Diesel Injection Pump

SERVICE MANUAL
Common Rail System for
TOYOTA HILUZ / KIJYANG INNOVA /
INNOVA 1KD/2KD
OPERATION
July, 2004

00400077
© 2004 DENSO CORPORATION
All Rights Reserved. This book may not be reproduced
or copied, in whole or in part, without the written
permission of the publisher.
 TABLE OF CONTENTS
1. PRODUCT APPLICATION LIST..........................................................................................................................................................................1
1-1. PRODUCT APPLICATION LIST.................................................................................................................................................................1
2. OUTLINE.................................................................................................................................................................................................................. 3
2-1. OUTLINE OF SYSTEM................................................................................................................................................................................. 3
2-2. SYSTEM CONFIGURATION....................................................................................................................................................................... 5
3. CONSTRUCTION AND OPERATION.................................................................................................................................................................9
3-1. DESCRIPTION OF MAIN COMPONENTS...............................................................................................................................................9
3-2. DESCRIPTION OF CONTROL SYSTEM COMPONENTS..................................................................................................................23
3-3. EGR CONTROL SYSTEM......................................................................................................................................................................... 37
3-4. DIESEL THROTTLE (ELECTRONICALLY CONTROLLED INTAKE AIR THROTTLE MECHANISM).......................................39
3-5. FUEL FILTER WARNING..........................................................................................................................................................................40
4. DIAGNOSIS SYSTEM......................................................................................................................................................................................... 43
4-1. DESCRIPTION............................................................................................................................................................................................. 43
4-2. DTC CHECK/CLEAR.................................................................................................................................................................................. 45
4-3. CHECK MODE PROCEDURE..................................................................................................................................................................47
4-4. DTC (DIAGNOSTIC TROUBLE CODE) CHART...................................................................................................................................48
4-5. FAIL-SAFE CHART.................................................................................................................................................................................... 54
4-6. EZTERNAL WIRING DIAGRAM...............................................................................................................................................................58
1. PRODUCT APPLICATION LIST
1-1. PRODUCT APPLICATION LIST

Exhaust
Vehicle Name Vehicle Model Engine Model Reference
Volume

HILUX/KIJYANG INNOVA/INNOVA KUN15R, KUN16R 1KD-FTV 3.0L IMV; Since August, 2004
1KD-FTV
HILUX/KIJYANG INNOVA/INNOVA KUN10R, KUN25R, 2KD-FTV 2.5L IMV; Since August, 2004
2KD-FTV KUN26R, KUN40R

DENSO Part Car Manufacturer

Vehicle Name Part Type Reference
Number Part Number

HILUX/KIJYANG INNOVA/INNOVA Supply pump SM294000-0350 221000L020 HP3

1KD-FTV Injector SM095000-5442 236700L020
Rail SM095440-0551 238100L010
NE sensor 029600-1151 90919-05050
TDC sensor 029600-0630 90919-05025
Coolant temperature sensor 179700-0451 89422-33030
Fuel temperature sensor 179730-0020 89454-60010-B
Turbo pressure sensor 079800-7470 89421-71020
Air flow meter VN197400-4000 -
Engine ECU MA175800-6590 896610K200
MA175800-6600 896610K210
MA175800-6610 896610K220
MA175800-6650 896610K250
MA175800-6640 896610K260
MA175800-6630 896610K290
MA175800-6620 896610K300
MA175800-6660 896610K310
MA175800-6670 896610K320
MA175800-6680 896610K330
MA175800-6710 896610K340
MA175800-6720 896610K350
MA175800-6690 896610K360
MA175800-6670 896610K370
EDU 101310-5441 8987071011
101310-5481 8987071021
EGR valve VN101397-1000 258000L010
Accelerator pedal module 198800-3140 7812009010

DENSO Part Car Manufacturer

Vehicle Name Part Type Reference
Number Part Number

-1-
HILUX/KIJYANG INNOVA/INNOVA Supply pump SM294000-0350 221000L020 HP3
2KD-FTV Injector SM095000-5520 236700L010
Rail SM095440-0551 238100L010
NE sensor 029600-1151 90919-05050
TDC sensor 029600-0630 90919-05025
Coolant temperature sensor 179700-0451 89422-33030
Fuel temperature sensor 179730-0020 89454-60010-B
Turbo pressure sensor 079800-7470 89421-71020
Air flow meter VN197400-4000 -
Engine ECU MA175800-6800 896610K390
MA175800-6740 896610K400
MA175800-6760 896610K410
MA175800-6780 896610K440
MA175800-6790 896610K450
MA175800-6730 896610K460
MA175800-6750 896610K470
MA175800-6770 896610K480
MA175800-6830 896610K490
MA175800-6850 896610K500
MA175800-6870 896610K530
EDU 101310-5441 8987071011
101310-5481 8987071021
EGR valve VN101397-0990 258000L020
Accelerator pedal module 198800-3140 7812009010

-2-
2. OUTLINE
2-1. OUTLINE OF SYSTEM
The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for
1. further improved fuel economy; 2. noise reduction; and 3. high power
output. This Common Rail System meets the Step III Stage of the
European Emission Regulations as shown in the figure on
the right.

A. System Characteristics:
The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that
contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders. Because the engine
ECU controls the injection system (including the injection pressure, injection rate, and injection timing), the system is
unaffect- ed by the engine speed or load. This ensures a stable injection pressure at all times, particularly in the low
engine speed range, and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine
during start-up and acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power
output is achieved.
a. Injection Pressure Control
• Enables high-pressure injection, even in the low engine speed range.
• Optimizes control to minimize particulate matter and NOx emissions.
b. Injection Timing Control
Optimally controls the timing to suit driving conditions.
c. Injection Rate Control
Pilot injection control sprays a small amount of fuel before the main injection.

Common Rail System

Injection Pressure Control Injection Timing Control Injection Rate Control

Optimization, High pressurization Optimization Pilot injection

Common rail system Common rail system Main

injection
Crankshaft angle

Injection Quantity Control

Cylinder injection
Conventional Conventional volume correction
pump pump

Speed Injection Speed

pressure

QD0T34E

-3-
B. Comparison to the Conventional System
In-line, VE Pump Common Rail System
High-pressure Pipe
Momentary High Pressure Rail
TWV
Timer Supply Pump
Nozzle Usually High Pressure
Governor
Delivery Valve
System In-line Pump
Feed Pump SCV (Suction Control Valve)

Injector
Fuel Tank
VE Pump
Injection Quantity Control Pump (Governor) Engine ECU, Injector (TWV)*1
Injection Timing Control Pump (Timer) Engine ECU, Injector (TWV)*1
Rising Pressure Pump Engine ECU, Supply Pump
Distributor Pump Engine ECU, Rail
Injection Pressure Dependent upon Speed and Injection Quantity Engine ECU, Supply Pump (SCV)*2
Control
*1 TWV: Two Way Valve *2 SCV Suction Control Valve QD2341E

-4-
2-2. SYSTEM CONFIGURATION
A. Main System Components
a. Location (1)

-5-
b. Location (2)

-6-
 B. Outline of Composition and Operation
a. Composition
The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.

Fuel Temperature Sensor

Engine Speed
Accelerator Opening
EDU
Intake Air Pressure,
Atmospheric Air Pressure Engine ECU
Intake Air Temperature
Coolant Temperature
Crankshaft Angle
Cylinder Recognition Sensor
Intake Airflow Rate
Rail Pressure
Limiter Injector
Rail Pressure
Sensor
Check Valve

Fuel
Cooler
Fuel Filter

Fuel Temperature Sensor SCV

Supply Pump (Suction
Control Valve) Fuel Tank
Q000T05E

b. Operation
(1) Supply pump (HP3)
The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel
dis- charged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply
pump effects this control in accordance with the command received from the ECU.
(2) Rail
The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.
(3) Injector (X2 revised type)
This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in
accordance with signals from the ECU. Signals from the ECU determine the length of time and the timing in which
current is applied to the injector. This in turn, determines the quantity, rate and timing of the fuel that is injected from
the injector.
(4) Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing
and pressure, as well as the EGR (exhaust gas recirculation).

-7-
 C. Fuel System and Control System
a. Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the rail, and
is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
b. Control System
In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various
sensors. The components of this system can be broadly divided into the following three types: (1) Sensors; (2) ECU; and
(3) Actuators.
(1) Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
(2) Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in
order to achieve optimal conditions.
(3) Actuators
Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by
electron- ically controlling the actuators. The injection quantity and timing are determined by controlling the length of
time and the timing in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure
is determined by controlling the SCV (Suction Control Valve) in the supply pump.

