Dealer Training

IC LPG andICGasoline
Systems
LPG andFuel
Gasoline
Fuel Systems
# 1087 Technician Qualification Course (Level 1)

California and EPA Emission Controls

Training Program
K21-K25

Course # 1080D 1085D Technician Qualification (Level 1)

California and EPA Emission Controls Training Program
Engines: K21 K25 LPG, Gasoline
Note: TB45 engine in separate presentation

Dealer
DealerTraining
Training
Course Objectives
Given a truck, be able to operate all truck functions using correct
safety procedures.
Be able to identify and explain the function of all fuel system
components.
Using a truck, connect tools and adjust fuel system components.
Using a truck, connect tools and complete all available tests to fuel
system components.
Using a truck, connect tools and identify all faults that are stored in the
fuel control system.
Be able to verbally explain what is required to repair a fuel system
fault.
Student will complete all exercises that will be required to maintain
each fuel system.
All registered trademarks herein are the property of their respective owners.
The information set forth herein is confidential and is not for distribution beyond MCFA and its authorized Mitsubishi Forklift Trucks and
Cat Lift Trucks dealer network.
Copyright 2003 by MCFA. All rights reserved. Reproduction of this material in any form is prohibited without written permission of
MCFA.

Course Objectives
Read to students

Dealer Training
Fuel System Overview

Computer Controlled Vehicle Control Module (VCM)

and Engine Control Module (ECM)
Adaptive
Closed Loop
Drive By Wire
Multi Point Fuel Injection (MPFI)
LPG Fuel Options
On Board Diagnostics

Fuel System Overview

Computer Controlled
ECM receives inputs from components and adjusts engine operation to run
correctly based on information gathered. The ECM communicates with the VCM.
Adaptive
The ECM has the ability to make adjustments to fuel control and ignition to
compensate for changes in engine or environmental condition.
Closed Loop
Correct nomenclature for Emission System working properly
Drive By Wire
Connection between the APP (Accelerator Pedal Position Sensor) and ETC
(Electric Throttle Control Actuator) is electrical Through the ECM (Electronic Control
Module.)
MPFI (Multi Point Fuel Injection)
Gasoline injected into intake manifold for each engine cylinder.
LPG Fuel Options
LP Throttle Body Fuel Injection. Dual fuel also available.
On Board Diagnostics
ECM has the ability to retain DTCs (Diagnostic Troubleshooting Codes) in
memory. A PC DST Tool (Personal Computer Diagnostic Service Tool) is available
to aid in monitoring and maintenance of emission and fuel systems.
3

Dealer Training
Basic LP Fuel Review

When diagnosing fuel system technicians should always verify the

following to prevent false claim reporting
There is fuel in the tank
The manual valve is fully open
The excess flow check valve has not activated
Tank rotated out of position
Quick coupler not fully engaged
The fuel line is made of special material and should be replaced with the
OEM replacement line
In some high pressure hose assemblies the use of silicone for lubrication
during the assembly process is common. This should not be used in this
system.
NOTE: Silicone can contaminate the Heated Exhaust Gas Oxygen
sensor
Plugged or restricted filter may cause lean operating conditions and
should not be overlooked in the diagnosis of the fuel system.

Basic LP Review
LP liquid vaporizes at -44 F
A cubic foot (7.5 Gallons) of liquid LP will vaporize into about 270 cu. ft of LP
vapor.
LP gas is heavier than air. It will seek the lowest point in any area.
LP gas is extremely flammable.
(Ethyl Mercaptan) is added at the distributor to add odor to the vapor gas. The
reason is that leaks are made easier to detect.
Silicone is a component of Ethylene- glycol. Engine Coolant Antifreeze.
Do not use Teflon Tape on LP fittings.

Dealer Training

ANY QUESTIONS?

PROCEED TO NEXT SECTION

Questions?

Dealer Training

COMPONENT
IDENTIFICATION

Component Identification Section

Each item of the emission system will be identified and explained in this section.

Dealer Training
Multi Point (MPFI) Gasoline K21 Engine

Gasoline MPFI fuel injection control:

With ECCS (Electronic Concentrated Engine Control System) or SOFIS
(Sophisticated & Optimized Fuel Injection System), amounts of injected fuel are
optimized to improve exhaust performance and response located in the ECM.
Using feedback control through learning of air-fuel ratio compensation, the system
corrects the ratio during transitional conditions, such as sudden sharp changes in
the ratio, in order to improve drivability.

