Common Rail System (HP3) for MITSUBISHI TRITON

4D56/4M41 Engine

DENSO INTERNATIONAL THAILAND CO., LTD

00400554E

 2005 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.

Revision History

Revision History
Date 2005.10.25 Revision Contents Portions of 14.2 Diagnostic Trouble Code Datails" revised. (See P1-37, 38, 39, 40, 41) "15.1 Engine ECU Externa Wring Diagramillustration (Applicable Illust. code: Q001257E, Q001258E) replaced. (See P1-42, 43) Portions of the "15.2 Engine ECU Connector Diagram Terminal Connections (1), (2), (3) replaced . (See P1-43, 44, 45)

Table of Contents

Operation Section
1. PRODUCT APPILCATION INFORMATION
1.1 1.2 Application .................................................. 1-1 System Components Part Number ............. 1-1

7. INJECTOR (G2 TYPE)

7.1 7.2 7.3 7.4 7.5 7.6 7.7 Outline....................................................... 1-16 Characteristics .......................................... 1-16 Exterior View Diagram .............................. 1-17 Construction .............................................. 1-18 Operation .................................................. 1-18 QR Codes ................................................. 1-19 Injector Actuation Circuit ........................... 1-21

2. OUTLINE OF SYSTEM
2.1 2.2 2.3 2.4 2.5 2.6 2.7 Common Rail System Characteristics ........ 1-2 Features of Injection Control....................... 1-2 Comparison to the Conventional System.... 1-3 Composition ................................................ 1-3 Operation .................................................... 1-4 Fuel System ................................................ 1-4 Control System ........................................... 1-4

8. OPERATION OF CONTROL SYSTEM COMPONENTS

8.1 8.2 8.3 8.4 8.5 8.6 Engine Control System Diagram............... 1-22 Engine ECU (Electronic Control Unit) ....... 1-22 Cylinder Recognition Sensor (TDC).......... 1-23 Turbo Pressure Sensor ............................. 1-23 Mass Air Flow Sensor ............................... 1-24 Electronic Control Throttle ........................ 1-25

3. SUPPLY PUMP
3.1 3.2 3.3 3.4 3.5 Outline......................................................... 1-6 Exterior View Diagram ................................ 1-7 Supply Pump Internal Fuel Flow ................. 1-7 Construction of Supply Pump ..................... 1-8 Operation of the Supply Pump.................... 1-9

9. VARIOUS TYPES OF CONTROL

9.1 9.2 9.3 9.4 9.5 Outline....................................................... 1-27 Fuel Injection Rate Control Function......... 1-27 Fuel Injection Quantity Control Function ... 1-27 Fuel Injection Timing Control Function...... 1-27 Fuel Injection Pressure Control Function (Rail Pressure Control Function) ............. 1-27

4. SUPPLY PUMP COMPONENT PARTS

4.1 4.2 4.3 Feed Pump ................................................1-11 SCV ( Suction Control Valve )....................1-11 Fuel Temperature Sensor ......................... 1-13

5. RAIL
5.1 Outline....................................................... 1-14

10. FUEL INJECTION QUANTITY CONTROL

10.1 Outline....................................................... 1-28 10.2 Injection Quantity Calculation Method ...... 1-28 10.3 Set Injection Quantities ............................. 1-28

6. RAIL COMPONENTS PARTS

6.1 6.2 Rail Pressure Sensor (Pc Sensor) ............ 1-15 Pressure limiter ......................................... 1-15

Table of Contents

11. FUEL INJECTION TIMING CONTROL

11.1 Ouline........................................................ 1-32 11.2 Main and Pilot Injection Timing Control..... 1-32 11.3 Microinjection Quantity Learning Control .. 1-33

12. FUEL INJECTION RATE CONTROL

12.1 Outline....................................................... 1-35

13. FUEL INJECTION PRESSURE CONTROL

13.1 Fuel Injection Pressure ............................. 1-36

14. DIAGNOSTIC TROUBLE CODES (DTC)

14.1 About the Codes Shown in the Table........ 1-37 14.2 Diagnostic Trouble Code Details............... 1-37

15. EXTERNAL WIRING DIAGRAM

15.1 Engine ECU External Wiring Diagram ...... 1-42 15.2 Engine ECU Connector Diagram .............. 1-43

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1. PRODUCT APPILCATION INFORMATION

1.1 Application
Vehicle Manufacture 4D56 MITSUBISHI TRITON 4M41 2WD (MT/AT) 4WD (MT) 4WD (MT/AT) Thailand June, 2005 Vehicle Name Engine Model Specification Destination (Volume) Line Off Period

1.2 System Components Part Number

Parts Name Supply pump DENSO P/N SM294000-0331 SM294000-0341 Injector SM095000-5600 SM095000-5760 Rail Engine ECU SM095440-0640 MA275800-425# MA275800-431# MA275800-432# MA275800-357# Turbo pressure sensor (TDC) Electronic control throttle Fuel temperature sensor Mass air flow meter 197920-0020 179730-0020 VN197400-4030 1450A033 MR547077 1460A001 For 4M41, 4D56 Engine Model (4WD) ALL ALL 079800-5960 Manufacturer P/N 1460A001 1460A003 1465A041 1465A054 1465A034 1860A392 1860A523 1860A524 1860A390 MR577031 1865A074 Remarks For 4D56 Engine Model For 4M41 Engine Model For 4D56 Engine Model For 4M41 Engine Model ALL For 4D56 Engine Model (4WD) For 4D56 Engine Model (2WD MT) For 4D56 Engine Model (2WD AT) For 4M41 Engine Model (4WD) ALL For 4M41 Engine Model

Cylinder recognition sensor 949979-1590

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Operation Section

2. OUTLINE OF SYSTEM
2.1 Common Rail 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 inject the pressurized fuel into the cylinders. Because the engine ECU controls the injection system (injection pressure, injection rate, and injection timing), the injection system is independent, and thus unaffected 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.

