal connection – Check the harness connector for any loose terminal, mismatching, damaged keeper,
improper form or damage, poor contact between terminal and wire. Check if the matched terminal is adopted.
Check if the test tension is appropriate.
z Harness damage – Check the harness for any damage. If the harness appears normal, observe the indication on
the diagnostic tool while moving relevant connector and harness of the sensor. If the indication changes, there
must be failure in that part.
150

z Check if the ground and connection of ECU and engine is reliable and clean. If the DTC is determined to be
intermittent failure, please refer to the fault records to find out when the previous DTC is set.
Terminal ECU
A13 Signal terminal of CKP sensor
A14 Negative signal terminal of CKP sensor
A56 Shielded terminal of CKP sensor
151

Fault Tree:
The new sensor is connected.
Does the problem still exist? Replace the target wheel.
The new target wheel is installed.
152

12.
DTC P0340 No signal from phase sensor

P0341 False signal from phase sensor
5V power supply
Camshaft position
sensor CMP signal
Ground
Fault Description: The camshaft position (CMP) sensor is a Hall Effect switch. The ECU shall supply 5V voltage to
the 5V reference voltage circuit and also supply grounding for the low reference voltage circuit. The CMP sensor shall
provide a signal voltage to ECU by coordinating with 1X variable reluctance rotor. The ECU shall make use of this
signal voltage to determine the camshaft position. The CMP sensor links the crankshaft with the camshaft position to
facilitate ECU to determine which cylinder the fuel should be injected to. During the rotation of camshaft, the variable
reluctance rotor changes the magnetic field generated by the magnet in sensor and send a signal to ECU via the signal
circuit. The CMP sensor circuit is directly connected to ECU. The CMP sensor can also be adopted to tell which
cylinder has misfire. The circuits between CMP sensor and ECU include:
High reference voltage circuit of CMP sensor
Ground circuit
Camshaft position signal circuit
When no occurrence of minimum camshaft position synchronization is detected by ECU or there is failure in CMP
sensor signal circuit, DTCs shall be generated.
Diagnosis Hint: Prior to maintenance, all fragments should be removed from the connector surfaces. Prior to
diagnosis or replacement, please check the connector gaskets to ensure they are properly installed to avoid ingress of
any pollutant.
Poor terminal connection – Check the harness connector for any loose terminal, mismatching, damaged keeper,
improper form or damage, poor contact between terminal and wire. Check if the matched terminal is adopted. Check
if the test tension is appropriate.
Harness damage – Check the harness for any damage. If the harness appears normal, observe the indication on the
diagnostic tool while moving relevant connector and harness of the sensor. If the indication changes, there must be
failure in that part.
Check if the ground and connection of ECU and engine is reliable and clean. If the DTC is determined to be
intermittent failure, please refer to the fault records to find out when the previous DTC is set.
Terminal ECU
A08 Signal terminal of phase sensor
A57 Negative signal terminal of phase sensor
A35 Shielded terminal of phase sensor
153

Fault Tree:
Visually check the sensor.
Sensor fault Replace the sensor.
Check the signals of camshaft and crankshaft

sensor with oscilloscope if possible.
Signal fault Repair accordingly.
Check the target wheel of camshaft.
Fault of target wheel Replace the target wheel.
Check the positioning of camshaft target wheel.
False positioning of camshaft target wheel Correct the positioning of target wheel.
154

13.
DTC P0380 The glow plug works without the command from ECU.
P0382 The glow plug doesn’t work with the command from ECU.
P0383 ECU control line for glow plug is short to ground.
P0384 ECU control line for glow plug is short to high level.
P0670 ECU control line for glow plug is open or its driver module is overheating.
Glow plug
Power supply
Preheating control signal

Preheating relay Main relay
Preheating feedback signal
Fault Description: The main part of glow plug is tubular heating element, which is securely and tightly installed
inside the glow plug shell, making it resistant to corrosion and thermal shock. The heating element is composed of
two resistance elements connected in series; they are installed in the top of heat pipe forming respectively a heating
coil and a control coil. The glow plug controller controls over the glow plug via a power relay and electrical switch
group. It can control the heating time of glow plug and also serve as a protection and monitoring device. The higher
level glow plug controller has diagnosis function, so it can distinguish an individual fault of glow plug and indicate it
to the driver. A multilevel socket is equipped on the control input terminal of glow plug controller for connecting with
ECU. To avoid voltage drop, screw pins or plugs should be equipped in the series circuit that is connected with the
glow plug. The post-heating upon a success start can facilitate the uninterrupted speed increase and idling with little
smoke in the process of heating, which can reduce the combustion noise in cold starting. If it fails, the glow plug
protection circuit shall open to avoid overdischarging of battery. If no preheating control signal is detected by ECU or
the detected control signal is inconsistent with the actual, relevant DTCs shall be generated.
Diagnosis Hint: The failure may be caused by poor contact of wire or loose connector. As for poor contact of ECU or
preheating control unit, check the harness connector for the following conditions:
Loose terminal
Poor matching and connection
Distortion or damage of terminal
Poor contact between terminal and wire
Damage of harness – Check the harness for any damage
Terminal ECU
K90 Control signal of preheating relay
K57 Preheating time feedback signal
155

Fault Tree:
Check检查预热塞接插件
the connector of glow plug.
接插件问题
Connector fault Y 做必要的修理
Repair accordingly.
N
检查ECU接插件
接插件问题
Repair accordingly.
Check continuity
检查连续性和绝缘性 and insulating property.
电气问题
Electrical fault Y 修理线束
Repair the harness.
Replace
更换预热塞the glow plug.
Does 问题仍否存在
the problem still exist? Y 联系技术支持
156