Sensor Actuator
Engine Speed
Crankshaft Position Sensor NE Injector
•Injection Quantity Control
•Injection Timing Control
Cylinder Recognition •Injection Pressure Control
Cylider Recognition Sensor G
Engine
ECU
Load
Accelerator Position Sensor Supply Pump (SCV)
• Fuel Pressure Control

Other Sensors and Switches EGR, Air Intake Control Relay, Light

QD2380E

-8-
3. CONSTRUCTION AND OPERATION
3-1. DESCRIPTION OF MAIN COMPONENTS
A. Supply Pump (HP3)
a. Outline
• The supply pump consists primarily of the pump body (eccentric cam, ring cam, and plungers), SCV (Suction
Control Valve), fuel temperature sensor, and feed pump.
• The two plungers are positioned vertically on the outer ring cam for compactness.
• The engine drives the supply pump at a ratio of 1:2. The supply pump has a built-in feed pump (trochoid type), and
draws the fuel from the fuel tank, sending it to the plunger chamber.
• The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to
the rail. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV
is a normally closed type (the intake valve closes during de-energization).

Overflow to Fuel Tank

to Rail

Fuel Temperature Sensor

from Fuel Tank

SCV
Q000T06E

Intake pressure
Injector Intake Valve Feed pressure
Rail Discharge Valve
High pressure
Plunger Return pressure

Return Spring

Return
SCV
Fuel Overflow
Regulating Valve
Fuel
Cooler

Filter Feed Pump

Camshaft Fuel Inlet

Intake

Fuel Tank Fuel Filter (with Priming Pump)

Q000T0TE

-9-
 Plunger Fuel Temperature Sensor

Feed Pump

Filter

Regulating Valve IN

Ring Cam

SCV

Pump Body

Drive Shaft

Plunger

Q000T08E

-10-
b. Supply Pump Internal Fuel Flow
The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.

Supply pump interior

Regulating valve

Feed pump SCV (Suction Control Valve) Discharge valve Rail

Overflow
Intake valve Pumping portion (plunger)

Fuel tank
QD0T05E

c. Construction of Supply Pump

The eccentric cam is attached to the drive shaft. The eccentric cam is connected to the ring cam.

Cam Shaft

Eccentric Cam Ring Cam

QD0T06E

• As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.

Plunger

Eccentric Cam

Ring Cam

Cam Shaft

QD0T2TE

-11-
 • The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the drive shaft.

Plunger A

Ring Cam

Feed Pump

Plunger B
QD0T28E

d. Operation of the Supply Pump

As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to push Plunger A upwards.
Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel,
while Plunger A pumps it to the rail.

Suction Valve Delivery Valve

Plunger A
Eccentric Cam

Ring Cam
SCV
Plunger B
Plunger A: Finish Compression Plunger A: Begin IntakePlunger
Plunger B: Finish Intake B: Begin Compression

Plunger A: Begin Compression Plunger A: Finish Intake

Plunger B: Begin Intake Plunger B: Finish Compression
QD0T0TE

-12-
B. Description of Supply Pump Components
a. Feed Pump
The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the
two plungers via the fuel filter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. With
the ro- tation of the inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge
port. This is done in accordance with the space that increases and decreases with the movement of the outer and

Quantity Decrease
To Quantity Decrease (Fuel Discharge)
Pump Chamber
Outer Rotor

Inner Rotor

Intake Port
Discharge Quantity Increase Quantity Increase
From Port (Fuel Intake)
Fuel Tank QD0T08E
inner rotors.

b. SCV: Suction Control Valve

• A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is
applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger.
• Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load
of the supply pump decreases.
• When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the
valve needle to the right side, and changing the opening of the fuel passage to regulate the fuel quantity.
• With the SCV ON, the valve spring contracts, completely opening the fuel passage and supplying fuel to the
plungers. (Full quantity intake and full quantity discharge)
• When the SCV is OFF, the force of the valve spring moves the valve needle to the left, closing the fuel passage
(normally closed).
• By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is
dis- charged by the plungers.

-13-
A) In case of long duty ON
Long duty ON => large valve opening => maximum intake quantity

Feed Pump

Plunger

SCV Valve Needle

Large Opening Valve Needle

-14-
B) In case of short duty ON
Short duty ON => small valve opening => minimum intake quantity

Feed Pump

Plunger

SCV Valve Needle

Small Opening Valve Needle

-15-
C. Rail
a. Outline
• Stores pressurized fuel (0 to 160 MPa) that has been delivered from the supply pump and distributes the fuel to
each cylinder injector. A rail pressure sensor and a pressure discharge valve (low-pressure valve) are adopted in the
rail.
• The rail pressure sensor (Pc sensor) detects fuel pressure in the rail and sends a signal to the engine ECU, and the
pres- sure limiter controls the excess pressure. This ensures optimum combustion and reduces combustion noise.

Rail Pressure Sensor

#1 Relief Passage
#2 #3 #4
IN
OUT OUT OUT OUT

Pressure Limiter

Q000T12E

b. Pressure Limiter
The pressure limiter opens to release the pressure if an ab-
normally high pressure is generated.

Q00025TE

• When the rail pressure reaches approximately 200 MPa

(2038 kg/cm2), it trips the pressure limiter (the valve
opens). When the pressure drops to approximately 50
MPa (509.5 kg/cm2), the pressure limiter returns to its
normal state (the valve closes) in order to maintain the 200 MPa (2038 kg/c m2)
Valve Open
proper pressure.

Valve Close
50 MPa (509.5 kg/cm2)

Q0002T1E

-16-
D. Injector (X2 revised type)
a. Outline
The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing,
rate, and spray condition, in accordance with commands received from the ECU.
A) Characteristics
• A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted.
• QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 base 16
char- acters) are engraved on the injector head. The 1KD-FTV common rail system optimizes injection volume control
using this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the
engine ECU using the DST-2.
b. Construction

QR Codes

30 Base 16 Characters

Solenoid Valve

Control Chamber Pressurized Fuel

(from Rail)

Command Piston

Multiple Hole Filter

Filter Orifice Dimensions: 0.045x2025

Nozzle Spring

Pressure Pin

Leak Passage

Seat
Nozzle Needle
Pressurized Fuel

Q000T13E

-17-
c. Operation
The TWV (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure in the control
chamber, and the start and end of injection.
A) No injection
When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control
cham- ber. Thus, the solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the
hydraulic pressure that is applied to the command piston causes the nozzle spring to compress. This closes the nozzle
needle, and as a result, fuel is not injected.
B) Injection
• When current is initially applied to the solenoid, the attraction force of the solenoid pulls the solenoid valve up,
effectively opening the outlet orifice and allowing fuel to flow out of the control chamber. After the fuel flows out, the
pressure in the control chamber decreases, pulling the command piston up. This causes the nozzle needle to rise and
the injection to start.
• The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston. The fuel that flows
below the piston lifts the piston needle upward, which helps improve the nozzle's opening and closing response.
• When current continues to be applied to the solenoid, the nozzle reaches its maximum lift, where the injection rate is
also at the maximum level. When current to the solenoid is turned OFF, the solenoid valve falls, causing the nozzle
needle to close immediately and the injection to stop.

Leak pipe
Solenoi d
Actuation Actuation Actuation
current current current
TWV Valve spring

Outlet orifice Rail

Inlet orifice
Control chamber Control chamber Control chamber
pressure pressure pressure
Command
piston

Nozzle Injection rate Injection rate Injection rate

needle

No Ілјесtіoл Елd of ілјесtіoл

ілјесtіoл
Q000149E

-18-
d. QR codes
• Conventionally, adjusting resistors were used for fuel injection quantity correction. However, QR *1 (Quick Response)
codes have been adopted to enhance correction precision.
• Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and
thus the injection quantity control precision has improved. The characteristics of the engine cylinders have been
further uni- fied, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so
on.

Adjusting Resistance Correction Points (Conventional). QR Code Correction Points (New)

[2KD] 160
±1.5 135MPa

105MPa
±1.2
T0
54MPa

±1.0 32MPa

32
±0.T ±0.6 ±1.0

Actuating Pulse Width TQ

QD1543E
Actuating Pulse Width TQ
135
[1KD]

80

32

Actuating Pulse Width TQ Q000T14E

*1: Location of QR codes

QR Codes ( 9.9mm)

10EA 01EB
03EA 01EB

0300 0000
0000 BC

ID Codes
(30 base 16 characters)
Base 16 characters nothing
fuel injection quantity correction
information for market service use.
Q000T15E

-19-
e. Repair Procedure Changes
Differences in comparison with the conventional adjusting correction resistor injectors are as shown below.
< CAUTION >
When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes (QR codes) in the
ECU. (If the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and
noise will result.)

Conventional (Injector with Correction Resistor) New (Injector with QR Codes)

52 (25) combinations 25612 (almost infinite)

combinations ID Code

10EA 01EB
03EA 01EB
0300 0000
0000 BC

Q000T16E
QD1532E

Replacing the
Injector "Electrical recognition of correction resistance" "No correction resistance,
so no electrical recognition capability"

Spare Injector
Spare Injector

Engine ECU Engine ECU

* Necessary to record
the injector ID codes
in Engine ECU
QD1534E QD1536E

Replacing the
"Electrical recognition of correction resistance" "No correction resistance,
Engine ECU
so no electrical recognition capability"

Vehicle-side Vehicle-side
Injector Injector

Spare Engine Spare Engine ECU

ECU
* Necessary to record
the injector ID codes
in the engine ECU
QD1535E QD153TE

-20-
E. Engine ECU (Electronic Control Unit)
a. Outline
This is the command center that controls the fuel injection system and engine operation in general.