2.2 Features of Injection Control

(1) Injection Pressure Control
Enables high-pressure injection even at low engine speeds. Optimizes control to minimize particulate matter and NOx emissions.

(2) Injection Timing Control

Enables finely tuned optimized control in accordance with driving conditions.

(3) Injection Rate Control

Pilot injection control injects a small amount of fuel before the main injection.

Common Rail System

Injection Pressure Control Optimization, High Pressurization Injection Pressure Common Rail System Particulate NOx Injection Timing Control Optimization Common Rail System Injection Rate Control

Injection Timing

Injection Rate

Main Injection Pre-Injection

Crankshaft Angle Injection Quantity Control

Conventional Pump Speed Injection Pressure

Conventional Pump Speed

Cylinder Injection Quantity Correction Speed 1 3 4 2

Q001223E

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2.3 Comparison to the Conventional System

In-line, VE Pump System Common Rail System

High-pressure Pipe Momentary High Pressure Timer Governor In-line Pump Nozzle Rail Supply Pump Usually High Pressure Delivery Valve Feed Pump SCV (Suction Control Valve)

Injector VE Pump
Injection Quantity Control Injection Timing Control Rising Pressure Distributor Injection Pressure Control < NOTE >
*1 : TWV: Two Way Valve *2 : SCV: Suction Control Valve

Fuel Tank
Q001224E Q001225E

Pump (Governor)

Engine ECU, Injector (TWV)*1

Pump (Timer)

Engine ECU, Injector (TWV)*1

Pump Pump Dependent upon Speed and Injection Quantity

Engine ECU, Supply Pump Engine ECU, Rail Engine ECU, Supply Pump (SCV)*2

2.4 Composition
The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.

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Operation Section

Fuel Temperature Engine Speed Accelerator Opening Turbo Pressure, Atmospheric Air Pressure Intake Air Temperature Coolant Temperature Crankshaft position Cylinder Recognition Position Intake Airflow Rate

Engine ECU

Rail Rail Pressure Sensor

Pressure Limiter

Injector

Fuel Temperature Sensor Supply Pump

SCV (Suction Control Valve) Fuel Tank

Q001226E

2.5 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 discharged 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 commands received from the engine ECU.

(2) Rail
The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.

(3) Injector (G2 type)

This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance with signals from the engine ECU. Signals from the engine ECU determine the duration and timing in which current is applied 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).

2.6 Fuel System

This system comprises the route through which diesel fuel flows from the fuel tank via the rail to the supply pump, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.

2.7 Control System

In this system, the engine ECU controls the fuel injection system in accordance with 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.

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(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 electronically controlling the actuators. The injection quantity and timing are determined by controlling the duration and timing in which current is applied to the TWV (Two-Way Valve) in the injector. Injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.

Sensor Crankshaft Position Sensor (NE)

Engine Speed

Actuator Injector

Cylinder Recognition Cylider Recognition Sensor (TDC) Engine ECU Load Accelerator Position Sensor

Injection Quantity Control Injection Timing Control

Supply Pump (SCV) Fuel Pressure Control

Other Sensors and Switches

EGR, Air Intake Control Relay, Light

Q001227E

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Operation Section

3. SUPPLY PUMP
3.1 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 1:1. 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 open type (the intake valve opened during de-energization).

Rail Injector

Suction Valve Discharge Valve Plunger

Intake pressure Feed pressure High pressure Return pressure Return Spring

Return Fuel Overflow

SCV Regulating Valve

Filter

Feed Pump Fuel Inlet Intake

Camshaft

Fuel Tank

Fuel Filter (with Priming Pump)

Q001265E

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3.2 Exterior View Diagram

4D56 Engine Model

Overflow to Fuel Tank

To Rail

From Fuel Tank

SCV Fuel Temperature Sensor

Q001253E

4M41 Engine Model

Overflow to Fuel Tank

From Fuel Tank

To Rail SCV

Fuel Temperature Sensor

Q001228E

3.3 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.

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Operation Section

Supply pump interior Regulating valve Feed pump Overflow Fuel tank SCV (Suction Control Valve) Intake valve Discharge valve Pumping portion (plunger) Rail

QD0705E

3.4 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

QD0706E

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

Q001233E

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

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Plunger A Ring Cam

Feed Pump

Plunger B

Q001234E

3.5 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.

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Operation Section

Suction Valve

Discharge Valve

Plunger A Eccentric Cam

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

Plunger A: Begin Compression Plunger B: Begin Intake

Plunger A: Finish Intake Plunger B: Finish Compression

Q001235E

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4. SUPPLY PUMP COMPONENT PARTS

4.1 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 rotation 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 inner rotors.

Outer Rotor

To Pump Chamber Inner Rotor

Quantity Decrease

Quantity Decrease (Fuel Discharge)

Intake Port From Fuel Tank

Discharge Port

Quantity Increase

Quantity Increase (Fuel Intake)

QD0708E

4.2 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 cylinder (integrated with the armature) to the left side, and changing the opening of the fuel passage to regulate the fuel quantity. With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge = normally open) When the SCV is ON, the force of the return spring moves the cylinder to the left, closing the fuel passage (normally open). By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is discharged by the plungers.