Dealer Training
LPG Fuel System K25 Engine

LP Throttle Body fuel injection control:

With ECCS (Electronic Concentrated Engine Control System), amounts of injected
fuel are optimized to improve exhaust performance and response.
Using feedback control through learning of air-fuel ratio compensation, the system
corrects the ratio during transitional conditions, such as sudden sharp changes in
the ratio, in order to improve drivability.

Dealer Training
Vehicle Control Module VCM

Vehicle Control Module:

(VCM) Vehicle Control Module is the interface control module with (ECM) Engine
Control Module located in the frame right step area.
This presentation deals with the emission system only. All other VCM functions will
be presented in the lift truck presentation.

Dealer Training

(MAFS) Mass Air Flow Sensor

The MAFS is a combined IAT (Intake Air

Temperature) and MAP (Manifold Absolute Pressure)
sensor.
(MAP) Sensor
The Manifold Absolute Pressure Sensor monitors the changes in intake
manifold vacuum which result from engine load variations. These pressure
changes are relayed to the ECM in the form of electrical signals.
The sensor also indicates the changes in atmospheric pressure due to
changes in altitude.
The manifold air pressure sensor is mounted to the intake manifold.

MAFS Sensor
The MAFS is a combined IAT (Intake Air Temperature) and MAP (Manifold
Absolute Pressure) sensor.
Manifold Absolute Pressure (MAP) Sensor
The Manifold Absolute Pressure Sensor monitors the changes in intake manifold
vacuum which result from engine load variations.
These pressure changes are relayed to the electronic control unit in the form of
electrical signals.
The sensor also indicates the changes in atmospheric pressure due to changes in
altitude.
The manifold air pressure sensor is mounted to the intake air hose.

10

Dealer Training
MAFS Sensor

(IAT) Sensor
The Intake Air Temperature Sensor is a variable temperature sensitive
resistor.
The IAT sensor monitors the manifold air temperature which is a factor in air
density measurement. These temperature changes are relayed to the ECM in
the form of electrical signals.
The engine air/fuel ratio is maintained constant even though the engine air
flow varies.

MAFS Sensor
(IAT) Intake Air Temperature
The Inlet Air Temperature Sensor is a variable temperature sensitive resistor.
The IAT sensor monitors the manifold air temperature which is a factor in air
density measurement.
The engine air/fuel ratio is maintained constant even though the engine air flow
varies.

11

Dealer Training

ECT (Engine Coolant Temperature)

The ECT (Engine Coolant Temperature) sensor is a temperature
sensitive resistor located in the engine coolant.
It is used for the engine airflow calculation, gasoline cold enrichment,
spark advance and to enable other temperature dependent features.

ECT (Engine Coolant Temperature)

The ECT (Engine Coolant Temperature) sensor is a temperature sensitive
resistor located in the engine coolant.
It is used for the engine airflow calculation, gasoline cold enrichment, spark
advance and to enable other temperature dependent features.

12

Dealer Training

APPS (Accelerator Pedal Position Sensor)

The APPS (Accelerator Pedal Position Sensor) uses a variable resistor to
determine signal voltage based on pedal position.
APPS has Position Sensor 1 and Position Sensor 2 outputs to the ECM
Accelerator pedal at rest results in high voltage, and pedal depressed results
in low voltage.

APPS (Accelerator Pedal Position Sensor)

The APPS (Accelerator Pedal Position Sensor) uses a variable resistor to
determine signal voltage based on pedal position.
APPS has Position Sensor 1 and Position Sensor 2 outputs to the ECM
Accelerator pedal at rest results in high voltage, and pedal depressed results in low
voltage.

13

Dealer Training

ETC (Electric Throttle Control)

The drive by wire system utilizes 2-Throttle Position Sensors located

within the electric throttle control ETC.
TPS (Throttle Position Sensors)
The TPS are not serviceable or replaceable. In the event of a TPS failure,
the electric throttle control ETC must be replaced.