14.
DTC P0500 Error of vehicle speed sensor acquisition hardware

P0501 The vehicle speed sensor signal is unreliable.
Fault Description: Vehicle speed sensor (VSS) provides vehicle speed signals to ECU. It is a kind of Hall Effect
sensor. When the rotor gear tooth of transmission output shaft passes through the magnetic field of sensor, the VSS
shall generate a signal voltage, whose frequency shall increase with the vehicle speed. The ECU shall convert the
signal voltage into vehicle speed and make use of the vehicle speed signal to determine the working status of vehicle.
If this signal is lost or abnormal, relevant DTCs shall be generated.
Diagnosis Hint: Check the harness for any damage. If the harness appears normal, observe the indication on the
digital multimeter while moving relevant connector and harness of the actuator. If the indication changes in testing,
there must be failure in that part. The intermittent failure may be caused by poor contact, abrasion of wire insulation
or breakage of the wire inside insulation. Make sure the vehicle speed sensor is correctly fixed onto the transmission
housing.
Terminal ECU
K75 VVS input signal
157

Fault Tree:
Check the VVS.
VVS fault Replace the VVS.
158

15.
DTC P0504 Unreliable comparison between main and auxiliary brake pedal signals
Main brake switch

Auxiliary brake switch
Fault Description: The brake switch detects the brake pedal action and sends the signal to ECU. The brake switch is
equipped with two switches, viz. main and auxiliary brake switches. When these two signals are input, these signals
are determined by ECU to be normal brake signals. The switch signals are relevant to the accelerator pedal, for
controlling the fuel amount during braking. There should be no failure when you operate the accelerator pedal at the
point of depressing the brake pedal, but the fuel amount shall be reduced when you operate the accelerator pedal with
the brake pedal depressed. If the voltage signal of brake switch is inconsistent with the actual, the DTC shall be
generated.
Diagnosis Hint: Check the wiring connector for poor contact, distorted or damaged terminal.
Terminal ECU
K17 Main brake switch signal
K80 Auxiliary brake switch signal
159

Fault Tree:
Visually check the component.
Component fault Replace the component.
ECU connector fault Repair accordingly.

property.
160

16.
DTC P0562 Too low battery voltage

P0563 Too high battery voltage
P1617 The engine cannot be shut down with too high internal supply voltage.
P1618 The engine cannot be shut down with too low internal supply voltage.
P1637 Too high voltage in ECU internal power supply module
P1638 Too low voltage in ECU internal power supply module
Ignition
switch
Power supply of main relay Main relay
Control of main relay
Power supply of ignition switch
Fault Description: The ECU monitors the system voltage via the ignition voltage circuit. When the voltage exceeds
the set range, the parts may be damaged and the input reading may be incorrect. When the system voltage detected by
ECU is too low (below 11V) or too high (above 16V), relevant DTCs shall be generated.
Diagnosis Hint: Check if the diagnostic system is normal.
Check if the charging system is normal.
Perform relevant test for intermittent failure or poor contact.
Terminal ECU
K01 Positive battery terminal +Ra
K03 Positive battery terminal +Rb
K05 Positive battery terminal +Rc
K47 Main relay control
K46 Ignition switch power supply
161

Fault Tree:
Check the battery voltage at
igniting.
Battery fault Charge the battery.
Check the battery connection.
Fault of battery connectors Repair accordingly.
Check the resistance between chassis

and ECU ground.
Is the resistance too high? Adjust the ECU ground.
Check the charging circuit of battery.
Fault of charging circuit Repair accordingly.
162

17.
DTC P060A Communication failure of ECU internal chip CJ940
Fault Description: It is mainly used for monitoring the internal microprocessor integrity failure in ECU to determine
whether the ECU program is executed. With engine OFF and ignition switch ON, the ECU shall perform
self-diagnosis. If the self-diagnosis process is not finished, the control module shall record the corresponding
operating condition and store this information into “Fault Records” to set DTC.
Diagnosis Hint: If the self-diagnosis process is finished smoothly, the current DTC shall be cleared.
If this diagnostic instrument and other diagnosis irrelevant to exhaust pass the test in 40 continuous preheating
processes, the history DTC shall be cleared.
Fault Tree:
Read DTC.
Replace the ECU with a good one for debugging.
163

18.
DTC P0642 Sensor supply voltage 1 is too low.

P0643 Sensor supply voltage 1 is too high.
P0652 Sensor supply voltage 2 is too low.
P0653 Sensor supply voltage 2 is too high.
Fault Description: Due to the nature of sensor, some sensors require a voltage to finish the required function and
operation. The supply voltage of sensor is supplied by ECU. The ECU shall calculate the required voltage of sensor
according to its characteristic and supply the voltage to the sensor via control circuit. In the process of voltage
signaling, DTCs may occur due to virtual connection or poor connection of control circuit, etc.
Sensor supply voltage 1: The power supply for accelerator pedal 1 and CMP sensor
Sensor supply voltage 2: The power supply for accelerator pedal 2, absolute pressure sensor and common rail
pressure sensor.
Diagnosis Hint: Check the ECU power voltage for any fault. The power voltage detected by multimeter should
generally be 5V. Check the voltage signal supplied to relevant sensor. The fault may be caused by virtual connection,
poor contact of wire, abrasion of insulation or damage of the wire in insulation. Check the circuit for the following
conditions:
– Loose terminal
– Poor matching and connection
– Breakage of keeper
– Distortion or damage of terminal
– Poor contact between terminal and wire
– Damage of harness – Check the harness for any damage
164

Fault Tree:
Read DTC.
Provided that the signal lost is caused

by a certain sensor, disconnect each
sensor one by one until the fault
Read DTCs of all sensors corresponding disappears and the failed sensor is
to the power connector located. If all sensors are normal, check
for short circuit and the insulating
property of wires.
Match the connector correctly.
The problem is solved.
165