(Outline Diagram)

Sensor Engine ECU Actuator

Detection Calculation Actuation

QD2352E

-21-
F. EDU (Electronic Driving Unit)
a. Outline
The EDU has been adopted to support the high-speed actuation of the injectors. The high-speed actuation of the
injector solenoid valve is made possible through the use of a high-voltage generating device (DC/DC converter).
b. EDU Operation
The high-voltage generating device converts the battery voltage into high voltage. The engine ECU sends signals to
ter- minals B through E of the EDU in accordance with the signals from the sensors. Upon receiving these signals, the
EDU outputs signals to the injectors via terminals N through K. At this time, terminal F outputs the Ijf injection
verification signal to the ECU. The pressure discharge valve is controlled by PRD signals coming to terminal R.

COM2

Battery High-voltage
Generating
Circuit

COM1

IJt#1 INJ#1
IJt#4 INJ#4
IJt#2 Control INJ#2
Circuit
IJt#3 INJ#3
IJf

GND

Q000T1TE

-22-
3-2. DESCRIPTION OF CONTROL SYSTEM COMPONENTS
A. Engine Control System Diagram

-23-
B. Description of Sensors
a. Crankshaft Position Sensor (NE)
An NE pulsar attached to the crankshaft timing gear outputs a signal for detecting the crankshaft angle and engine
speed. The pulsar gear contains 34 gears, with 2 gears missing (for 2 pulses), and the sensor outputs 34 pulses for
360°CA.
b. Cylinder Recognition Sensor (G)
A cylinder recognition sensor (G pulsar) is attached to the supply pump timing gear, and outputs a cylinder recognition
signal. The sensor outputs 1 pulse for each 2 engine revolutions.

34 Pulses/360°CA *1 Pulses/T20°CA
Crankshaft Timing Gear Cylinder Recognition Sensor Rotor
* The pulsar gear used for actual control is shown
within the broken-lined circle. QD2356E

-24-
 Exterior View Diagram Circuit Diagram
ECU

G G Input Circuit

G+

G- NE NE Input Circuit

* The engine ECU identifies the No. 1 cylinder when it detects the missing-tooth NE pulse
G Pulse and the cylinder recognition pulse (G Pulse) simultaneously.

T20 °CA
115 °CA #1 TDC #3 TDC

NE Pulse 0 1 2 3 4 5 6 T 8 9 101112131415161T 0 1 2 3 4 5 6 T 8 9 101112131415

10 °CA
30 °CA 180 °CA
90 °CA
360 °CA

QD235TE

-25-
c. Accelerator Position Sensor
The accelerator position sensor is a non-contact point type sensor with a lever that rotates in unison with the
accelerator pedal. The voltage (VPA1, VPA2) of the output terminal varies in accordance with the rotational angle of
the lever. As a safety measure against problems such as an open circuit, the sensor contains two output voltage
systems. (The output voltage has an offset of 0.8V.)

VPA2
E P2
VPA1 VCP2
E P1
VCP1

Linear Output Characteristics Graph Wiring Diagram

Sensor
(V) VPA2
5
3.988V VPA1
Linear Output 4 Hall Element (2)
0.04T F
Voltage VPA1
(DC5V Applied) 3 E P1
1.6V 0.04T F
2
3.188V VcP1
1
0.8V
-5 0 5 10 15 20 25 VPA2
0.29 0.04T F
15.9° [Stroke: 4Tmm] E P2
(Effective Operating Angle) Magnet
0.04T F
Fully Closed Fully Open
Maximum Rotation Angle: 20.2T°
VcP2

Pedal Rotation Angle (°) Full Stroke

Q000T19E

-26-
d. Intake Air Pressure Sensor
This is a type of semi-conductor pressure sensor. It utilizes the characteristics of the electrical resistance changes that
occur when the pressure applied to a silicon crystal changes. Because a single sensor is used to measure both intake
air pressure and atmospheric pressure, a VSV is used to alternate between atmospheric and intake air pressure mea-
surement.

[Exterior View]
VC PIM E2

TRIM

Intake Air Pressure Characteristics

Pressure
Sensor PIM (V) VC = 5 V

Intake Manifold VSV Atmosphere 4.5

ECU

Atmosphеrіс Prеssurе Mеasurеmелt Сoлdіtіoлs:

The VSV turns ON for 150msec to detect the atmospheric pressure 1
when one of the conditions "(1)" to "(3)" given below is present.
(1) Engine speed = 0rpm kPa (abs)
(2) Starter is ON 13.3 253.3
(3) Idle is stable mmHg (abs)
100 1900
Ілtakе Aіr Prеssurе Mеasurеmелt Сoлdіtіoлs: Absolute Pressure
The VSV turns OFF to detect the intake air pressure if the atmospheric
pressure measurement conditions are absent.
Q000T20E

-27-
e. Coolant Temperature Sensor (THW)
• The coolant temperature sensor (Pc sensor) is attached to the engine cylinder block and detects the engine coolant
tem- perature.
• The sensor uses a thermistor. The thermistor has a characteristic in which the resistance changes with the
temperature, and the change in resistance value is used to detect the coolant temperature changes.
• Its characteristic is that the resistance value decreases as the temperature increases.

Initial Resistance Value Characteristics

Temperature Resistance Value
(°C) (k ) ECU
-30 (25.4) 5V
-20 15.04+1.29
-1.20 THW
-10 (9.16) (THA)
0 (5.T4)
10 (3.T0)
20 2.45+0.14
-0.13
30 (1.66)
E2
40 (1.15)
50 (0.811)
60 (0.584)
Thermistor T0 (0.428)
80 0.318±0.008
90 (0.240)
100 (0.1836)
110 0.141T±0.0018
120 (0.1108)

Q000T21E

-28-
f. Fuel Temperature Sensor (THF)
• The fuel temperature sensor is mounted on the supply pump, and detects the fuel temperature, sending a signal to
the engine ECU.
• The detection component utilizes a thermistor.

Resistance Value Characteristics

Temperature Resistance Value
(°C) (k )
-30 (25.4)
-20 15.0±1.5
-10 (9.16)
0 (5.T4)
Thermistor 10 (3.T0)
20 2.45±0.24
30 (1.66)
40 (1.15)
50 (0.811)
60 (0.584)
T0 (0.428)
80 0.318±0.031
90 (0.240)
100 (0.1836)
110 (0.141T)
Fuel Temperature
120 (0.1108) Sensor

Q000T22E

-29-
C. Various Types of Controls
a. Outline
This system effects fuel injection quantity and injection timing control more appropriately than the mechanical
governor and timer used in the conventional injection pump. The engine ECU performs the necessary calculations in
accordance with the sensors installed on the engine and the vehicle. It then controls the timing and duration of time in
which current is applied to the injectors, in order to realize both optimal injection and injection timing.
b. Fuel Injection Rate Control Function
Pilot injection control injects a small amount of fuel before the main injection.
c. Fuel Injection Quantity Control Function
The fuel injection quantity control function replaces the conventional governor function. It controls the fuel injection to an
optimal injection quantity based on the engine speed and accelerator position signals.
d. Fuel Injection Timing Control Function
The fuel injection timing control function replaces the conventional timer function. It controls the injection to an optimal
timing based on the engine speed and the injection quantity.
e. Fuel Injection Pressure Control Function (Rail Pressure Control Function)
The fuel injection pressure control function (rail pressure control function) controls the discharge volume of the pump
by measuring the fuel pressure at the rail pressure sensor and feeding it back to the ECU. It effects pressure feedback
con- trol so that the discharge volume matches the optimal (command) value set in accordance with the engine speed
and the injection quantity.

-30-
D. Fuel Injection Quantity Control
a. Outline
This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air
tempera- ture, and intake air pressure corrections to the basic injection quantity calculated by the engine ECU, based
on the en- gine operating conditions and driving conditions.
b. Injection Quantity Calculation Method

The calculation consists of a comparison of the following two Accelerator Opening

Injection Quantity
values: 1. The basic injection quantity obtained from the governor
pattern, which is calculated from the accelerator position and
the engine speed, and 2. The injection quantity obtained by
adding various types of corrections to the maximum injection
quantity that is obtained from the engine speed.
The lesser of the two injection volumes is used as the basis
for the final injection quantity.