Valve body

Return Spring

Needle valve
Q001113E

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Operation Section

(1) SCV Opening Small (Duty ON time long - Refer to the "Relationship Between Actuation Signal and Current" Diagram.)
When the opening of the SCV is small, the fuel suction area is kept small, which decreases the transferable fuel volume.

Feed Pump

Needle valve Small Opening

Q001114E

(2) SCV Opening Large (Duty ON time short - Refer to the "Relationship Between Actuation Signal and Current" Diagram.)
When the opening of the SCV is large, the fuel suction area is kept large, which increases the transferable fuel volume.

Feed Pump

Needle valve Large Opening

Q001115E

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(3) Diagram of Relationship Between Actuation Signal and Current (Magneto motive Force)

Small Suction Volume ON Actuation Voltage OFF

Large Suction Volume

Current

Average Current Difference

Q001116E

4.3 Fuel Temperature Sensor

Detects the fuel temperature and sends a corresponding signal to the engine ECU. Based on this information, the engine ECU calculates the injection volume correction that is appropriate for the fuel temperature.

<Reference: Temperature-resistance Characteristics> TEMPERATURE (C) - 30 - 20 - 10 0 10 20 30 40 50 60 70 80 90 100 110 120 RESISTANCE (k (25.40)
1.29 15.40 + - 1.20

(9.16) (5.74) (3.70) 2.45 + 0.14 0.13

(1.66) (1.15) (0.811) (0.584) (0.428) 0.318 0.008 (0.240) (0.1836) 0.1417 0.0018 (0.1108)
Q001237E

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Operation Section

5. RAIL
5.1 Outline
Stores pressurized fuel (25 to 180 MPa) that has been delivered from the supply pump and distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter 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 pressure limiter controls the excess pressure. This ensures optimum combustion and reduces combustion noise.

Pressure Limiter

Pressure Sensor

Q001236E

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6. RAIL COMPONENTS PARTS

6.1 Rail Pressure Sensor (Pc Sensor)
The pressure sensor detects the fuel pressure of the rail, and sends a signal to the engine ECU. The sensor is made from a semiconductor that uses the Piezo resistive effect to detect changes in electrical resistance based on the pressure applied to the elemental silicon. In comparison to the old model, this sensor is compatible with high pressure.

Vout/Vc 0.84 A-VCC PEUFL 0.52 A-GND 0.712

Vc = 5V

0.264 0.2 0

0 20

100

160 200

Popt (Mpa)

Q001238E

6.2 Pressure limiter

The pressure limiter releases pressure when the internal pressure of the rail becomes abnormally high. The pressure limiter opens when internal pressure reaches 221MPa (2254 kg/cm2) and closes when rail pressure reaches a given set pressure. Fuel released from the pressure limiter is returned to the fuel tank.

To fuel tank 221 MPa (2254 kg/cm2) Valve Open

From rail

Valve Close

50 MPa (509.5 kg/cm2)

Q001239E

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Operation Section

7. INJECTOR (G2 TYPE)

7.1 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.

7.2 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 alphanumeric figures) are engraved on the injector head. The 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 MITSUBISHI diagnosis tool (MUT III).

Operation Section

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7.3 Exterior View Diagram

<4D56 Engine Model>

<4M41 Engine Model>

Q001244E

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Operation Section

7.4 Construction

QR Codes

30 Alphanumeric Figures

Control Chamber

Pressurized Fuel (from Rail)

Multiple Hole Filter

Command Piston

Nozzle Spring Leak Passage Seat Pressurized Fuel Pressure Pin

Nozzle Needle
Q001240E

7.5 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.

(1) Non injection

When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control chamber. Thus, the

Operation Section

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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.

(2) 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.

(3) End of Injection

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.

Solenoid

Leak Passage

To Fuel Tank

TWV

Actuating Current

Actuating Current TWV

Actuating Current

Rail Outlet Orifice Inlet Orifice Command Piston Injection Rate Nozzle Injection Rate Injection Rate Control Chamber Pressure Control Chamber Pressure Control Chamber Pressure

Non-Injection

Injection

End of Injection
Q001241E

7.6 QR Codes
Conventionally the whole injector Assy was replaced during injector replacement, but QR (Quick Response) codes have been adopted to improve injector quantity precision.

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Operation Section

4D56 Engine Model

ID Codes (30 base 16 characters) Base 16 characters noting fuel injection quantity correction information for market service use QR Codes ( 9.9mm)

Q001243E

4M41 Engine Model

QR Codes (

9.9mm)

ID Codes (30 base 16 characters) Base 16 characters noting fuel injection quantity correction information for market service use
Q001242E

QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points, greatly improving precision. The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.

Injection Quantity Q

Correction 8 Points

Injection Quantity Q

180 Mpa

130 Mpa 96 Mpa 64 Mpa 48 Mpa 25 Mpa

180 Mpa

135 Mpa 112 Mpa 80 Mpa 48 Mpa 25 Mpa

Correction 8 Points

Actuating Pluse Width TQ <4D56 Engine Model>

Actuating Pluse Width TQ <4M41 Engine Model>

Q001245E

(1) Repair Procedure

When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes in the ECU. (If the ID codes for the installed injectors are not registered correctly, engine failure such as rough idling and noise will result). The ID codes will be registered in the ECU at a MITSUBISHI dealer using approved MITSUBISHI tools.