ETC (Electric Throttle Control)

The drive by wire system utilizes 2-Throttle Position Sensors located within the
electric throttle control ETC. The TPS is a variable resistor. TPS1 will read low
voltage when closed and TPS2 will read high voltage when closed. The TPS1 and
TPS2 percentages are calculated from these voltages. Although the voltages are
different, the calculated values for the throttle position percentages should be very
close to the same.
The Throttle Position Sensor is connected to the throttle shaft. Movement of the
shaft causes the throttle shaft to rotate (opening or closing the throttle blades). The
sensor tracks the shaft movement and position (closed throttle, wide open throttle,
or any position in between), and transmits an electrical signal to the electronic
control module.
The electronic control module monitors the (throttle position) to aid in determining
the fuel requirement for the particular situation (idle, acceleration, etc.)

14

Dealer Training

Camshaft Position Sensor (PHASE)

The Camshaft Position Sensor
(PHASE) is used to synchronize the fuel
and ignition timing systems.

Camshaft Position Sensor (PHASE)

The function of the Camshaft Position Sensor (PHASE) is to provide input to the
ECM regarding the timing of the engine.
This input gives the ECM the ability to control fuel injection timing and cylinder
ignition timing.
It also monitors ignition timing advancement as RPM increases.

15

Dealer Training

Crankshaft Position Sensor (POS)

The Crankshaft Position Sensor
(POS) is a magnetic transducer mounted
on the engine block adjacent to a pulse
wheel located on the crankshaft. It
determines crankshaft position by
monitoring the pulse wheel.

Crankshaft Position Sensor (POS)

The Crankshaft Position Sensor (POS) is used to measure engine RPM.
Combined with the Camshaft Position Sensor (PHASE) and its signal is used to
synchronize the fuel and ignition system.

16

Dealer Training
Heated Oxygen Sensor (HO2S-HEGO)

The Heated Oxygen Sensor (HO2S-HEGO) is used to determine if the

fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas.
The sensor generates voltage in the absence of oxygen, when the sensor
reaches an operating temperature of above 600 degrees F.

Heated Oxygen Sensor (HO2S-HEGO)

The output voltage is zero to approximately one volt. The ECM uses this voltage
information to correct the air/fuel mixture.
The IMPCO system uses a 4 wire sensor that includes a built in 12 volt heating
element. This allows the sensor to operate independently of the exhaust gas
temperature.

17

Dealer Training
Fuel (MPFI) Injector (Gas)
Fuel Injector Rail (Gas)

Multi Point Fuel Injection (MPFI) Gasoline

Fuel is injected into each cylinder at the appropriate time above the intake valve in
the intake manifold.
Fuel Injector Rail
Operating pressure for this fuel system is 50-55 PSI. No fuel returns to tank.
Note: Fuel should be eliminated from rail by shutting off fuel, letting engine run until
stopping, before servicing. Fuel Pressure Release function. This function is
available using the GSE (Ground Support Equipment) or SST (Service Support
Tool) tool.
Note: At least one full tank of gasoline should be ran through MPFI once a
month to keep system operating.

18

Dealer Training
Electric Fuel Pump (Gas)

Electric Fuel Pump (Gas)

Operating pressure for this fuel system is 5-7 PSI. No fuel returns to tank.

19

Dealer Training
LPG Injector Drive Unit

LPG Injector Drive Unit

LPG Injector Drive Unit receives inputs from and sends outputs back to the
ECM
1. (LPGINJPWM Terminal 39) LPG Injector Pulse Width Modulation (PWM)
LPG Injector Air Fuel Ratio Control Output to LPG Drive Unit.
2. (INJLK1 Terminal 72) LP Injector Check signal to ECM
3. (LPGINJ A#1 Terminal 8) LPG Injector
4. (LPGINJ B#1 Terminal 44) LPG Injector Drive Intake

Same part number is used on a TB45

20

Dealer Training
LPG Throttle Body Injector Unit

Pressure sensor
Assistant Injector
Main Injector
Fuse

LPG Throttle Body Injector Unit

Note: Fuse not shown in schematic

Main LP Injector
1. Supplies main LP fuel to engine for all speed ranges.

Assistance LP Injector
1. Supplies extra LP fuel when engine is requested to increase RPM or is
under heavy load.

LP Pressure Sensor (LP Secondary Pressure is normal 4.5 PSI)

LPG fuel pressure sensor malfunction.
1. LPG fuel pressure sensor signal circuit is open. LP fuel pressure sensor
Low INPUT malfunction [E35]
LPG fuel pressure sensor malfunction
1. LPG fuel pressure sensor output voltage is higher than normal. LPG fuel
pressure sensor Hi INPUT malfunction [E38]
LPG Pressure Relief Valve in Injector Unit
1. If the pressure is excessively high, relief valve operates and engine stalls
at rich.