Engine Speed

Accelerator Basic Injection

Opening
Quantity
Corrected
Final Injection EDU Actuation
Quantity Timing Calculation
Engine Speed
Maximum
Injection
Quantity

Individual Cylinder Correction

Engine Speed
Injection Quantity

Quantity

Engine Speed

QB0T15E

-31-
c. Basic Injection Quantity
The basic injection quantity is determined by the engine
speed (NE) and the accelerator opening. The injection
quantity is increased when the accelerator position signal
is increased while the engine speed remains constant.
Accelerator Opening

Engine Speed
QB0T16E

d. Maximum Injection Quantity

The maximum injection quantity is calculated by adding
the intake air pressure correction, intake air temperature
cor- rection, atmospheric pressure correction, ambient
temper- ature correction, and the cold operation
maximum injection quantity correction to the basic
maximum injection quantity determined by the engine
speed.

Engine Speed
QB0T1TE

e. Starting Injection Quantity

When the starter switch is turned ON, the injection
quantity is calculated in accordance with the starting base
injection quantity and the starter ON time. The base
injection quan- tity and the inclination of the quantity
increase/decrease change in accordance with the coolant
temperature and the engine speed. Base Injection
Quantity

STA ON Duration

STA/ON Starting

Coolant Temperature
High Low

STA ON Duration

STA/ON Starting

QB0T18E

-32-
f. Idle Speed Control (ISC) System
This system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target
speed calculated by the engine ECU.

Conditions for Start of Control Control Conditions

Idle S/W •Coolant Temperature
Accelerator Opening • Air Target Speed
Calculation
Vehicle Speed Conditioner Load
•Gear Position

Coolant Temperature Injection

Quantity
Correction
Air Conditioner S/W

Neutral S/W Speed

Comparison Detection

QB0T20E

g. Idle Vibration Reduction Control

To reduce engine vibrations during idle, this function compares the angle speeds (times) of the cylinders and regulates
the injection quantity for the individual cylinders if there is a large difference, in order to achieve a smooth engine oper-
ation.

#1 #3 #4

t1 t3 t4
(Controls to make the cylinder t equal)

#1 #3 #4 #2 #1 #3 #4 #2
Angle
Speed

Crankshaft Angle Correction Crankshaft Angle

QD2451E

-33-
 E. Fuel Injection Timing Control
a. Outline
Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.
b. Main and Pilot Injection Timing Control
(1) Main Injection Timing
The engine ECU calculates the basic injection timing based on the engine speed and the final injection quantity,
and adds various types of corrections in order to determine the optimal main injection timing.
(2) Pilot Injection Timing (Pilot Interval)
Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The pilot interval is calculated
based on the final injection quantity, engine speed, coolant temperature, ambient temperature, and atmospheric pres-
sure (map correction). The pilot interval at the time the engine is started is calculated from the coolant temperature
and engine speed.

Main Injection
Top Dead Center (TDC)

Pilot Injection

Interval

QB0T23E

-34-
c. Injection Timing Calculation Method

[1] Outline of Timing Control

Actual TDC
0 1

NE Pulse

Pilot Injection Main Injection

Solenoid Valve Control Pulse

Nozzle Needle Lift

Pilot Injection Timing Main Injection Timing

Pilot Interval

[2] Injection Timing Calculation Method

Engine Speed
Basic Injection Main Injection
Timing Corrections Timing
Injection Quantity

Voltage Correction
QB0T24E

-35-
F. Fuel Injection Rate Control
a. Outline
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay
from the time fuel is injected to the beginning of combustion, cannot be shortened to less than a certain value. As a
result, the quantity of fuel that is injected until main ignition occurs increases, resulting in an explosive combustion at
the time of main ignition. This increases both NOx and noise. For this reason, pilot injection is provided to minimize the
initial ignition rate, prevent the explosive first-stage combustion, and reduce noise and NOx.

Normal Injection Pilot Injection

Injection Rate

Large First-stage
Combustion Small First-stage
(NOx and Noise) Combustion

Heat Release
Rate

-20 TDC 20 40 -20 TDC 20 40

Crankshaft Angle (deg) Crankshaft Angle (deg)
QD2362E

G. Fuel Injection Pressure Control

a. Fuel Injection Pressure
The engine ECU determines the fuel injection pressure
based on the final injection quantity and the engine
speed. The fuel injection pressure at the time the engine
is started is calculated from the coolant temperature and Final Injection Quantity

engine speed. Rail

Pressure

Engine Speed
QB0T2TE

-36-
3-3. EGR CONTROL SYSTEM
A. Outline and Operation
a. Outline
By sensing the engine driving conditions and actual amount of EGR valve opening, the engine ECU electrically
operates the E-VRV, which controls the magnitude of vacuum introduced into diaphragm of EGR valve and throttle
opening posi- tion with stepping motor and the amount of recirculating exhaust gas is regulated.

-37-
 b. Operation Principle of E-VRV
(1) To increase the EGR volume:
In the stable condition shown in the center diagram,when the current* applied to the coil increases, the attraction force
FM of the coil increases. When this force becomes greater than the vacuum force FV that acts on the diaphragm, the
moving core moves downward. Because the port that connects the vacuum pump to the upper diaphragm chamber
opens in conjunction with the movement of the moving core, the output vacuum becomes higher and the EGR volume
increases. Meanwhile, because "increased output vacuum equals increased FV", the moving core moves upward with
the increase in FV. When FM and FV are equal, the port closes and the forces stabilize. Because the vacuum circuit of
the EGR is a closed loop, it maintains the vacuum in a stabilized state, providing there are no changes in the
amperage.
*1: The engine ECU outputs sawtooth wave signals with a constant frequency. The value of the current is the effective (average) value of these
signals.
(2) To decrease the EGR volume:
A decrease in the current that is applied to the coil, causes the FV to become greater than the FM. As a result, the dia-
phragm moves upward. The moving core also moves upward in conjunction with the movement of the diaphragm,
caus- ing the valve that seals the upper and lower diaphragm chambers to open. This causes the atmosphere in the
lower chamber to flow into the upper chamber, thus lowering the output vacuum and reducing the EGR volume.
Because "de- creased output vacuum equals decreased FV", the moving core moves downward with the decrease in
FV. When FM and FV are equal, the port closes and the forces stabilize.

from Vacuum Pump

to EGR Valve
Vacuum

FV
Current FV Current
Decrease Increase FV

Valve Diaphragm
FM
Spring FM Moving Core FM
Coil

to Stabilized to Stabilized
State State
Stator Core
Atmosphere
When applied current (Vacuum Force FV = When applied current
decreases, (FV > FM), Solenoid Attraction Force FM) increases, (FV < FM),
and output vacuum is low. Stable and output vacuum is high.
EGR Volume: Decreased EGR Volume: Increased
QB0T8TE

-38-
3-4. DIESEL THROTTLE (ELECTRONICALLY CONTROLLED INTAKE AIR THROTTLE MECHANISM)
A. Outline and Operation
a. Outline
An electronically controlled intake air throttle valve mechanism has been adopted. Located in the intake manifold up-
stream of the EGR valve, this mechanism optimally controls the intake air throttle valve angle to control the flow of the
EGR gas, and reduce noise and exhaust gas emissions. The diesel throttle Assy is made by another manufacturer.
b. Construction and Operation
The signals from the engine ECU actuate the stepping motor, which regulates the opening of the intake air throttle valve.
A) EGR Control
To further increase the EGR volume when the EGR valve is fully open, the intake air throttle valve opening is reduced
and the vacuum in the intake manifold is increased by restricting the flow of intake air.
B) Noise and Exhaust Gas Reduction
• When the engine is being started, the intake air throttle valve is opened fully to reduce the emission of white and
black smoke.
• When the engine is being stopped, the intake air throttle valve is closed fully to reduce vibrations and noise.
• During normal driving, the opening is regulated in accordance with the operating conditions of the engine, the
coolant temperature, and the atmospheric pressure.

Stepping Motor

Electronically Controlled Restrictor (Diesel Throttle)

B A ACOM Rotor

BCOM ACOM A
A B BCOM B
B

Connector Equivalent Circuit

QD2363E

-39-
3-5. FUEL FILTER WARNING
A fuel filter warning light has been added to notify the driver when fuel filter clogging is detected. Although it does
not form part of the common rail system, it is included for reference as a related fuel system function.
A. Role of the Fuel Filter in the Common Rail System
The role of the fuel filter is to remove foreign material and moisture from the fuel. In particular, the common rail system
requires constantly high fuel quality as demonstrated in the following point, and the filter thus plays an extremely
impor- tant role.
• Fuel lubricates the entire supply pump.
• The extremely high discharge pressure (maximum 160MPa) of the supply pump means that foreign material
adhesion may result in sliding part and valve malfunction.
B. Installation Position

C. System Operation
a. General Description
When the fuel filter clogs, the detection switch installed on the fuel filter operates to turn ON the fuel filter warning light
on the instrument cluster.

-40-
b. Complete Circuit
As shown below, signals from the two sensors installed on the filter (fuel filter warning switch and fuel sedimenter level
warning switch) are input to the meter ECU, and the meter ECU actuates the fuel filter warning light.

c. Fuel Filter Clogging Warning Operation

• Normal operation (refer to the left side of the diagram below): The fuel filter warning switch contact is closed, and an
ON signal is sent to the meter ECU.
• Abnormal operation (refer to the right side of the diagram below): The fuel filter warning switch contact is open, and
an OFF signal is sent to the meter ECU.

d. Fuel Filter Warning Light Operation

The light blinks in accordance with the sedimenter level
warning switch, and turns ON in accordance with the fuel
filter warning switch signal.