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Replacing the Injector

"No correction resistance, cannot be detected electrically" Replaced injector Engine ECU

* Injector ID code must be registered with the engine ECU

Q001133E

Replacing the Engine ECU

"No correction resistance, cannot be detected electrically" Vehicle injectors Replaced engine ECU

* Injector ID code must be registered with the engine ECU

Q001134E

7.7 Injector Actuation Circuit

In order to improve injector responsiveness, the actuation voltage has been changed to high voltage, speeding up both solenoid magnetization and the response of the TWV. The EDU or the charge circuit in the ECU raises the respective battery voltage to approximately 85V, which is supplied to the injector by signal from the ECU to actuate the injector.

<ECU Direct Actuation> Common 1 ECU

Constant Amperage Circuit High Voltage Generation Circuit

Injector
2WV#1 (No.1 Cylinder)

Actuating Current
2WV#2 (No.3 Cylinder) 2WV#3 (No.4 Cylinder) 2WV#4 (No.2 Cylinder)

Q001246E

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Operation Section

8. OPERATION OF CONTROL SYSTEM COMPONENTS

8.1 Engine Control System Diagram

Accelerator Position Sensor Ignition Switch Signal Starter Signal Vihicle Speed Signal Battery Voltage Other Signals Mitsubishi Diagnosis Tool (MUDIII) Engine ECU Glow Relay

SCV (Sucton Control Valve)

Fuel Temperature Sensor Rail Pressure Sensor (Pc Sensor) Rail Electronic Control Throttle
Cylinder Recognition Position Sensor (TDC Sensor)

Pressure limiter

Turbo Pressure Sensor Air Mass Flow Sensor (With Intake Air Temperature)

Fuel Tank injector Crankshaft Position Sensor (NE Sensor) Coolant Temperature Sensor

Q001247E

8.2 Engine ECU (Electronic Control Unit)

This is the command center that controls the fuel injection system and the engine operation in general.

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<Outline Diagram> Sensor Engine ECU Actuator

Detection

Calculation

Actuation

Q001248E

8.3 Cylinder Recognition Sensor (TDC)

Outputs a cylinder identification signal. The sensor outputs 5 pulses for every two revolutions (720CA) of the engine.

Pulser

OUT GND Vcc

Sensor Signal 5V 1V 0V 30CA 180CA 180CA 180CA

Q001249E

720CA

8.4 Turbo 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 turbo pressure and atmospheric pressure, a VSV is used to alternate between atmospheric and turbo pressure measurement.

VC

GND

PB

Q001229E

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Operation Section

(1) Atmospheric Pressure Measurement Conditions

The VSV turns ON for 150msec to detect the atmospheric pressure when one of the conditions below is present: Engine speed = 0rpm Starter is ON Idle is stable

(2) Turbo Pressure Measurement Conditions

The VSV turns OFF to detect the turbo pressure if the atmospheric pressure measurement conditions are absent.

Turbo Pressure Sensor Vc PB Input Signal Processing Circuit GND

Engine ECU Constant Voltage Power Supply

<Pressure Characteristics> PB (V) VC = 5 V 4.5 3.2

0.5 kPa (abs) 66.6 500 202.7 266.6 1520 2000 mmHg (abs)

Microcomputer

Absolute Pressure Turbo Pressure Sensor Pressure Sensor Device Atmosphere ECU Q001231E

Intake Manifold

VSV

8.5 Mass Air Flow Sensor

This air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the detection area. By directly measuring the mass and the flow rate of the intake air, the detection precision has been improved and the intake air resistance has been reduced. This mass air flow meter has a built-in intake air temperature sensor.

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Air E2 THA VG E2 G +B Temperature sensing element Heating element Temperature sensor

k 30 20 10 7 5 3 2 1 0.7 0.5 0.3 0.2 VG

Air Flow-VG Characteristic 5 4 3 2 (V) 1 01

-20

20

40

60

80 C

25

10 20

50 100 200

Air Flow (x10-3kg/s) EFI Main Relay Airflow Meter

Air Thermometer

+B

Power Supply

Engine ECU Voltage Detection

VG IC
Heating Element Intake Air Temperature Sensor

EVG
5V Power Supply

Intake Air

E2

THA

Voltage Detection

Q001260E

8.6 Electronic Control Throttle

(1) Outline
The suctioning of air is stopped through interlocking the intake throttle with the key switch in order to reduce engine vibration when the vehicle is turned off.

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Operation Section

Valve Fully Opened (Mechanical)

Valve Fully Opened (by Control)

Valve Fully Closed

VTA1 VC VTA2 E2 M+ ME2 VTA2 VC VTA1 M+ IC2 IC1

MQ001256E

(2) Operation

Throttle valve fully opened (by control) ON Engine Key OFF Key switch OFF throttle valve shut. 100% Engine OFF, valve fully opened (by control) Valve fully opened (mechanical)

Target Valve Opening (Percentage)

0% Approx. 0.1 - 0.2 sec.

Q001232E

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9. VARIOUS TYPES OF CONTROL

9.1 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.

9.2 Fuel Injection Rate Control Function

Pilot injection control injects a small amount of fuel before the main injection.

9.3 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.

9.4 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.

9.5 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 control so that the discharge volume matches the optimal (command) value set in accordance with the engine speed and the injection quantity.

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Operation Section

10. FUEL INJECTION QUANTITY CONTROL

10.1 Outline
This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and intake air pressure corrections to the basic injection quantity. The engine ECU calculates the basic injection quantity based on the engine operating conditions and driving conditions.