19.
DTC P0686 The main relay opens too early.

P0687 The main relay opens too late.
Ignition
switch
Power supply of main relay Main relay
Control of main relay
Power supply of ignition switch
Fault Description: With the ignition switch OFF, the input circuit of main relay through K47 is actuated by V3 and
ECU Pin K46 and the electromagnet picks up the contact of output circuit, so the output circuit of main relay is in
continuity. Then, the power supply into the internal control module via ECU Pin K01, K03 and K05. If the ECU
signal for relay control is distorted, DTC shall be generated.
Diagnosis Hint: The intermittent failure may be caused by poor contact, abrasion of wire insulation or breakage of
the wire inside insulation. The ignition 1 relay fault shall lead to the failed starting of engine, for there is no voltage in
the ignition coil or fuel injectors in electronic ignition system and they cannot work without being electrified.
Terminal ECU
K47 Main relay control signal
166

Fault Tree:
Check the relay connector.
Replace the relay (running ISO

circulation.)
Fault of ISO circulation Get the Technical Support.
167

20.
DTC P0704 Clutch signals are unreliable.
Clutch switch
Fault Description: Transmission control unit (TCU) is integrated with engine control unit (ECU) and calculates
optimal time and speed for clutch engagement according to feedback information from sensors of accelerator pedal,
transmission gear position, transmission input/output shaft speed, engine speed, throttle opening and etc. Automatic
transmission (AT) actuating mechanism consists of electric oil pump, solenoid valve and clutch cylinder. When ECU
gives command to drive electric oil pump, high-pressure fluid generated in the pump goes through solenoid valve and
gets into clutch cylinder. ECU controls magnitude of current of solenoid valve for the control of fluid flow and fluid
passage change. Thus piston movement of clutch cylinder is realized in order to complete clutch operation during
vehicle starting and shift. In the case of inconformity between clutch signal and actual condition, DTC occurs.
Diagnosis Hint: clutch switch fault
Check switch wire harness (Check Terminal 58 of ECU for open circuit, short circuit and poor contact.)
Check switch power supply voltage and operation condition.
Determine ECU replacement according to actual condition.
Terminals ECU
K55 Clutch switch signal
168

Fault Tree:
Check clutch switch.
Clutch switch fault Replace the clutch switch.
Check clutch switch harness.
Harness fault Repair the harness.
Check clutch switch power supply voltage.
Power supply signals are distorted. Repair accordingly.
Replace ECU and check
169

21.
There are faults (short circuit or open circuit) in ECU OBD malfunction
DTC P0650
indicator lamp (MIL) output connecting wire.
Connection of ECU system MIL output connecting wire is short to high
P1619
level.
P161A Connection of ECU system MIL output connecting wire is short to ground.
P161B ECU system MIL output connecting wire is open.
P161C ECU system MIL drive module is overheated.
Malfunction indicator lamp (MIL)
OBD indicator lamp
Fault Description: Malfunction indicator lamps (MIL) are located on instrument panel cluster (IPC). MILs inform
driver about fault generation and necessary maintenance for engine control system. Control module monitors MIL
control circuit for inconformity of commands for MILs. For example, when MIL is disconnected by command, control
module monitors low voltage or when MIL is connected by command, control module monitors high voltage. This is
indicated that there are faults. When control module discovers incorrect voltage or overhigh temperature of MIL
control circuit, DTC occurs. In the case of 20 samplings for output status of MIL drive, open circuit or overhigh
temperature faults are detected in 15 samplings at least. There are 100msec for each sampling. ECU detects incorrect
output status or overlarge current of MIL drive and such status lasts for more than 2sec; for every 10 samplings of
MIL drive output status, there are short circuit faults in 5 samplings at least with time consumption for each sampling
process as 12.5msec and ECU detects short circuit for more than 1sec under MIL drive output status. In the case of
conditions above, DTCs occur.
Diagnosis Hint: When short circuit fault is detected, control module should stop starting MIL drive within remained
travel. Control module records operation condition when diagnosis is failed. For the first diagnosis failure, control
module will keep this information in fault record. If diagnosis failure occurs during the second continuous ignition
cycle, control module records operation condition under diagnosis failure and writes the operation condition in frozen
fault condition and updates fault record.
Terminal ECU
K70 System MIL output signal
K71 OBD indicator lamp
170

Fault Tree:
Check connection between instrument panel and ECU.

检查仪表板与ECU的连接

接插件问题 Y 做必要的修理
Check continuity and insulating property..

检查连续性和绝缘性

电气问题 Y 修理线束
Replace corresponding components.

更换相应的器件

问题仍存在 Y 联系技术支持
171

22.
Mass air flow (MAF) signals measured by air flow meter without correction
DTC P0100
are too strong or too weak (Connection is in open circuit or short circuit).
Mass air flow (MAF) signals measured by air flow meter with correction are
P0101
too strong or too weak (Connection is in open circuit or short circuit).
P0102 Mass air flow sensor negative drift
P0103 Mass air flow sensor positive drift
P0104 Mass air flow sensor zero drift
P1100 Air mass flowmeter software correction is excessive.
Intake air temperature signal Power supply
Intake air flow signal

Air flow meter
Ground signal
Fault Description: Mass air flow (MAF) sensor is an air flow meter which is used in measurement of air inflow of
engine. ECU correctly supplies fuel supply with the use of signals from mass air flow sensor for all engine speeds and
loads. In the case of small air inflow of engine, it is indicated there is vehicle deceleration or engine idling. In the case
of large air inflow of engine, it is indicated there is vehicle acceleration or high engine load. Mass air flow (MAF)
sensor possesses circuits as follows:
One ignition 1 voltage circuit
One ground circuit
One signal circuit
ECU applies a voltage to sensor via signal circuit. The sensor uses the voltage to generate a corresponding frequency
for air inflow which gets through the sensor. During idle running, the frequency changes in the range around 2000Hz.
ECU calculates predicted air flow value with input signals from sensors as follows:
Atmosphere pressure in the case of ignition key connection
Intake manifold absolute pressure sensor
Intake air temperature sensor
Engine coolant temperature sensor
Engine speed
ECU compares mass air flow sensor frequency signal with predicted air flow valve and verify signal lag (lack of
change), too low or too high signal level under given operation condition with the comparison. When D-value
between actual mass air flow sensor frequency signal which is detected by ECU and air flow meter calculated value is
not in preconcerted range, DTC occurs.
Diagnosis Hint: Check mass air flow sensor harness and verify whether harness arrangement is too close to
components as follows:
172