21

Dealer Training
LP Low Pressure Vaporizer
Fuel Lock off

Fuel Filter

Drain

Primary pressure test

LP Vaporizer
Lock Off and Fuel Filter are separate parts.
LP Vaporizer
Fuel is supplied from LPG tank to vaporizer via LPG solenoid valve. Fuel from
solenoid valve is supplied to primary decompression room through primary side
valve and primary side valve seat.
Fuel pressure supplied to primary room is 0.3 kgf/cm2 or more (3-5 PSI).
Fuel decompressed approximately 0.3 kgf/cm2 (3-5 PSI) is supplied to secondary
room through the gap between secondary valve and valve seat to decompress to
the same pressure as atmospheric pressure.
Vacuum from intake manifold not only lifts up secondary diaphragm but also
secondary valve lever while engine is running. Secondary diaphragm is moved at
same time. Therefore, secondary valve opens, and them fuel flows in.
Vacuum from intake manifold does not occur while engine is stopped. Diaphragm
spring pushes secondary diaphragm down. Secondary valve closes as a result, and
then fuel stops flowing in.
Primary pressure test port
Note: Remember when servicing the LP System DO NOT use Teflon thread tape
use only a liquid pipe thread sealant.

22

Dealer Training

Catalytic Converter

Catalytic Converter
The most important function is treating the exhaust gases which are created from
the combustion process.
The three-way catalyst consists of a honeycomb coated with a mixture of platinum,
palladium, and rhodium.
The hot gases flow through the catalyst sections where an oxidation and reduction
reactions take place.
These chemical reactions reduce the amount of CO, HC and NOX in the engines
exhaust.

23

Dealer Training
(MIL) Malfunction Indicator Light located in the Operator
Display

Malfunction Indicator Light (MIL)

Trip 1: If a malfunction is detected by self-diagnosis between the time ignition
switch is turned ON (engine is running) and then turned OFF (this is defined as
"trip"), MIL is lit. The corresponding DTC is recorded immediately after detection.
Trip 2: When a malfunction is detected by self-diagnosis for the first time in the first
trip, a tentative DTC is recorded. If the same malfunction is detected again by selfdiagnosis in the next trip (second trip), MIL is lit and the corresponding final DTC is
recorded.
Even when 1st trip DTC is being memorized, the appropriate malfunction code is
displayed as self-diagnostic results by MIL.

24

Dealer Training

Display Descriptions in OM&M Manual

Only the Multi-purpose warning light will be discussed for this slide. ECM
controlled. Red box only.
All the other callouts

are VCM controlled.

25

Dealer Training
Engine Control Module ECM

K21 Version Only

K25 Version Only

ECM (Engine Control Module)

Note: Identify very clear component numbers
2NANN is for K21 configuration and 3NANN is for K25 configuration. They are
NOT interchangeable.

26

Dealer Training

(ECM) Inputs & Outputs

Electronic Control Module

ECM (Engine Control Module)

Inputs and Outputs
The left connector has 81 wire connections
The right connector has 40 wire connections
All wire connections are not used at this time. All connections are identified by
number and match electric schematic. This aids in correct identification while trouble
shooting harness problems.

27

Dealer Training
(EXAMPLE)
CA and EPA EMISSION SYSTEM K21 K25 TECHNICIAN QUALIFICATION COURSE
SKILL EVALUATION ASYSTEM OPERATION
Technician
Instructor
Locate and explain function of the following components:
Electric Throttle Control

ETC

__________

__________

Throttle Position Sensor

TPS 1-TPS 2

__________

__________

Vehicle Control Module

VCM

__________

__________

Engine Control Module

ECM
__________

__________

__________

__________

Engine Coolant Temperature ECT

__________

__________

Fuel Injector

(Gas)

MPFI

__________

__________

Fuel Injector

(LP)

TBFI

__________

__________

LPL

__________

__________

Fuel Pump and Filter (Gas)

__________

__________

LP Regulator Balance Line (LP)

_________

__________

Main Connector
Heated Oxygen Sensor

Electric Lock Off (LP)

HEGO

Technician worksheet:
Handout to technician.
To be completed in lab.
Give to technician when completed.