10.2 Injection Quantity Calculation Method

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

Accelerator Opening Injection Quantity Engine Speed Accelerator Opening Basic Injection Quantity Engine Speed Maximum Injection Quantity Individual Cylinder Correction Quantity Speed Correction Injection Pressure Correction Injection Quantity Turbo Pressure Correction Engine Speed Intake Air Temperature Correction Atmospheric Pressure Correction
Q001152E

Low Quantity Side Selected

Corrected Final Injection Quantity

Injector Actuation Period Calculation

10.3 Set Injection Quantities

(1) Basic Injection Quantity
This quantity is determined by the engine speed and the accelerator opening. With the engine speed constant, if the accelerator opening increases, the injection quantity increases; with the accelerator opening constant, if the engine speed rises, the injection quantity decreases.

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1 29

Basic Injection Quantity

Accelerator Opening

Engine Speed

Q000888E

(2) Maximum Injection Quantity

This is determined based on the basic maximum injection quantity determined by the engine speed, and the added corrections for intake air pressure.

Basic Maximum Injection Quantity

Engine Speed
QB0717E

(3) Starting Injection Quantity

When the starter switch is turned ON, the injection quantity is calculated in accordance with the starting base injection volume. The base injection quantity and the inclination of the quantity increase/decrease change in accordance with the water temperature and the engine speed.

Water temperature Injection quantity

Base injection quantity

Starter ON time STA/ON Start

QD0805

(4) 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.

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Operation Section

Conditions for Start of Control Accelerator Opening Vehicle Speed

Control Conditions Coolant Temperature Air Conditioner Load Gear Position Target Speed Calculation

Air Conditioner S/W Neutral S/W

Target Speed Calculation

Coolant Temperature

Injection Quantity Correction

Comparison

Speed Detection

Injection Quantity Determination

Q001254E

The target speed varies, depending on the ON/OFF state of the air conditioner and the coolant temperature.

[Target speed]
Engine speed (rpm)

800 A/C ON/OFF 20 Coolant water temperature (C)

QD1172

(5) Idle Vibration Reduction Control

In order to reduce vibration during idling, the angular (time difference between A and B [C and D]) speed of each cylinder is detected using the speed pulse signal to control the injection quantity of each cylinder. As a result crank angle speed becomes more uniform and smoother engine operation is achieved.

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1 31

Speed Pulse

Cylinder #1(#4) A ( t1,4_L) Pulser B ( t1,4_H)

Cylinder #2(#3) C ( t2,3_L) D ( t2,3_H)

Sensor Signal 5V 0V 30CA 360CA (Make the t for all the cylinders equal.)

Q001255E

Control Diagram

#1 Crank Angle Speed

#3

#4

#2

#1

#3

#4

#2

Crankshaft Angle

Correction

Crankshaft Angle

Q001230E

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Operation Section

11. FUEL INJECTION TIMING CONTROL

11.1 Ouline
Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.

11.2 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 pressure (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
QB0723E

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(3) Injection Timing Calculation Method

[1] Outline of Timing Control
0 NE Pulse Pilot Injection Main Injection 1 Actual TDC

Solenoid Valve Control Pulse

Nozzle Needle Lift Pilot Injection Timing Pilot Interval

Main Injection Timing

[2] Injection Timing Calculation Method

Engine Speed Injection Quantity

Basic Injection Timing

Corrections

Main Injection Timing

Coolant Temperature Correction

Intake Air Temperature Correction

Atmospheric Pressure Correction

Intake Air Pressure Correction

Voltage Correction

QB0724E

11.3 Microinjection Quantity Learning Control

(1) Outline
Quantity learning control is used in every vehicle engine (injector) to preserve the accuracy of quantity (specifically, pilot injection quantity.) This type of control is first performed when shipped from the factory (L/O), and later is automatically performed every time the vehicle runs a set distance (for details, see item "A".) Because of quantity learning control, the accuracy of each injector can be preserved not only initially, but also as deterioration in injection occurs over time. As a result of this learning, correction values are recorded in the ECU. During normal driving operations, this correction value is used to make modifications to injection commands, resulting in accurate microinjection.

(2) Learning Operations

For every two no load, idle instability conditions established (See chart "A" below) quantity learning takes place. In addition, it is also possible to perform quantity learning control manually as a diagnostic tool.

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Operation Section

Manual Learning Operations (as a Diagnostic Tool) (A) Number of IG OFF Occurrences Vehicle Running Distance Injection Quantity Deterioration Over Time Judgment No Load Idle Instability Condition
Q001250E

Establishment of Learning Operations

(3) Operational Outline

Learning control sends ISC (target speed correction quantity) and FCCB (cylinder-to-cylinder correction quantity) feedback based on engine speed to apply injection control. The correction quantity is added to each cylinder based on ISC and FCCB correction information. The corrected injection quantity is then calculated. Through the use of quantity learning control, injection is divided into 5 injections. In this state, the value for ISC and FCCB corrected injection quantity that has been divided into five injections is calculated as the "learning value".

<Calculated Microinjection Quantity> 1st Cylinder 2nd Cylinder 3th Cylinder 4th Cylinder : ISC Correction Portion : FCCB Correction Portion <When Performing Microinjection Quantity Learning> 1st Cylinder 2nd Cylinder 3th Cylinder 4th Cylinder
ISC Correction Portion

FCCB Correction Portion

Learning Value
Q001251E

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1 35

12. FUEL INJECTION RATE CONTROL

12.1 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 (NOx and Noise)

Small First-stage Combustion

Heat Release Rate

-20

TDC

20

40

-20

TDC

20

40
QD2362E

Crankshaft Angle (deg)

Crankshaft Angle (deg)

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Operation Section

13. FUEL INJECTION PRESSURE CONTROL

13.1 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 engine speed.