— Additional accessories after sale
— Secondary ignition wires or coils
— Solenoid valve
— Relay
— Motor
In the case of idle running or deceleration, air flow goes through sensor may reach its minimum and this may lead to
DTC occurrence. Check down stream of mass air flow sensor for vacuum leaks. Check mass air flow sensing elements
for affixed dirt or scraps. Check intake system for water penetration. Once there is water in mass air flow sensor, it
will lead to sensor deviation and DTC occurrence.
Wide open throttle during vehicle acceleration for starting may lead to rapid parameter increase of mass air flow
sensor on fault diagnostic apparatus. In other words, 3-10g/sec during idle running will increase to 150g/sec for shift
from the 1st gear to the 2nd. If parameters do not increase, check intake system and exhaust system for clogging.
Check engine coolant temperature sensor for deviation or lag.
In the case of too high resistance in ignition 1 voltage circuit (i.e. equals to or more than 15Ω), DTC occurs.
Terminal ECU
K12 Intake air temperature signal
K20 Intake air flow signal
K63 Ground signal
173

Fault Tree:
Check air flow meter connectors.

检查空气流量计接插件
Repair accordingly.
接插件问题
检查ECU接插件
Check ECU connectors.
接插件问题
Repair accordingly.
Check for continuity and insulating property.

Repair the harness.

电气问题
更换空气流量计
Replace air flow meter.

问题仍否存在 Y 联系技术支持
174

23.
Connection for additional air temperature sensor of air mass flowmeter is

DTC P0110
short or open.
Temperature for additional air temperature sensor of air mass flowmeter is
P0112
too low.
Temperature for additional air temperature sensor of air mass flowmeter is
P0113
too high.
Analog output voltage for additional air temperature sensor of air mass
P1101
flowmeter is too high or too low.
Output duty ratio signal level of additional air temperature sensor of air
P1102
mass flowmeter is too high or too low.
Output duty ratio signal cycle of additional air temperature sensor of air
P1106
mass flowmeter is too long.
Output duty ratio signal cycle of additional air temperature sensor of air
P1107
mass flowmeter is too short.
Fault Description: Intake air temperature (IAT) sensor is a variable resistance for measurement of engine intake air
temperature. Air temperature sensor possesses a signal circuit and a low reference voltage circuit. ECU provides air
temperature sensor signal circuit with 5V voltage and provides air temperature sensor reference voltage circuit with
grounding. When air temperature sensor is under cold status, sensor resistance value is high. When air temperature
increases, sensor resistance value decreases. In the case of high sensor resistance, voltage of air temperature sensor
signal circuit detected by ECU is high. With decrease of sensor resistance, voltage of air temperature sensor signal
circuit detected by ECU reduces. In the case of too low detected air temperature signal voltage by ECU (it is indicated
that temperature is too high) or too high signal voltage (it is indicated that temperature is too low), DTC for this
occurs.
Differences among temperature, resistance and voltage are shown as the table below:
Temperature Temperature Sensor Resistance Temperature Sensor Signal Voltage

Low High High
High Low Low
Diagnosis Hint: Test air temperature sensor under different temperatures for evaluation of sensor errors. In the case of
sensor error, there will be control performance fault. Lay the engine up for one night, D-value between air temperature
sensor and engine coolant temperature sensor displayed values should be within 3°C (5°F). Please refer to
“Temperature and Resistance”. In the case of too high resistance of temperature sensor signal circuit or low reference
voltage circuit, DTC may not occur.
Check ECU harness connector for poor contact between ECU and temperature sensor
− Terminal looseness
− Poor fit of matching parts
− Locking plate fracture
− Terminal deformation or damage
175

Check harness damage. If the harness seems to be normal, move relevant connector and harness for intake air
temperature (IAT) sensor and check display about IAT on diagnostic tool. If display of IAT changes, it is indicated that
there is fault in the part.
Fault Tree:
检查传感器连接
Check sensor connection.
接插件问题
Repair accordingly.
检查传感器电阻（检查其是否与车辆
Check sensor resistance (for conformity with vehicle
状态一致
status).
器件问题
Component fault Y 更换传感器
Replace the sensor.
检查是否为ECU插接件问题
Check ECU for connector faults. Y 做必要的修理
Repair accordingly.
电气问题
Repair the harness.
Get联系技术支持
the Technical Support.
176