28

DealerTraining
Training
Dealer

ANY QUESTIONS?

GO TO LAB AND COMPLETE SKILL

EVALUATION A WORKSHEET

Go to Lab and complete skills evaluation A worksheet.

Have instructor sign off on each step

29

DealerTraining
Training
Dealer

SYSTEMS OPERATION

Systems Operation

30

Dealer Training
LPG Fuel
System

K-ENGINE ELECTRONIC CONTROLLED SYSTEM DIAGRAM (LPG)

Point out components to students
See page # 114 in service manual or 11 X 17 sheet under Tab #4

31

Dealer Training
Gasoline
Fuel System

K-ENGINE ELECTRONIC CONTROLLED SYSTEM DIAGRAM (GASOLINE)

Point out components to students
See 11 X 17 sheet under Tab #4

32

Dealer Training
Dual Fuel
System

K-ENGINE ELECTRONIC CONTROLLED SYSTEM DIAGRAM (DUAL FUEL)

Point out components to students
See 11 X 17 sheet under Tab #4

33

Dealer Training
Closed Loop Fuel Control
Block Diagram
LPG assistant injector

Air Filter
Fuel Lock (LPL)
ETC w Gov

Low Pressure Regulator

& TPS1TPS2

(Vaporizer)
LPG
injector
LPG injector
Drive Unit
HEGO (O2)
Camshaft &
Crankshaft Position
Sensor

3-Way
Catalytic
Converter

Liquid
Withdrawal
LPG
Container

ECM

Block Diagram shows generic operation in Closed Loop (LP Only)

ECM
Inputs:
Heated Oxygen Sensor HEGO
TACH Signal from Crankshaft Position Sensor (POS)
Outputs:
Fuel Lock Off (LPL)
LP Injector Drive Unit
Accessory LP Injector

34

Dealer Training

(ECM) Inputs & Outputs

Gasoline

K-ENGINE ELECTRONIC CONTROLLED ECM CIRCUIT DIAGRAM

(GASOLINE)
Point out components to students
See 11 X 17 sheet under Tab #4

35

Dealer Training

(ECM) Inputs & Outputs

LPG

K-ENGINE ELECTRONIC CONTROLLED ECM CIRCUIT DIAGRAM

( LPG)
Point out components to students
See 11 X 17 sheet under Tab #4

36

Dealer Training

(ECM) Inputs & Outputs

Dual Fuel

K-ENGINE ELECTRONIC CONTROLLED ECM CIRCUIT DIAGRAM

(DUAL FUEL GASOLINE AND LPG)
Point out components to students
See 11 X 17 sheet under Tab #4

37

Dealer
DealerTraining
Training

ECM
SYSTEMS OPERATION

ECM (Electronic Control Module)

This section will explain the Systems Operation of the ECM.

38

Dealer Training

ECM (Electronic Control Module)

121 Pin Connector
Under hood temperature compatible

ECM (Engine Control Module)

Inputs and Outputs
The left connector has 81 wire connections
The right connector has 40 wire connections
Data Link connection in the VCM at right side of lift truck under step plate

39

Dealer Training
ESD

(Electrostatic Discharge)
Electronic components used in control systems are often designed to carry very low
voltage, and are very susceptible to damage caused by electrostatic discharge.
It possible for less than 100 volts of static electricity to cause damage to some
electronic components. By comparison, it takes as much as 4,000 volts for a person to
even feel the zap of a static discharge.
There are several ways for a person to become statically charged. The most common
methods of charging are by friction and by induction.
An example of charging by friction is a person sliding across a truck seat, in which a
charge of as much as 25,000 volts can build up.
Charging by induction occurs when a person with well insulated shoes stands near a
highly charged object and momentarily touches ground.
Static charges of either type can cause damage, therefore, it is important to use care
when handling and testing: electronic components.

Precautions for Radio Equipment Installation

Check the following when installing a commercial/ham radio or mobile phone. If
mounting position is not chosen carefully, the unit may interfere with the electronic
control system.
Separate the antenna as far from the Engine Control System as possible.
Route an antenna feeder line at least 20 cm apart from the control unit harness.
Adjust antenna and feeder line to eliminate radio wave interference.