-41-
D. Fuel Filter Replacement (Reference)
• Replace the filter element when the filter is clogged. The
shape of the filter element is shown in the diagram on
the right.

• Loosen the case as shown in the diagram on the right,

and replace the filter element. Filter elements are
supplied via the TOYOTA route.

-42-
4 DIAGNOSIS SYSTEM

4-1. DESCRIPTION
• When troubleshooting Multiplex OBD (M-OBD) vehicles, the vehicle must be connected to the DST-2. Various data
output from the vehicle's Engine Control Unit (ECU) can then be read.
• The vehicle's on-board computer illuminates the Malfunc-
tion Indicator Lamp (MIL) on the instrument panel when
the computer detects a malfunction in the computer itself
or in drive system components. In addition, the applicable
Diag- nostic Trouble Codes (DTCs) are recorded in the
ECU memory.
• If the malfunction does not reoccur, the MIL turns ON until
the ignition switch is turned OFF, and then the MIL turns
OFF when the ignition switch is turned ON but the DTCs
re- main recorded in the ECU memory.

• To check the DTCs, connect the DST-2 to the DLC3 (Data

Link Connector 3) on the vehicle or connect terminals TC
and CG on the DLC3 (DTCs will be displayed in the
combi- nation meter).

A. Normal Mode and Check Mode

a. The diagnosis system operates in "normal mode" during normal vehicle use. In normal mode, 2 trip detection logic is
used to ensure accurate detection of malfunctions. A "check mode" is also available to technicians as an option. In check
mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect
malfunc- tions, including intermittent malfunctions.

B. 2 Trip Detection Logic

a. When a malfunction is first detected, the malfunction is temporarily stored in the ECU memory (1st trip). If the same
mal- function is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).

C. Freeze Frame Data

a. The freeze frame data records the engine conditions (fuel system, calculated engine load, engine coolant temperature,
fuel trim, engine speed, vehicle speed, etc) when a malfunction is detected. When troubleshooting, the freeze frame
data can help determine if the vehicle was running stopped, if the engine was warmed up or not, if the air-fuel ratio was
lean or rich, and other data, from the time the malfunction occurred.

-43-
D. DLC3
a. The vehicle's ECU uses the ISO 14230 (M-OBD)
communi- cation protocol. The terminal arrangement of
the DLC3 complies with ISO 15031-03 and matches the
ISO 14230 format.

Symbols (Terminal No.) Terminal Description Condition Specified Condition

SIL (7) - SG (5) Bus "+" line During transmission Pulse generation
CG (4) - Body ground Chassis ground Always Below 1
SG (5) - Body ground Signal ground Always Below 1
BAT (16) - Body ground Battery positive Always 9 to 14 V

< NOTE >

• Connect the cable of the DST-2 to the DLC3, turn the ignition switch ON and attempt to use the DST-2. If the
display informs that a communication error has occurred, there is a problem either with the vehicle or with the tester.
• If communication is normal when the tester is connected to another vehicle, inspect the DLC3 on the original vehicle.
• If communication is still impossible when the tester is connected to another vehicle, the problem is probably in the
tester itself. Consult the Service Department listed in the tester's instruction manual.

E. Inspect Battery Voltage

Battery voltage 11 to 14 V

a. If the voltage is below 11 V, recharge the battery before proceeding.

F. Check MIL
a. The MIL illuminates when the ignition switch is turned
ON and the engine is not running.
< NOTE >
• If the MIL is not illuminated, check the MIL circuit.

b. When the engine is started, the MIL should turn OFF. If

the lamp remains ON, the diagnosis system has detected
a malfunction or abnormality in the system.

-44-
4-2. DTC CHECK/CLEAR
< CAUTION >
• DST-2 only: When the diagnosis system is changed from normal mode to check mode, or vice versa, all the DTCs
and freeze frame data recorded in normal mode are erased. Before changing modes, always check and make a note
of any DTCs and freeze frame data.

A. Check DTC (using the DST-2)

a. Connect the DST-2 to the DLC3.
b. Turn the ignition switch ON and turn the DST-2 ON.

c. Enter the following menus: Powertrain/Engine and

ECT/ DTC.
d. Check and make a note of DTCs and freeze frame data.
e. See page 48 to confirm the details of the DTCs.

B. Check DTC (not using the DST-2)

a. Turn the ignition switch ON.
b. Using SST (09843-18040), connect between terminals
13 (TC) and 4 (CG) of the DLC3.

-45-
c. Read DTCs by observing the MIL. If any DTC is not
detect- ed, the MIL blinks as shown in the illustration.

d. Example: If DTCs 12 and 31 are detected, the MIL flashes

once (for 0.5 second) and flashes twice after the 1.5
second interval, then, flashes 3 times after a 2.5 second
interval from the previous DTC and flashes once. If the
interval be- tween the previous DTC and the next DTC is
4.5 seconds, it means the previous DTC is the last one of
the multiple string DTCs. The MIL repeats the indication of
DTCs from the initial cycle (refer to the illustration on the
left).

e. Check the details of the malfunction using the DTC chart on page 48.
f. After completing the check, disconnect terminals 13 (TC) and 4 (CG) and turn off the display.
< NOTE >
• If 2 or more DTCs are detected, the MIL will indicate the smaller number DTC first.

g. See page 48 to confirm the details of the DTCs.

C. Clear DTCs and Freeze Frame Data (using the DST-2)

a. Connect the DST-2 to the DLC3.
b. Turn the ignition switch ON (do not start the engine)
and turn the DST-2 ON.
c. Enter the following menus: Powertrain/Engine and
ECT/ DTC/Clear.
d. Erase DTCs and freeze frame data by pressing the
YES button on the tester.

-46-
D. Clear DTCs and Freeze Frame Data (without using the DST-2)
a. Perform either one of the following operations.
(1) Disconnect the battery negative (-) cable for more than 1 minute.
(2) Remove the EFI fuse from the engine room R/B located inside the engine compartment for more than 1 minute.
< CAUTION >
• When disconnecting the battery cable, perform the INITIALIZE procedure.

4-3. CHECK MODE PROCEDURE

< NOTE >
• DST-2 only: Compared to normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can
de- tect the malfunctions that cannot be detected by normal mode. In check mode, the ECU sets DTCs using 1 trip
detection logic.

< CAUTION >

• All the stored DTCs and freeze frame data are erased if: 1) the ECU is changed from normal mode to check mode or
vice versa; 2) the ignition switch is turned from ON to ACC or OFF while in check mode. Before changing modes,
always check and make a note of any DTCs and freeze frame data.

A. Check Mode Procedure

a. Make sure that the vehicle is in the following condition:
(1) Battery voltage 11 V or more.
(2) Throttle valve fully closed.
(3) Shift lever in N position.
(4) A/C switch turned OFF.
b. Turn the ignition switch OFF.
c. Connect the DST-2 to the DLC3.
d. Turn the ignition switch ON and turn the DST-2 ON.

e. Enter the following menus: Powertrain/Engine and

ECT/ Check Mode.
f. Make sure the MIL flashes as shown in the illustration.
g. Start the engine (the MIL should turn off).
h. Simulate the conditions of the malfunction described by
the customer.
i. Check the DTC(s) and freeze frame data using the DST-2.
j. After checking the DTC, inspect the appropriate circuits.

-47-
4-4. DTC (DIAGNOSTIC TROUBLE CODE) CHART
< NOTE >
• The parameters listed in the chart are for reference only. Factors such as instrument type may cause readings to
differ slightly from stated values.
• If any DTCs are displayed during a check mode DTC check, check the circuit for the DTCs listed in the table below.