24.
DTC P0300 Multi-cylinder misfire

P0301 The 1st cylinder misfire
P0302 The 2nd cylinder misfire
P0303 The 3rd cylinder misfire
P0304 The 4th cylinder misfire
Fault Description: ECU determines when engine misfire occurs with the help of information from ignition control
(IC) module and camshaft position (CMP) sensors. ECU can detect single misfire via crankshaft speed change for
each cylinder. In the case of some vehicle running condition, too high misfire rate will lead to three way catalytic
converter (TWC) overheating. In the case of three way catalytic converter overheating, MIL will flash. If misfire rate
detected by ECU is enough to make emission level to exceed mandatory standard, DTC occurs. If diagnosis operation
fails in two continuous ignition cycle, control module lightens MIL. Control module records operation condition when
diagnosis is failed. For the first diagnosis failure, control module will keep this information in fault record. If
diagnosis failure occurs during the successive ignition cycle, control module records operation condition under
diagnosis failure and writes the operation condition in frozen fault condition and updates fault record.
Diagnosis Hint: Influence factors for misfire diagnosis—In the case of misfire diagnosis, it is required that all
vehicle parts are under mass production or equivalent. All changes which may influence engine crankshaft speed will
interfere with correct diagnosis for misfire.
In the case of faults in components as follows, misfire diagnosis will pause to avoid incorrect diagnostic
results—intake pressure/throttle position rationality fault; low voltage or open circuit of intake pressure sensor circuit;
high voltage of intake pressure sensor circuit; low voltage or open circuit of coolant temperature sensor circuit; high
voltage of coolant temperature sensor circuit; high voltage of throttle position sensor; low voltage of throttle position
sensor; signal interference of crankshaft position sensor circuit; no signals in crankshaft position sensor circuit; no
signals in camshaft position sensor circuit; camshaft position sensor rationality fault; high voltage or open circuit of
intake air temperature sensor circuit; low voltage of intake air temperature sensor circuit; no signals in vehicle speed
sensor.
Severe vibration which is not caused by engine may lead to setting fault (vibration source may lead to wears or
damages to brake discs with different thicknesses and additional drive belts).
177

Fault Tree:
关闭点火开关并检查喷油器接插件
Turn off ignition switch and check fuel injector connectors.
接插件问题
Repair accordingly.
检查曲轴位置传感器间隙
Check crankshaft position sensor clearance.
调整曲轴位置传感器间隙
Adjust clearance of crankshaft position sensor
曲轴位置传感器间隙问题？
Are faults in crankshaft position sensor clearance? Y
（0.6~0.7mm）
(0.6mm~0.7mm)
检查减震皮带轮与传感器
Check damping belt pulley and sensor.
Readjust installation of crankshaft damping belt

重新调整曲轴减震皮带轮安装，
Check belt pulley and sensor for interference. pulley. If faults occur again, replace damping
皮带轮与传感器是否干涉 Y 还不行，更换减震皮带轮并进行
齿讯学习
belt pulley and carry out gear message learning
Check crankshaft position sensor.

检查曲轴位置传感器
Faults are in crankshaft position sensor. Replace crankshaft position sensor.

曲轴位置传感器问题 Y 更换曲轴位置传感器
Get the 联系技术支持

Technical Support.
178

25.
DTC P0401 Actual fresh air inflow is larger than target air inflow set by EGR system.
P0402 Actual fresh air inflow is smaller than target air inflow set by EGR system.
ECU internal drive module of EGR valve actuator control wire is
P0403
overheated.
P0404 EGR valve actuator control wire is open.
Voltage of EGR valve position sensor is below the lower limit (Connection is
P0405
short to ground).
Voltage of EGR valve position sensor is above the upper limit (Connection is
P0406
open short to high level).
P0489 EGR valve actuator control wire is open.
P0490 EGR valve actuator control wire is short to high level.
EGR5V Power supply
EGR position signal EGR position sensor
EGR ground signal
EGR actuator power supply
EGR actuator ground EGR actuator
Fault Description: Exhaust gas recirculation system is applied in reduction of Nitrogen oxides emission due to high
temperature combustion. Main component of the system is electronic control exhaust gas recirculation valve. Exhaust
gas recirculation valve delivers a small amount of exhaust gas into intake manifold to reduce combustion temperature.
Recirculation gas flow is controlled by ECU according to changes in engine load. In the case of deceleration, gas flow
test for exhaust gas recirculation (EGR) system is carried out by ECU. Therefore, ECU gives a transient command to
open exhaust gas recirculation valve and simultaneously monitors signals of intake manifold air pressure (MAP)
sensor and exhaust gas recirculation position sensor. In the case of inconformity of intake manifold absolute pressure
signals with exhaust gas recirculation valve spool shaft position, ECU records measured D-value of intake manifold
absolute pressure and adjust calibrated failure counter to failure technical threshold value. For error quantities of
detected exhaust gas recirculation flow are different, required test times for exhaust gas recirculation flow concerned
excessive failure technical threshold value of may be different, too. When ECU detects incorrect control signals, DTC
occurs.
Diagnosis Hint: Carry out inspection to engine control system; check engine for historical faults; check exhaust gas
recirculation system for faults as follows—vacuum leaks between exhaust gas recirculation valve and intake manifold.
In the case of carbon deposition or exhaust gas noise around component faying surface, it is indicated there is external
leakage. Check passage and exhaust gas recirculation valve for clogging; check exhaust system for relevant faults
(such as leakage due to exhaust component damage, clogging due to excessive back pressure and too low engine
vacuum and etc.); finally, carry out inspection to mechanical system.
179

Terminal ECU
K23 EGR position sensor 5V power supply
K31 EGR position sensor position signal
K39 EGR position sensor ground
A04 EGR actuator power supply
A19 EGR actuator ground
180

Fault Tree:
Check actuator connectors.
Check actuator resistance.
Actuator resistance faults Replace the actuator.
Check ECU for connector faults. Repair accordingly.
Replace components.
181