Pressure Final Injection Quantity

Pump Speed
Q000632E

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14. DIAGNOSTIC TROUBLE CODES (DTC)

14.1 About the Codes Shown in the Table
The "SAE" diagnostic trouble code indicates the code that is output through the use of the STT (WDS). (SAE: Society of Automotive Engineers)

14.2 Diagnostic Trouble Code Details

The DTC chart below is common to the 4D56/4M41 model. However, DTC number "P1210" is only for use with the 4D56 2WD model engine. DTC Number (SAE) P0016 Speed-G phase gap Pulse system malfunc- Crankshaft position sen- Yes malfunction P0072 tion sor, cylinder recognition sensor Intake manifold tem- Open circuit detection Intake temperature sensor perature sensor - low P0073 (+B short, ground short, open) Intake manifold tem- Open circuit detection Intake temperature sensor perature sensor - high P0088 P0089 P0093 P0102 Rail high (+B short, ground short, open) pressure Fuel pressure control Injector system abnormality Fuel pressure control Supply pump system abnormality Fuel leak Airflow sensor - low Fuel leak (+B short, ground short, open) P0103 Airflow sensor - high Open circuit detection Airflow sensor (+B short, ground short, open) P0106 Turbo pressure sensor Sensor mality P0107 Turbo pressure sensor Open circuit detection Turbo pressure sensor - low P0108 (+B short, ground short, open) Turbo pressure sensor Open circuit detection Turbo pressure sensor - high (+B short, ground short, open) Yes Yes characteristic Turbo pressure sensor Yes characteristic abnor- abnormality No Fuel piping Yes No Yes Yes abnormality SCV stuck diagnosis No No Diagnostic Item Diagnostic Classification Malfunctioning Part Light ON Remarks

Open circuit detection Airflow sensor

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Operation Section

DTC Number (SAE) P0112

Diagnostic Item

Diagnostic Classification

Malfunctioning Part

Light ON

Remarks

Intake

temperature Open circuit detection Intake temperature sen- Yes (+B short, ground short, sor (AFS) open)

sensor - low P0113 Intake

temperature Open circuit detection Intake temperature sen- Yes (+B short, ground short, sor (AFS) open) Yes

sensor - high P0117

Coolant temperature Open circuit detection Coolant temperature sensor - low (+B short, ground short, sensor open)

P0118

Coolant temperature Open circuit detection Coolant temperature sensor - high (+B short, ground short, sensor open) control Open circuit detection Electronic control throttle (+B short, ground short, open)

Yes

P0122

Electronic throttle - low

Yes

P0123

Intake valve sensor - Open circuit detection Electronic control throttle high (+B short, ground short, open)

Yes

P0182

Fuel temperature sen- Open circuit detection Supply pump sor - low (+B short, ground short, open)

Yes

P0183

Fuel temperature sen- Open circuit detection Supply pump sor - high (+B short, ground short, open) characteristic Rail

Yes

P0191

Rail pressure sensor Sensor mality

Yes

characteristic abnor- abnormality P0192 Rail pressure sensor Open circuit detection Rail (time) low P0193 (+B short, ground short, open) Rail pressure sensor Open circuit detection Rail (time) high P0201 (+B short, ground short, open) TWV 1 (No.1 cylin- Injector der) actuation system abnormality open circuit P0202 TWV 4 (No.2 cylin- Injector der) actuation system abnormality open circui P0203 TWV 2 (No.3 cylin- Injector der) actuation system abnormality open circuit P0204 TWV 3 (No.4 cylin- Injector der) actuation system abnormality open circuit actuation Injector Yes actuation Injector Yes actuation Injector Yes actuation Injector Yes Yes Yes

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1 39

DTC Number (SAE) P0219 P0234 P0335 P0336 P0340 P0341

Diagnostic Item

Diagnostic Classification

Malfunctioning Part

Light ON

Remarks

Engine abnormality

overrun Engine abnormality

Engine Engine

Yes Yes

High boost abnormal- Engine abnormality ity diagnosis No speed pulse input Abnormal pulse number No G pulse input tion sensor pulse number tion abnormality

Pulse system malfunc- Crankshaft position sen- Yes tion sor sor Pulse system malfunc- Cylinder recognition sen- Yes sor sor No

speed Pulse system malfunctio Crankshaft position sen- Yes

Cylinder recognition Pulse system malfunc- Cylinder recognition sen- Yes

P0405

EGR lift sensor - low

Open circuit detection EGR valve (+B short, ground short, open)

P0406

EGR lift sensor - high Open circuit detection EGR valve (+B short, ground short, open)

No

P0502 P0604 P0605 P0606

Vehicle speed abnormality - low RAM abnormality ROM abnormality Engine ECU

Pulse system malfunc- Vehicle speed sensor tion Engine ECU Engine ECU Engine ECU Engine ECU

Yes Yes Yes Yes

Engine ECU flash- Engine ECU CPU Engine ECU

abnormality (main IC abnormality) P0607 Engine ECU abnor- Engine ECU mality (monitoring IC abnormality) P0628 P0629 P0638 P0642 P0643 P0652 P0653 SCV actuation sys- Fuel pressure control tem abnormality SCV +B short system abnormality Fuel pressure control system abnormality Intake throttle valve Actuator malfunction stuck Sensor - voltage 1 Engine ECU low Sensor - voltage 1 Engine ECU high Sensor - voltage 2 Engine ECU low Sensor - voltage 2 Engine ECU high Engine ECU Yes Engine ECU Yes Engine ECU Yes Engine ECU Yes Electronic control throttle Yes Supply pump Yes Supply pump Yes Engine ECU Yes