*1 *2
DTC No. Detection Item Trouble Area
MIL Memory

P0045*3 Turbo/Super Charger Boost - Turbo motor driver

Control Solenoid Circuit/Open - Open or short in turbo motor driver circuit
[Turbocharger system malfunc- - ECU
tion]
P0087/49 Fuel Rail/System Pressure - Too - Open or short in fuel pressure sensor circuit
Low - Fuel pressure sensor
[Fuel pressure sensor system - ECU
malfunction]
P0088/78 Fuel Rail/System Pressure - Too - Supply pump (suction control valve)
High - Pressure limiter
[Common rail system malfunc- - Short in supply pump (suction control valve)
tion] cir- cuit
- ECU
P0093/78 Fuel System Leak Detected - - Fuel line between supply pump and common rail
Large Leak - Fuel line between common rail and each injector
[Fuel leaks in common rail sys- - Supply pump
tem] - Common rail
- Injectors
- Pressure limiter
- Open or short in EDU circuit (P0200 set
simulta- neously)
- Open or short in injector circuit
- EDU (P0200 set simultaneously)
- ECU

P0095/23*3,*4 Intake Air Temperature Sensor - Open or short in diesel turbo IAT sensor circuit
2 Circuit - Diesel turbo IAT sensor
[Intake air temperature sensor - ECU
(intake air connector)]

P0097/23*3,*4 Intake Air Temperature Sensor

2 Circuit Low
[Intake air temperature sensor
low input (intake air connector)]

P0098/23*3,*4 Intake Air Temperature Sensor

2 Circuit High
[Intake air temperature sensor
high input (intake air connector)]

-48-
 *1 *2
DTC No. Detection Item Trouble Area
MIL Memory

P0100/31*3 Mass or Volume Air Flow Circuit - Open or short in MAF meter circuit
[Mass air flow meter] - MAF meter
- ECU
P0102/31*3 Mass or Volume Air Flow Meter - Open or short in MAF meter circuit
Circuit Low Input - MAF meter
[Mass air flow meter low input] - ECU

P0103/31*3 Mass or Volume Air Flow Meter

Circuit High Input
[Mass air flow meter high input]
P0105/31 Manifold Absolute - Open or short in manifold absolute pressure
Pressure/ Barometric sen- sor circuit
Pressure Circuit [Intake air - Manifold absolute pressure sensor
pressure sensor] - Turbocharger sub-assy
- EGR valve assy
- ECU
P0107/31 Manifold Absolute Pressure/ - Open or short in manifold absolute pressure
Barometric Pressure Circuit Low sen- sor circuit
Input - Manifold absolute pressure sensor
[Intake air pressure sensor low - Turbocharger sub-assy
input] - EGR valve assy
P0108/31 Manifold Absolute Pressure/ - ECU
Barometric Pressure Circuit High
Input
[Intake air pressure sensor high
input]
P0110/24 Intake Air Temperature Circuit - Open or short in IAT sensor circuit
[Intake air temperature sensor - IAT sensor (built into MAF meter)*1
(built into mass air flow meter)]
- IAT sensor*4,*5
P0112/24 Intake Air Temperature
- ECU
Circuit Low Input
[Intake air temperature sensor
(built into mass air flow meter)
low input]
P0113/24 Intake Air Temperature
Circuit High Input
[Intake air temperature sensor
(built into mass air flow meter)
high input]
P0115/22 Engine Coolant Temperature Cir- - Open or short in ECT sensor circuit
cuit - ECT sensor
[Engine coolant temperature - ECU
sensor]

-49-
 *1 *2
DTC No. Detection Item Trouble Area
MIL Memory

P0117/22 Engine Coolant Temperature Cir- - Open or short in ECT sensor circuit
cuit Low Input - ECT sensor
[Engine coolant temperature - ECU
sensor low input]
P0118/22 Engine Coolant Temperature Cir-
cuit High Input
[Engine coolant temperature
sensor high input]
P0120/41 Throttle/Pedal Position Sensor/ - Open or short in throttle position sensor circuit
Switch "A" Circuit[Intake shutter - Throttle position sensor
(throttle valve) position sensor] - ECU
P0122/41 Throttle/Pedal Position Sensor/ - Throttle position sensor
Switch "A" Circuit Low - Open or short in VLU circuit
Input[Intake shutter (throttle - Open in VC circuit
valve) position sensor low input] - ECU
P0123/41 Throttle/Pedal Position Sensor/ - Throttle position sensor
Switch "A" Circuit High - Open in E2 circuit
Input[Intake shutter (throttle - VC and VTA circuits are short-circuited
valve) position sensor high input] - ECU
P0168/39 Fuel Temperature Too High - Fuel temperature sensor
[Fuel temperature sensor ratio-
nality]
P0180/39 Fuel Temperature Sensor "A" - Open or short in fuel temperature sensor circuit
Circuit - Fuel temperature sensor
[Fuel temperature sensor] - ECU
P0182/39 Fuel Temperature Sensor "A"
Circuit Low Input
[Fuel temperature sensor low
input]
P0183/39 Fuel Temperature Sensor "A"
Circuit High Input
[Fuel temperature sensor high
input]
P0190/49 Fuel Rail Pressure Sensor Cir- - Open or short in fuel pressure sensor circuit
cuit[Fuel pressure sensor] - Fuel pressure sensor
- ECU
P0192/49 Fuel Rail Pressure Sensor Cir- - Open or short in fuel pressure sensor circuit
cuit Low Input - Fuel pressure sensor
[Fuel pressure sensor low input]

-50-
P0193/49 Fuel Rail Pressure Sensor Cir- - ECU
cuit High Input
[Fuel pressure sensor high input]

*1 *2
DTC No. Detection Item Trouble Area
MIL Memory

P0200/97 Injector Circuit/Open[EDU sys- - Open or short in EDU circuit

tem for injector malfunction] - Injector
- EDU
- ECU
P0234 *3 Turbo/Super Charger - Turbocharger sub-assy
Overboost Condition - Turbo motor driver
[Turbocharger system malfunc- - Manifold absolute pressure sensor
tion] - ECU

P0299 *3 Turbo/Super Charger

Under- boost Condition
[Turbocharger system malfunc-
tion]
P0335/12 Crankshaft Position Sensor "A" - Open or short in crankshaft position sensor circuit
Circuit - Crankshaft position sensor
[Crankshaft position sensor] - Sensor plate (crankshaft timing pulley)
P0339/13 Crankshaft Position Sensor "A" - ECU
Circuit Intermittent
[Crankshaft position sensor
intermittent problem]
P0340/12 Camshaft Position Sensor "A" - Open or short in camshaft position sensor circuit
Circuit (Bank 1 or Single Sensor) - Camshaft position sensor
[Camshaft position sensor] - Camshaft timing pulley
- ECU

P0400*4,*5 Exhaust Gas Recirculation Flow - EGR valve stuck

[EGR system malfunction] - EGR valve does not move smoothly
- Open or short in E-VRV for EGR circuit
- Open or short in EGR valve position sensor
cir- cuit
- EGR valve position sensor
- ECU

P0405*4,*5 Exhaust Gas Recirculation Sen- - Open or short in EGR valve position sensor
sor "A" Circuit Low cir- cuit
[EGR lift sensor malfunction] - EGR valve position sensor
Exhaust Gas Recirculation Sen- - ECU
P0406*4,*5
sor "A" Circuit High
[EGR lift sensor malfunction]

-51-
P0488/15 Exhaust Gas Recirculation - Open or short in diesel throttle control motor
Throttle Position Control Range/ cir- cuit
Performance - Open or short in diesel throttle valve fully
[Intake shutter] opened switch circuit
- Diesel throttle valve assy
- ECU

*1 *2
DTC No. Detection Item Trouble Area
MIL Memory

P0500/42 Vehicle Speed Sensor - Open or short in speed sensor circuit

"A" [Vehicle speed - Speed sensor
sensor] - Combination meter
- ECU
- Skid control ECU
P0504/51 Brake Switch "A"/"B" Correlation - Short in stop lamp switch signal circuit
[Stop lamp rationality] - Stop lamp switch
- ECU
P0606 ECU/PCM Processor - ECU
[ECU]
P0607 Control Module Performance
[ECU]
P0627 Fuel Pump Control Circuit/Open - Open or shot in suction control valve circuit
[Common rail system malfunc- - Suction control valve
tion] - ECU
P1229/78 Fuel Pump System[Common rail - Short in supply pump (suction control valve)
system malfunction] cir- cuit
- Supply pump (suction control valve)
- ECU

P1251*3 Step Motor For Turbocharger - Turbo motor driver

Control Circuit (Intermittent) - Open or short in turbo motor driver circuit
[Turbocharger system malfunc- - Turbocharger sub-assy
tion] - ECU
P1601/89 Injector Correction Circuit (EE- - Injector compensation code
PROM) - ECU
[ECU]
P1611/17 IC Circuit Malfunction - ECU
[ECU]

P2008*3 Intake Manifold Runner Control - VSV for swirl control valve
Circuit/Open (Bank 1) - Open or short in VSV for swirl control valve
[Swirl control system malfunc- - Intake manifold (swirl control valve)
tion] - ECU

-52-
P2120/19 Throttle/Pedal Position Sensor/ - Open or short in accelerator pedal position
Switch "D" Circuit sen- sor circuit
[Accelerator pedal position sen- - Accelerator pedal position sensor
sor (sensor 1)] - ECU
P2121/19 Throttle/Pedal Position Sensor/ - Accelerator pedal position sensor circuit
Switch "D" Circuit Range/Perfor- - Accelerator pedal position sensor
mance - ECU
[Accelerator pedal position sen-
sor rationality (sensor 1)]

*1 *2
DTC No. Detection Item Trouble Area
MIL Memory

P2122/19 Throttle/Pedal Position Sensor/ - Open or short in accelerator pedal position