26.
DTC P0480 ECU Fan I control wire is open

P0481 ECU Fan II control wire is open.
P0483 ECU Fan I control wire internal drive module is overheated.
P0484 ECU Fan II control wire internal drive module is overheated.
P0691 ECU Fan I control wire is short to ground.
P0692 ECU Fan I control wire is short to high level.
P0693 ECU Fan II control wire is short to ground.
P0694 ECU Fan II control wire is short to high level.
Fault Description: ECU provides low-speed relay with grounding via so-called “drive” internal solid component in
order to control cooling fan low speed operation. For cooling fan high speed operation, ECU adopts the method of
high speed and S/P replay control circuit grounding with simultaneous low-speed control circuit grounding. Battery
positive voltage is provided to low-speed, high-speed and S/P fan relays. When ECU commands fan relay to be
connected, control circuit voltage is low level which is close to 0V. When ECU commands fan relay to be
disconnected, control circuit voltage should be high level which is close to battery voltage. ECU monitors relay
control circuit for conditions as follows:
It is short to ground.
It is short to voltage.
It is open.
When ECU detects incorrect voltage in low-speed or high-speed drive circuit, DTC occurs and corresponding drive
will stop operating.
Cooling Fan Relay I control circuit controls low-speed cooling fan relay.
Cooling Fan Relay II control circuit controls high-speed cooling fan relay.
Diagnosis Hint: Check harness for intermittency and good contact.
Prior to maintenance, remove all fragments from connector surface. Check connector pads for correct installation to
prevent contamination from entering prior to diagnosis and component replacement.
z Poor terminal connection—Check harness connectors for looseness, mismatching, retainer damage, improper
shape or damage and connection failure with wires. Apply corresponding matching terminals for test of proper
tension.
z Harness damage—Check wire harness for damage. In the case of no harness faults, move relevant connectors and
wire harness and observe display of fault diagnostic apparatus. Fault diagnostic apparatus displays changes to
indicate fault positions.
z Check ECU and engine ground connection for reliability and cleanness. If it is determined that DTC is an
intermittent fault, please refer to Fault Record to check the time of last DTC occurrence.
182

Fault Tree:
Check relay connectors.
Replace the relay (carry out ISO cycle).
ISO cycle faults Get the Technical Support.
183

27.
DTC P0487 Throttle valve actuator control wire is open.

P0488 ECU internal drive module of throttle valve actuator is overheated.
P2141 Throttle valve actuator control wire is short to ground.
P2142 Throttle valve actuator control wire is short to high level.
Fault Description: ECU is the control center for throttle valve actuator control system. ECU can judge driver’s
intention and then calculate corresponding throttle valve response. ECU realizes throttle valve positioning via
providing throttle valve actuator control motor with pulse width modulation (PWM) voltage. Throttle valve actuator
control system adopts circuits as follows:
Motor control 1
Motor control 2
Besides, two processors are applied in throttle valve actuator control system data monitoring. These two processors
are located in ECU, testing data of each other to prove correctness of throttle valve position.
Diagnosis Hint: Check for connection and disconnection faults or seizures due to temperature. Under extremely hot
or cold condition, existed contaminations or freeze may lead to unsmooth component movement.
If it is an intermittent fault, the possible causes may be poor contact, worn wire insulating layer or damaged wire in
insulating layer.
z Poor contact of ECU or exhaust brake valve—Check harness connectors.
– Terminal looseness
– Poor fit of matching parts
–Locking plate fracture
–Terminal deformation or damage
–Poor contact between terminal and wire
z Harness damage—Check harness for damage.
184

Fault Tree:
Check throttle valve actuator
connection.
Connector fault Repair or replace.
Check throttle valve appearance.
Throttle valve faults Replace the throttle valve.
Check ECU connectors. Repair or replace.
Replace the ECU.
185

28.
DTC P0615 ECU starting motor control wire is open or drive module is overheated.
P0616 ECU starting motor control wire is short to ground.
P0617 ECU starting motor control wire is short to high level.
Fault Description: ECU provides starting motor with grounding via so-called “drive” internal solid component in
order to control starting motor operation. Under starting motor control circuit command, when fault diagnostic
apparatus is connected, it is indicated that starting motor circuit is grounded via control module in order to provide
starting motor with voltage; when fault diagnostic apparatus is disconnected, it is indicated that starting motor circuit
is not connected via control module command currently. ECU monitors starting motor circuit for conditions as
follows:
It is open.
When ECU detects incorrect voltage signals, DTC occurs and corresponding drive will stop operating.
Prior to component maintenance, remove all fragments from connector surface. Check connector pads for correct
installation to prevent contamination from entering prior to diagnosis and component replacement.
tension.
186

Fault Tree:
Check starting motor connectors.
Check for continuity and insulating property
Replace starting motor relay.
Are faults still in existence? Get the Technical Support.
187

29.
ECU instrument panel engine speed output connecting wire is short to high
DTC P1605
level.
ECU instrument panel engine speed output connecting wire is short to
P1606
ground.
P1607 ECU instrument panel engine speed output connecting wire is open.
Fault Description: Vehicle speed sensor (VSS) provides ECU with vehicle speed information. When rotor teeth on
transmission output shaft go through sensor magnetic field, vehicle speed sensor generates signal voltage. Frequency
of this signal voltage increases with vehicle speed increase. ECU transforms the signal voltage into vehicle speed and
displays the speed on instrument panel via control circuit. ECU determines vehicle operation condition with vehicle
speed signals in order to guide driver operation. ECU monitors the circuit between ECU and instrument panel for
conditions as follows:
It is open.
When ECU detects incorrect voltage signals, DTC occurs
tension.
188

Fault Tree:
Check connection between instrument panel
检查仪表板与ECU的连接
and ECU.
接插件问题
Repair accordingly.
Check continuity and insulating property
电气问题
Repair the harness.
更换相应的器件
问题仍存在
Does the problem still exist? Y 联系技术支持
189

30.
ECU instrument panel preheating indicator lamp output connecting wire is

DTC P1608
short to high level.
P1609
short to ground.
P160A
open.
ECU instrument panel preheating indicator lamp output wire drive module
P160B
is overheated.
Fault Description: During glow plug operation, preheater relay will send a signal to ECU. Then, ECU sends
command to preheating indicator lamp on instrument panel via control circuit. Driver carries out the next operation
via observing preheating indicator lamp status. ECU monitors the circuit between ECU and instrument panel for
conditions as follows:
It is open.
When ECU detects incorrect voltage signals, DTC occurs.
tension.
Terminal ECU
K92 Preheating time indicator lamp
190