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Operation Section

DTC Number (SAE) P1203 P1204 P1210 P1272 P1273

Diagnostic Item

Diagnostic Classification

Malfunctioning Part

Light ON

Remarks

Low charge Over charge Throttle valve opening malfunction P/L open

Engine ECU Engine ECU Actuator malfunction valve Fuel pressure control system abnormality

Engine ECU Engine ECU Throttle valve Rail Supply pump

Yes Yes Yes Yes Yes In the event that the vehicle runs out of gas, "P1273" detected may when be the Only 2WD 4D56 Engine

abnormality mality diagnosis

Single pump abnor- Fuel pressure control system abnormality

vehicle is restarted. When "P1273" is displayed, the user should verify whether or not there is gas in the vehicle. Do not replace the pump assy. if it has been verified that the vehicle has run out of gas. Remove the air from the fuel, and erase the code using the MITSUBISHI MUT III diagnosis tool. P1274 P1275 P1625 P1626 Pump protective fill Fuel pressure control plug plug QR data abnormality QR data failure to Engine ECU write to disc malfunction P2118 P2122 DC motor over cur- Actuator malfunction rent abnormality Accelerator sensor-1 Open circuit detection Accelerator position sen- Yes low P2123 (+B short, ground short, sor open) Accelerator sensor-1 Open circuit detection Accelerator position sen- Yes high final P2124 (+B short, ground short, sor open) Accelerator sensor-1 Open circuit detection Accelerator position sen- No high (+B short, ground short, sor open) Electronic control throttle Yes Engine ECU Yes system abnormality Supply pump Engine ECU Yes Yes system abnormality Engine ECU Pump exchange fill Fuel pressure control Supply pump Yes

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1 41

DTC Number (SAE) P2127

Diagnostic Item

Diagnostic Classification

Malfunctioning Part

Light ON

Remarks

Accelerator sensor-2 Open circuit detection Accelerator position senlow (+B short, ground short, sor open)

Yes

P2138

Accelerator sensor - Open circuit detection Accelerator position sen- Yes duplicate tion high malfunc- (+B short, ground short, sor open) malfunc- (+B short, ground short, sor open) characteristic Accelerator Position Sen- Yes sor actuation Injector, Wire harness or Yes Engine ECU actuation Injector, Wire harness or Yes Engine ECU actuation Injector, Wire harness or Yes Engine ECU actuation Injector, Wire harness or Yes Engine ECU Yes abnormality abnormality

P2138

Accelerator sensor - Open circuit detection Accelerator Position Sen- Yes duplicate tion low abnormality

ACCP characteristic Sensor P2146 P2147 Common 1 system Injector open circuit COM1 TWV actua- Injector

tion system ground abnormality short P2148 P2149 P2228 COM1 TWV actua- Injector tion system +B short open circuit Atmospheric sure sensor - low P2229 Atmospheric abnormality abnormality (+B short, ground short, open) Common 2 system Injector

pres- Open circuit detection Engine ECU

pres- Open circuit detection Engine ECU (+B short, ground short, open) EGR valve Network Network Network Network

Yes

sure sensor - high P2413 UD073 UD101 UD109 UD190

EGR feedback abnor- Actuator malfunction mality CAN bus OFF error (trans) CAN time out flag Network (ETACS) CAN communication Network Network

No No No No No

CAN time out flag Network

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Operation Section

15. EXTERNAL WIRING DIAGRAM

15.1 Engine ECU External Wiring Diagram
The wiring diagram below is common to the 4D56/4M41 model.

Control (ECCS) Relay

B40 BATT B38 +BP B39 +BP B24 M-REL

Throttle Solenoid Valve

A-VCC3 A44 A46 NE+ A65 NEA-VCC4 A45 A47 G+ A66 G-

Crankshaft Position Sensor Cylinder Recognition Sensor

A15 THR A27 C FAN R A26 A/C R

FAN Relay P1 P2
Air Conditioning Relay SCV (Suction Control Valve)

PS-SW B30 A17 SCV B14 CAN1-H B06 CAN1-L B35 ETC + B37 ETC B05 ETCP-M A81 ETCP-S A08 EGR + A07 EGR A53 EGR LIFT A72
EGR LIFT RTN

Power Steering Switch Body Earth

MT REV SW B20 MT 1ST SW B19

Reverse Shift Switch 1st Shift Switch BATT

Accelerator Position Sensor

Elecronic Throttle Control

A-VCC1 B01
APS1

EGR DC Motor Starter Motor EGR Position Sensor

B02

APS1 GND B03

A-VCC2 B09
APS2

B10

OFF Key

S I ACC

B18 STA-SW B26 IG-SW

APS2 GND B11

SCV+ A37 GROW R SCV-

A10 A29

SCV (Suction Control Valve)

Battery

BATT

Glow Pulg Relay Glow Light Engine Warning Light A38 GROW L A16 W B25 TACHO B16 SPD A12 A/C1 SW A31 A/C2 SW

THA THF

A79 A50

Air Temperature Sensor Fuel Temperature Sensor

THFRTN A69 THW A51 Coolant Temperature Sensor

P1 Body Earth

Tacho Meter Vehicle Speed Sensor

Air Conditioning 1 Switch Air Conditioning 2 Switch

THWRTN A70

BATT
Q001257E

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1 43

Injector1 Drive (#1 Cylinder)

A04 COMMON1 A43 TWV1 A42 TWV1

Injector2 Drive (#3 Cylinder)

A05 COMMON1 A24 TWV2 A23 TWV2

PFUEL1 A48 PFUEL2 A49 A-VCC5 A63 PFUEL RTN A68 A-VCC6 A64 BOOST A52 BOOST RTN A71
EXT-A-TMP A55 EXT-A-RTN A74

Rail Pressure Sensor (Pc Sensor)

Turbo Pressure Sensor

Injector3 Drive (#4 Cylinder) A41 TWV3 A40 TWV3 Injector4 Drive (#2 Cylinder) A22 TWV4 A21 TWV4 A01 P-GND A03 P-GND B33 C-GND

EXT Air Temperature Sensor

A54 AMF AMF RTN A73

Airflow Sensor

P1

Body Earth

Q001258E

15.2 Engine ECU Connector Diagram

The connector diagram and terminal below are common to the 4D56/4M41 model.