Switch "D" Circuit Low Input sen- sor circuit
[Accelerator pedal position sen- - Accelerator pedal position sensor
sor low input (sensor 1)] - ECU
P2123/19 Throttle/Pedal Position Sensor/
Switch "D" Circuit High Input
[Accelerator pedal position sen-
sor high input (sensor 1)]
P2125/19 Throttle/Pedal Position Sensor/
Switch "E" Circuit
[Accelerator pedal position sen-
sor (sensor 2)]
P2127/19 Throttle/Pedal Position Sensor/
Switch "E" Circuit Low Input
[Accelerator pedal position sen-
sor low input (sensor 2)]
P2128/19 Throttle/Pedal Position Sensor/
Switch "E" Circuit High Input
[Accelerator pedal position sen-
sor high input (sensor 2)]
P2138/19 Throttle/Pedal Position Sensor/
Switch "D"/"E" Voltage
Correla- tion
[Accelerator pedal position sen-
sor malfunction]

P2226/A5*6 Barometric Pressure Circuit - ECU

[ECU]

P2228/A5*6 Barometric Pressure Circuit Low

Input
[ECU]

-53-
 P2229/A5*6 Barometric Pressure Circuit High
Input
[ECU]

U0001/A2*6 High Speed CAN Communica- - Open or short TCM and ECU circuit- TCM- ECU
tion Bus
B2799 Engine Immobilizer System Mal- - Immobilizer system
function

< NOTE >

• *1: " ": MIL (Malfunction Indicator Lamp) illuminates, " ": MIL does not illuminate.
• *2: " ": DTC is stored in the ECU, " ": DTC is not stored in the ECU.
• *3: Only for 1KD-FTV.
• *4: Only for 2KD-FTV (w/ CAC).
• *5: Only for 2KD-FTV (w/o CAC).
• *6: "A" in the above table indicates that the MIL flashes 10 times.

-54-
4-5. FAIL-SAFE CHART
A. Fail-Safe Chart
If any of the following DTCs are set, the ECU enters fail-safe mode to allow the vehicle to be driven temporarily.

Fail-Safe Deactivation
DTC No. Detection Item Fail-Safe Operation
Conditions

P0045 Turbo/Super Charger Boost Control Limits engine power Ignition switch OFF
Solenoid Circuit/Open
[Turbocharger system malfunction]
P0087/49 Fuel Rail/System Pressure - Too Low Limits engine power Ignition switch OFF
[Fuel pressure sensor system mal-
function]
P0088/78 Fuel Rail/System Pressure - Too High Limits engine power Ignition switch OFF
[Common rail system malfunction]
P0093/78 Fuel System Leak Detected - Large Limits engine power for 1 minute and Ignition switch OFF
Leak then stalls the engine
[Fuel leaks in common rail system]

P0095/23*1,*2 Intake Air Temperature Sensor 2 Cir- Intake air (intake manifold) tempera- Pass condition detected
cuit ture fixed at 145°C (293°F)
[Intake air temperature sensor (intake
air connector)]

P0097/23*1,*2 Intake Air Temperature Sensor 2 Cir-

cuit Low
[Intake air temperature sensor low
input (intake air connector)]

P0098/23*1,*2 Intake Air Temperature Sensor 2 Cir-

cuit High
[Intake air temperature sensor high
input (intake air connector)]

P0100/31*1 Mass or Volume Air Flow Circuit Limits engine power Pass condition detected
[Mass air flow meter]

P0102/31*1 Mass or Volume Air Flow Meter Circuit

Low Input
[Mass air flow meter low input]

P0103/31*1 Mass or Volume Air Flow Meter Circuit

High Input
[Mass air flow meter high input]

-55-
 Fail-Safe Deactivation
DTC No. Detection Item Fail-Safe Operation
Conditions

P0105/31 Manifold Absolute Pressure/Baromet- Turbo pressure fixed at specified value Pass condition detected
ric Pressure Circuit
[Intake air pressure sensor]
P0107/31 Manifold Absolute Pressure/Baromet-
ric Pressure Circuit Low Input
[Intake air pressure sensor low input]
P0108/31 Manifold Absolute Pressure/Baromet-
ric Pressure Circuit High Input
[Intake air pressure sensor high input]
P0110/24 Intake Air Temperature Circuit Intake air (mass air flow meter) tem- Pass condition detected
[Intake air temperature sensor (built perature value fixed
into mass air flow meter)]
P0112/24 Intake Air Temperature Circuit Low
Input
[Intake air temperature sensor (built
into mass air flow meter) low input]
P0113/24 Intake Air Temperature Circuit High
Input
[Intake air temperature sensor (built
into mass air flow meter) high input]
P0115/22 Engine Coolant Temperature Circuit Fuel temperature sensor output Pass condition detected
[Engine coolant temperature sensor] fixed at specified value (fixed value
P0117/22 Engine Coolant Temperature varies depending on conditions)
Circuit Low Input
[Engine coolant temperature sensor
low input]
P0118/22 Engine Coolant Temperature
Circuit High Input
[Engine coolant temperature sensor
high input]
P0120/41 Throttle/Pedal Position Sensor/Switch Limits engine power Ignition switch OFF
"A" Circuit
P0122/41 Throttle/Pedal Position Sensor/Switch
"A" Circuit Low Input
P0123/41 Throttle/Pedal Position Sensor/Switch
"A" Circuit High Input
P0168/39 Fuel Temperature Too High Limits engine power Pass condition detected
[Fuel temperature sensor rationality]

-56-
 Fail-Safe Deactivation
DTC No. Detection Item Fail-Safe Operation
Conditions

P0180/39 Fuel Temperature Sensor "A" Circuit Fuel temperature fixed at 40°C Pass condition detected
[Fuel temperature sensor] (104°F)
P0182/39 Fuel Temperature Sensor "A" Circuit
Low Input
[Fuel temperature sensor low input]
P0183/39 Fuel Temperature Sensor "A" Circuit
High Input
[Fuel temperature sensor high input]
P0190/49 Fuel Rail Pressure Sensor Circuit Limits engine power Ignition switch OFF
[Fuel pressure sensor]
P0192/49 Fuel Rail Pressure Sensor Circuit Low
Input
[Fuel pressure sensor low input]
P0193/49 Fuel Rail Pressure Sensor Circuit High
Input
[Fuel pressure sensor high input]
P0200/97 Injector Circuit/Open Limits engine power Ignition switch OFF
[EDU system for injector malfunction]

P0234*1 Turbo/Super Charger Exessive Boost Limits engine power Ignition switch OFF
[Turbocharger system malfunction]

P0299*1 Turbo/Super Charger Limits engine power Ignition switch OFF

Insufficient Boost
[Turbocharger system malfunction]
P0335/12 Crankshaft Position Sensor "A" Circuit Limits engine power Pass condition detected
[Crankshaft position sensor]
P0340/12 Camshaft Position Sensor "A" Circuit Limits engine power Pass condition detected
(Bank 1 or Single Sensor)
[Camshaft position sensor]
P0488/15 Exhaust Gas Recirculation Throttle Limits engine power Ignition switch OFF
Position Control Range/Performance
[Intake shutter]
P0500/42 Vehicle Speed Sensor "A" Vehicle speed fixed at 0 km/h (0 mph) Pass condition detected
[Vehicle speed sensor]
P0627/78 Fuel Pump Control Circuit/Open Limits engine power Pass condition detected
[Common rail system malfunction]
P1229/78 Fuel Pump System[Common rail sys- Limits engine power Ignition switch OFF
tem malfunction]

-57-
P1251*1 Turbo/Super Charger Excessive Boost Limits engine power Ignition switch OFF
(Too High)
[Turbocharger system malfunction]
P1611/17 IC Circuit Malfunction[ECU] Limits engine power Ignition switch OFF

Fail-Safe Deactivation
DTC No. Detection Item Fail-Safe Operation
Conditions

P2120/19 Throttle/Pedal Position Sensor/Switch Limits engine power Ignition switch OFF
"D" Circuit
[Accelerator pedal position sensor
(sensor 1)]
P2121/19 Throttle/Pedal Position Sensor/Switch
"D" Circuit Range/Performance
[Accelerator pedal position sensor
rationality (sensor 1)]
P2122/19 Throttle/Pedal Position Sensor/Switch
"D" Circuit Low Input
[Accelerator pedal position sensor low
input (sensor 1)]
P2123/19 Throttle/Pedal Position Sensor/Switch
"D" Circuit High Input
[Accelerator pedal position sensor
high input (sensor 1)]
P2125/19 Throttle/Pedal Position Sensor/Switch
"E" Circuit
[Accelerator pedal position sensor
(sensor 2)]
P2127/19 Throttle/Pedal Position Sensor/Switch
"E" Circuit Low Input
[Accelerator pedal position sensor low
input (sensor 2)]
P2128/19 Throttle/Pedal Position Sensor/Switch
"E" Circuit High Input
[Accelerator pedal position sensor
high input (sensor 2)]
P2138/19 Throttle/Pedal Position Sensor/Switch
"D"/"E" Voltage Correlation
[Accelerator pedal position sensor
malfunction]
P2226/A5 Barometric Pressure Circuit Atmospheric pressure fixed Pass condition detected
[ECU]

-58-
 P2228/A5 Barometric Pressure Circuit Low Input
[ECU]
P2229/A5 Barometric Pressure Circuit High Input
[ECU]

< NOTE >

• *1: Only for 1KD-FTV.
• *2: Only for 2KD-FTV (w/ CAC).
• *3: Only for 2KD-FTV (w/o CAC).