Fault Tree:
Check connection between instrument
panel and ECU.
Check for continuity and insulating

property.
191

31.
DTC P2228 Atmosphere pressure sensor output voltage is too low.

P2229 Atmosphere pressure sensor output voltage is too high.
Fault Description: Atmosphere pressure indicates connection of ignition switch. When engine stops operation,
control module calculates atmosphere pressure with signals sent by intake manifold absolute pressure sensor. Intake
manifold absolute pressure sensor responses to internal pressure changes of intake manifold and the pressure changes
according to different engine loads. Intake manifold absolute pressure sensor possesses circuits as follows:
5V reference voltage circuit
Low reference voltage circuit
Intake manifold absolute pressure sensor signal circuit
ECU provides intake manifold absolute pressure sensor with 5V voltage via 5V reference voltage circuit. ECU
supplies grounding via low reference voltage circuit and intake manifold absolute pressure sensor provides ECU with
a signal via signal circuit. This signal is related to intake manifold internal pressure changes. When ignition switch is
connected and engine is shut down, intake manifold absolute pressure sensor displays signals of atmosphere pressure.
In the case of engine running with wide open throttle, reading of atmosphere pressure will be renewed. ECU
determines whether voltage exceeds normal range via detecting intake manifold absolute pressure sensor signals.
When intake manifold absolute pressure sensor displays atmosphere pressure, if sensor signal voltage is not in
specified range, DTC occurs.
Diagnosis Hint: When ignition switch is connected and engine is shut down, intake manifold pressure equals to
atmosphere pressure and signal voltage is low level. ECU takes this information as vehicle elevation indication.
Moreover, to make comparison between this reading with that of an intact vehicle which possesses the same sensor is
a good method for sensor accuracy inspection. D-value of two readings should not exceed 0.4V. It is necessary to
carry out comprehensive inspection to pressure source of supercharger pressure sensor in order to check intake system
for clogging.
In the case of engine start, intake manifold absolute pressure sensor can detect any change of manifold pressure. This
test is carried out to determine sensor lag at a certain value.
In the case of normal intake manifold absolute pressure sensor, it will make rapid response to changes of acceleration
pedal positions and it should not be “lagged” or slower than changes of acceleration pedal position.
192

Fault Tree:
Check sensor connection.
Check sensor resistance (for conformity with

vehicle status).
Sensor resistance faults Replace the sensor.
Check ECU for connector faults. Repair accordingly.
Replace components.
193

32.
DTC P2264 There are faults in water level sensor of diesel filter oil-water separator.
P2267 Water in diesel filter oil-water separator is overflowed.
Water level signal
Drain switch
Fault Description: Main function of oil-water separator is to separate moisture from oil in fuel to ensure combustion
quality of fuel. When fuel oil goes through oil-water separator, oil content and moisture content in the fuel are
separated. For water density is larger than that of oil, separated water is stored in “water tank” under filter element.
Fuel filter lower water level sensor is applied in water level detection in “water tank”. When accumulated water
reaches certain level, warning lamp on instrument panel will be lightened to remind driver to carry out draining. In the
case of delayed water drainage, DTC occurs.
Diagnosis Hint: In the case of DTC existence, it is necessary to check water level first of all. Normally, carry out
water drainage for every 8000-10000km engine running. For oil quality problems, water drainage should be carried
out ahead of time for fuel which contains much moisture. Besides, test relevant connectors for this diagnostic
procedure for short circuit of terminals or poor contact of wire, avoiding water level sensor signal distortions caused
by short circuit or poor contact.
194

Fault Tree:
Drain filter.
Is there still water? Eliminate the fault.
Check water level sensor for electrical faults.
Are there still electrical faults? Repair accordingly.
Check water level sensor connectors.
Are there still connector faults? Repair accordingly.
Check water level sensor resistance.
Replace water level sensor.

Is there still resistance fault?
Are there still connector faults? Repair accordingly.
195

33.
DTC P2299 Depress accelerator pedal and brake pedal at the same time.
Fault Description: Accelerator pedal assembly consists of two accelerator pedal position (APP) sensors. Accelerator
pedal position sensors are installed on pedal assembly and they are not maintainable. When driver depresses
accelerator pedal, air inflow of cylinder is increased and ECU increases fuel injector pulse width in order to supply
additional fuel during acceleration process for engine demand. Brake switch is a normally open one. When brake
pedal is depressed, this switch is closed in order to provide TCU with voltage for brake application. In the case of
misoperation of driver during driving, brake system will be locked after depressing brake pedal and brake pedal can
not return to its original position. Under such condition, depressing accelerator pedal will lead to DTC occurrence due
to conflict between acceleration and brake signals in the case of engine braking status. In addition, improper
maintenance or ECU control circuit failures will lead to such faults.
Diagnosis Hint: Check brake system and acceleration system for stuck pedal position without pedal returns. Check
the circuit between ECU and components for good contact of connection and good harness insulating property. For
connection test for ECU and components, diagnostic connectors should be applied.
196

Fault Tree:
Check brake system and acceleration system
mechanical parts.
Mechanical part failures Replace it accordingly.
Check accelerator switch adjusting position.
Adjust accelerator switch position

Check switch position for improper (accelerator pedal electric
adjustment. potential standard value: 750±
85mv)
Check ECU for connector faults.