Q001259E

Terminal Connections (1) No. A01 A02 A03 A04 A05 A06 A07 A08 A09 A10 Pin Symbol P-GND P-GND COMMON 1 COMMON 1 EGREGR+ SCV+ Signal Name Power Ground Power Ground INJ#1/#4 BATT. INJ#2/#3 BATT. EGR-DC Motor (-) EGR-DC Motor (+) SCV (Suction Control Valve) No. A11 A12 A13 A14 A15 A16 A17 A18 A19 A20 A/C1 SW THR W SCV Pin Symbol Air Conditioning 1 Switch Throttle Solenoid Valve EngineWarning Light SCV (Suction Control Valve) Signal Name

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Operation Section

Terminal Connections (2) No. A21 A22 A23 A24 A25 A26 A27 A28 A29 A30 A31 A32 A33 A34 A35 A36 A37 A38 A39 A40 A41 A42 A43 A44 A45 A46 A47 A48 A49 A50 A51 A52 A53 A54 A55 Pin Symbol TWV4 TWV4 TWV2 TWV2 A/C R C FAN R SCVTEST A/C2 SW GLOW R GLOW L TWV3 TWV3 TWV1 TWV1 A-VCC3 A-VCC4 NE+ G+ PFUEL PFUEL THF THW BOOST EGR LIFT AMF EXT-A-TMP Signal Name Injection 4 Drive (#2 Cylinder) Injection 4 Drive (#2 Cylinder) Injection 2 Drive (#3 Cylinder) Injection 2 Drive (#3 Cylinder) Air Conditioning Relay FAN Relay SCV (Suction Control Valve) Test Switch Input Air Conditioning 2 Switch Glow Plug Relay Glow Light Injection 3 Drive (#4 Cylinder) Injection 3 Drive (#4 Cylinder) Injection 1 Drive (#1 Cylinder) Injection 1 Drive (#1 Cylinder) Crankshaft Position Sensor BATT No. A57 A58 A59 A60 A61 A62 A63 A64 A65 A66 A67 A68 A69 A70 A71 A72 A73 A74 A75 A76 A77 A78 A79 A80 Pin Symbol A-VCC5 A-VCC6 NEG PFUEL RTN THF RTN THW RTN BOOST RTN EGR RTS AMF-RTN EXT-A-RTN THA ETCP-S A-VCC 1 APS 1 APS 1 GND ETCP-M CAN1-L A-VCC 2 APS 2 Airflow Sensor Earth Air Temperature Sensor Earth (W/FAS) Air Temperature Sensor Electoronic Throttle Control (Sub) Accelerator Position Sensor (Main) Source Cylinder Recognition Sensor Rail Pressure Sensor (PC Sensor) Rail Pressure Sensor (B/UP) Fuel Temperature Sensor Coolant Temperature Sensor Turbo Pressure Sensor EGR Position Sensor Airflow Sensor Air Temperature Sensor (W/AFS) B02 B03 B04 B05 B06 B07 B08 B09 B10 Accelerator Position Sensor (Main) Accelerator Position Sensor (Main) Earth Electoronic Throttle Control (Main) CAN L (W/Resister) Accelerator Position Sensor (Sub) Source Accelerator Position Sensor (Sub) Rail Pressure Sensor (PC Sensor) Source Turbo Pressure Sensor Source (5V) Crankshaft Position Sensor Ground Cylinder Recognition Sensor Ground Rail Pressure Sensor Earth Air Temperature Sensor, Fuel Temperature Sensor Earth Coolant Temperature Sensor Earth Turbo Pressure Sensor Signal Name

LIFT EGR Position Sensor Earth

Cylinder Recognition Sensor BATT A81 Crankshaft Position Sensor B01

Operation Section

1 45

Terminal Connections (3) No. B11 B12 B13 B14 B15 B16 B17 B18 B19 B20 B21 B22 B23 B24 B25 Pin Symbol APS 2 GND CAN1-H SPD STA-SW MT 1ST SW MT REV SW M-REL TACHO Earth CAN H (W/Resister) Vehicle Speed Sensor Starter Switch 1st Shift Switch Reverse Shift Switch Control DIODE) Tacho Meter B40 BATT Battery (Back-up, W/Monitor) (ECCS) Relay B27 B28 B29 B30 B31 B32 B33 B34 B35 B36 B37 B38 (W/ B39 PS-SW C-GND ETC+ ETC+BP +BP Power Steering Switch Signal Ground Electronic Throttle Control Motor (+) Electronic Throttle Control Motor (-) Battery Battery Signal Name No. Pin Symbol IG-SW Signal Name Ignition Switch

Accelerator Position Sensor (Sub) B26

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Operation Section

Published

: June 2005

Edited and published by:

DENSO INTERNATIONAL THAILAND

Field Technical Service Department 369 Moo 3 Teparak Rd. Muang Samutprakarn Thailand
Printed in Thailand