-59-
4-6. EXTERNAL WIRING DIAGRAM
A. External ECU Wiring Diagram
a. Wiring Diagram (1)

-60-
b. Wiring Diagram (2)

-61-
c. Wiring Diagram (3)

-62-
B. ECU Connector Diagram
a. Connector Terminal Layout

Connector Terminal Configuration: 135 pin

34P 35P 35P 31P
1 T 35 41 T0 T5 105 111

E01 E02 PCV+ PCV- E1 LUSL VCT PI BATT STA NSW TACH DM THW0 +B
VNTI SCV VNTC ALT EGRC EGR STP ST1- VCH EOM GREM GIND W TC IREL IGSW MREL

NE+ PCR1 INJF #1 #2 #3 #4 THIA THW VC VG G+ CAN+ CAN- HSW ACT AC1 SPD VPA2 VPA CCS WFSE SIL

NE- THA THF E2 EGLS EVG G- VLU PIM OILM IMI IMO EPA2 EPA VCP2 VCPA
28 34 62 69 9T 104 130 135
Q000938E

< NOTE >

• The standard normal voltage between each pair of ECU terminals is shown in the table below. The appropriate
conditions for checking each pair of terminals are also indicated.
• The result of checks should be compared with the standard normal voltage for that pair of terminals, displayed in
the Specified Condition column.
• The illustration above can be used as a reference to identify the ECU terminal locations.

Symbols (Terminal No.) Wiring Color Terminal Description Condition Specified Condition

BATT (E6-2) - E1 (E8-7) L-BR Battery (for measuring Always 9 to 14 V

battery voltage and for
ECU memory)
IGSW (E5-9) - E1 (E8-7) B-O-BR Ignition switch Ignition switch ON 9 to 14 V
+B (E5-1) - E1 (E8-7) B-BR Power source of ECU Ignition switch ON 9 to 14 V
MREL (E5-8) - E1 (E8-7) W-G-BR MAIN Relay Ignition switch ON 9 to 14 V
Ignition switch OFF 0 to 1.5 V
VC (E7-18) - E1 (E8-7) R-W-BR Power source of sensor Ignition switch ON 4.5 to 5.5 V
(a specific voltage)
VPA1 (E5-22) - EP1 (E5-28) W-L-BR-W Accelerator pedal posi- Ignition switch ON, acceler- 0.5 to 11 V
tion sensor (for engine ator pedal fully released
control) Ignition switch ON, acceler- 2.6 to 4.5 V
ator pedal fully depressed
VPA2 (E5-23) - EP2 (E5-29) GR-G-BR-Y Accelerator pedal posi- Ignition switch ON, acceler- 1.2 to 2.0 V
tion sensor (for sensor ator pedal fully released
malfunction detection) Ignition switch ON, acceler- 3.4 to 5.0 V
ator pedal fully depressed
VCP1 (E5-26) - EP1 (E5-28) LG-R-BR-W Power source of acceler- Ignition switch ON 4.5 to 5.0 V
ator pedal position sen-
sor (for VPA)
VCP2 (E5-27) - EP2 (E5-29) BR-R-BR-Y Power source of acceler- Ignition switch ON 4.5 to 5.0 V
ator pedal position sen-
sor (for VPA2)
VG (E8-24) - EVG (E8-32) W-R-B-W MAF meter Idling, A/C switch OFF 0.5 to 3.4 V
THA (E7-31) - E2 (E7-28) Y-B-BR IAT sensor Idling, intake air tempera- 0.5 to 3.4 V
Y-G-BR ture at 20°C (68°F)
THIA (E7-20) - E2 (E7-28) Y-G-BR Diesel turbo IAT sensor Atmospheric air tempera- 0.5 to 3.4 V
ture

Symbols (Terminal No.) Wiring Color Terminal Description Condition Specified Condition

-63-
THW (E7-19) - E2 (E7-28) R-L-BR ECT sensor Idling, engine coolant tem- 0.2 to 1.0 V
perature at 80°C (176°F)
STA (E5-7) - E1 (E8-7) B-Y-BR Starter signal Cranking 6.0 V or more
L-Y-BR
#1 (E7-24) - E1 (E8-7) B-W-BR Injector Idling Pulse generation
#2 (E7-23) - E1 (E8-7) R-BR
#3 (E7-22) - E1 (E8-7) V-BR
#4 (E7-21) - E1 (E8-7) Y-R-BR
G + (E8-23) - G - (E8-31) Y-L Camshaft position sen- Idling Pulse generation
sor
NE + (E7-27) - NE - (E7-34) Y-L Crankshaft position sen- Idling Pulse generation
sor
STP (E6-15) - E1 (E8-7) G-W-BR Stop lamp switch Ignition switch ON, brake 7.5 to 14 V
pedal depressed
Ignition switch ON, brake 0 to 1.5 V
pedal released
ST1 - (E6-14) - E1 (E8-7) R-L-BR Stop lamp switch Ignition switch ON, brake 0 to 1.5 V
(opposite to STP) pedal depressed
Ignition switch ON, brake 7.5 to 14 V
pedal released
TC (E5-11) - E1 (E8-7) P-W-BR Terminal TC of DLC3 Ignition switch ON 9 to 14 V
W (E5-12) - E1 (E8-7) R-B-BR MIL MIL illuminated 0 to 3 V
MIL not illuminated 9 to 14 V
SP1 (E6-17) - E1 (E6-7) V-R-BR Speed signal from com- Ignition switch ON, rotate Pulse generation
bination meter driving wheel slowly
SIL (E5-18) - E1 (E6-7) R-Y-BR Terminal SIL of DLC3 Connect the DST-2 to the Pulse generation
DLC3
PIM (E8-28) - E2 (E7-28) L-B-BR Manifold absolute pres- Apply negative pressure of 1.2 to 1.6 V
sure sensor 40 kPa (300 mmHg, 11.8
in.Hg)
Same as atmospheric pres- 1.3 to 1.9 V
sure
Apply positive pressure of 3.2 to 3.8 V
69 kPa (518 mmHg, 20.4
in.Hg)
IREL (E5-10) - E1 (E8-7) B-W-BR EDU relay Ignition switch OFF 9 to 14 V
Idling 0 to 1.5 V
TACH (E5-4) - E1 (E8-7) B-W-BR Engine speed Idling Pulse generation
PCR1 (E7-26) - E2 (E7-28) R-Y-BR Common rail pressure Idling 1.3 to 1.8 V
sensor (main)
GREL (E5-15) - E1 (E8-7) R-BR GLOW relay Cranking 9 to 14 V
Idling 0 to 1.5 V

Symbols (Terminal No.) Wiring Color Terminal Description Condition Specified Condition

THF (E7-29) - E2 (E7-28) G-B-BR Fuel temperature sensor Ignition switch ON 0.5 to 3.4 V

-64-
ALT (E7-8) - E1 (E6-7) G-BR Generator duty ratio Idling Pulse generation
PCV + (E7-2) - PCV - (E7-1) G-W-G-Y Suction control valve Idling Pulse generation
INJF (E7-25) - E1 (E8-7) P-BR EDU Idling Pulse generation
VNTO (E7-10) - E1 (E8-7) B-O-BR Turbo motor driver Ignition switch ON Pulse generation
VNTI (E7-17) - E1 (E8-7) R-B-BR Turbo motor driver Ignition switch ON Pulse generation
VLU (E8-29) - E2 (E7-28) B-BR Throttle position sensor Ignition switch ON, intake 3.0 to 4.0 V
shutter (throttle valve) fully
opened
Ignition switch ON, intake 0.4 to 1.0 V
shutter (throttle valve) fully
closed
LUSL (E8-4) - E2 (E7-28) GR-BR Diesel throttle duty sig- Engine warmed up, racing Pulse generation
nal engine
EGLS (E8-33) - E2 (E7-28) L-Y-BR EGR valve position sen- Ignition switch ON 0.6 to 1.4 V
sor

-65-
C. EDU External Wiring Diagram

COM2
I
Battery High-voltage
A Generating
Circuit

COM1
H

IJt#1 INJ#1
B J
IJt#4 INJ#4
C K

IJt#2 L INJ#2
D Control
IJt#3 Circuit
E INJ#3
M
IJf
F

G
GND

A I H J K L M F B C D E G
Q000928E

-66-
Published : July 2004

Edited and published by:

DENSO CORPORATION
Service Department

1-1 Showa-cho, Kariya, Aichi Prefecture, Japan