Replace it accordingly.
Check connecting circuit

between ECU and the system.
Connecting circuit failures Replace the harness.
Replace the ECU and carry out debugging.
197

34.
In the case of the maximum fault reading, there are EEPROM errors/ICM
DTC U0167
time-out communication failures.
Fault Description: They are mainly taken as integrity failures for ECU internal microprocessor, being applied in
determination of ECU programming procedure implementation. In the case of engine shutdown and ignition switch
connection, ECU carries out self-diagnosis. In the case of diagnosis failure, control module records operation
condition under diagnosis failure and stores this information in “Fault Record”, DTC occurs. During engine operation,
when there is deviation between ECU detected signals and standard signals, the fault will be stored and expressed as
DTC via internal communication module of ECU. In the case of external signal intrusion, this will lead to system
disorder and DTC occurs. When various faults occur at the same time under the same operation condition, there will
be multiple DTCs. For there is a process for ECU response to each fault, ECU response time will be longer in the case
of multiple simultaneous faults in existence. During response process, DTC may occur due to ECU internal
communication errors or hardware faults.
Diagnosis Hint: In the case of fault occurrence, relevant test can be carried out after ECU replacement for possible
fault cause may be too long ECU internal response time. Check ECU circuit to verify whether it is circuit failure that
leads to fault occurrence.
198

Fault Tree:
Control circuit failures Repair the harness.
Check ECU.
Replace the ECU or refresh ECU

ECU faults data.
199

35.
DTC P0045 Supercharger actuator control wire is open.

ECU internal drive module of supercharger actuator control wire is
P0046
overheated.
P0047 Supercharger actuator control wire is short to ground.
P0048 Supercharger actuator control wire is short to high level.
Control signal Booster actuator
ECU is the control center fro supercharger actuator control system. ECU calculates corresponding supercharger
actuator response according to engine operation condition. ECU realizes actuator positioning via providing
supercharger actuator control motor with pulse width modulation voltage.
Diagnosis Hint: Check for connection and disconnection faults or seizures due to temperature. Under extremely hot
or cold condition, existed contaminations or freeze may lead to unsmooth component movement.
If it is an intermittent fault, the possible causes may be poor contact, worn wire insulating layer or damaged wire in
insulating layer.
z Poor contact of ECU or exhaust brake valve —Check harness connectors.
– Terminal looseness
– Poor fit of matching parts
–Locking plate fracture
–Terminal deformation or damage
–Poor contact between terminal and wire
z Harness damage—Check harness for damage.
200

Fault Tree:

检查ECU的接插件
Connector
接插件问题 fault Y Repair
做必要的修理accordingly.
Check for 检查连续性和绝缘性

continuity and insulating property.
Control
控制线路问题circuit failures Y Repair
修理线束the harness.
Check
检查ECUECU.
ECU faults
ECU问题 Y Replace the ECU or refresh ECU
更换ECU或者刷新ECU数据
data.

联系技术支持
201

36.
DTC P1070 Catalytic converter is clogged.

P2002 Catalytic converter is removed.
P2454 Catalytic converter front and rear differential pressure is too low.
P2455 Catalytic converter front and rear differential pressure is too high.
5V power supply
Differential
pressure Differential pressure signal
sensor
Ground
Differential pressure sensor is a Hall Effect switch. ECU provides differential pressure sensor with 5V voltage via 5V
reference voltage circuit and provides the sensor with grounding via low reference voltage circuit. Differential
pressure sensor provides ECU with signal voltage according to front and rear differential pressure changes of catalytic
converter. ECU determines catalytic converter differential pressure with this signal voltage. Differential pressure
sensor circuit is connected to ECU directly. Moreover, differential pressure sensor can be applied in determination of
catalytic converter damages. Circuits between differential pressure sensor and ECU include the followings:
Differential pressure sensor high reference voltage circuit
Ground circuit
Differential pressure signal circuit
When ECU detects incorrect sensor signals or no signals, DTC occurs.
Diagnosis Hint: Poor terminal connection—Check harness connectors for looseness, mismatching, retainer damage,
improper shape or damage and connection failure with wires. Apply corresponding matching terminals for test of
proper tension.
Harness damage—Check wire harness for damage. In the case of no harness faults, move relevant connectors and
wire harness and observe display of fault diagnostic apparatus. Fault diagnostic apparatus displays changes to indicate
fault positions.
Check ECU and engine ground connection for reliability and cleanness. If it is determined that DTC is an intermittent
fault, please refer to Fault Record to check the time of last DTC occurrence.
Terminal ECU
K27 Differential pressure sensor power supply
K59 Differential pressure sensor signal terminal
K80 Ground
202

Fault Tree:
Connector fault Repair or replace.
Check the sensor.
Sensor faults Replace the sensor.
Check ECU connectors. Repair or replace.

property
Replace components.
203

Preface
This SUNRAY Service Manual is hereby compiled by the Customer Service

Department of JAC to help the technical service personnel correctly understand and
get familiar with SUNRAY products of JAC INTERNATIONAL better and to provide
them with the ability of quick repair and proper maintenance. This manual comprises
five volumes: Engine Control, Engine Mechanical, Chassis, Body Electrical, and
Body Accessories.
The Body Electrical Volume details the technical standards of electrical component
removal/installation, test, debugging and diagnosis for SUNRAY long-wheelbase
vehicles, including whole vehicle circuit diagrams, definitions of connectors and
locations of ground points for SUNRAY vehicles for quicker service and maintenance
of customer.
When replacement is necessary, only genuine spare parts recommended by JAC can
be adopted.
No part of this manual can be reproduced or used in any form or by any mean without
written permission. All Rights Reserved.
JAC INTERNATIONAL
March 2011

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Maintenance manual for sunray hfc4da1-2c china-IV diesel engines

Chapter IV Engine Diagnosis

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Section II. Maintenance Procedures

Carefully listen to customer’s description about

Check appearance and connection of wire harness

Carry out test procedures with special diagnostic

Confirm the fault. If the fault is in fuel system,

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Remove battery negative cable.

For safety reasons: Confirm whether system

Apply special tools and torque wrenches in

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Section III. Fault Diagnosis

4. Fault Frequency Counter

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Section IV. DTC List

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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S/N DTC Meaning

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Section V. Fault Diagnosis for Electronic-Controlled Common Rail Diesel Engines

DTC P0475 The exhaust brake valve control line is open.

Exhaust brake actuator

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