40

Dealer Training

Major Failures
When major failures occur, bulbs A, C, D, E, and H simultaneously flash

Major Failures
When major failures occur, bulbs A, C, D, E, and H simultaneously flash

41

Dealer Training

DTC (Diagnostic Trouble Codes)

Diagnostic Trouble Codes are set when the ECM (Electronic Control Module)
runs a diagnostic self-test and the test fails.
If the system continues to fail the test, the lamp will stay illuminated and the DTC
is current (Active). Code number will appear in the LCD display in the dashboard.
All VCM DTCs (start with an F) are stored as (Historical Faults) if its ECM DTC
(start with an E) will be stored in the alarm status until they are cleared. Display

Codes (start with a P.)

While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a
default limp home value and use that value in its control strategy.

DTC (Diagnostic Trouble Codes)

Diagnostic Trouble Codes are set when the ECM (Electronic Control Module)
runs a diagnostic self-test and the test fails.
If the system continues to fail the test, the lamp will stay illuminated and the DTC is
current (Active).
All DTCs are stored as (Historical Faults) until they are cleared.
While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a
default limp home value and use that value in its control strategy.
For items of trip 1, timing "0" is displayed immediately after detection of a
malfunction.
For items of trip 2, when a malfunction is detected for the first time (trip 1), timing
"1t" is displayed.
When a malfunction is detected again in the next trip (trip 2), it is displayed as "0".
Accumulative counting is performed at the end of warming-up operation.

42

Dealer
DealerTraining
Training

ANY QUESTIONS?

PROCEED TO NEXT SECTION

Any Questions?
Proceed to the next section?

43

Dealer
DealerTraining
Training

GSE/SST
LAPTOP DIAGNOSTIC TOOL

GSE/SST
Ground Support Equipment /
Laptop Displayed

44

Dealer Training
Using a Laptop Computer to Diagnose the K21-K25 System
Minimum System Requirements
Pentium Processor
Win 95, 98, 2000 and XP Operating Systems
32 Megs Ram
Serial Port (RS232) Connection

Using a PDA to diagnose the K21-K25 System

Serial cable link will also work with iPAQ operating systems models
3950,2210,3955,5455,5555 or higher.

Laptop Requirements to operate Diagnostic Tool.

45

Dealer Training
P R O G R E S S IV E D IA G N O S IS O F F A U L T S

S ta rt B ro a d
T a lk t o t h e o p e r a t o r

O p e r tio n a l/D r iv e
C hecks

V is u a l C h e c k

Id e n tif y th e
s y m p to m s

C h e c k fo r F u e l
Leaks
W ir e C o n n e c te d
C h e c k F o r M IL

S y s te m
E le c tric a l V a lu e s
In p u ts

Level T est

P re ssu re T e st

D riv e te s t
F u n c tio n a l T e s t
R e p lic a te th e
p ro b le m
C o m p a r e w ith g o o d
v e h ic le

P o w e r O r G ro u n d
C hecks

C om ponent Level T est

E le c tric a l V a lu e s
In p u ts /o u tp u ts

P re ssu re T e st

R o o t C a u s e D e te c te d
C o m p o n e t F a ilu re &
R e p la c e m e n t
O p e r a to r P ro b le m
V e h ic le P r o b le m &
R e p a ir
O u ts id e in te r v e n tio n

F o c u s e d D ia g n o s t ic

Progressive Diagnosis Of Faults

Be aware of required information needed for warranty story.
Complaint
Cause
And
Correction

46

Dealer Training
Intermittent problems
Intermittent problems are the most difficult to resolve.
Before starting the diagnostic procedures for intermittent DTC follow
these preliminary checks:
ECM ground connections must be clean, tight, and in their proper location.
Vacuum hoses for splits, kinks and proper connections
Air leaks at the throttle body, throttle control unit and intake manifold sealing
surfaces
Ignition wires for cracking, hardness, proper routing and carbon tracking
Wiring for proper connections, pinches, cuts.
Sensor connectors for damage, corrosion and contamination

Intermittent problems:
Intermittent problems are the most difficult to resolve.
Before starting the diagnostic procedures for intermittent DTC follow these
preliminary checks:
ECM ground connections must be clean, tight, and in their proper location.
Vacuum hoses for splits, kinks and proper connections
Air leaks at the throttle body, throttle control unit and intake manifold sealing
surfaces
Ignition wires for cracking, hardness, proper routing and carbon tracking
Wiring for proper connections, pinches, cuts.
Sensor connectors for damage, corrosion and contamination

47

Dealer Training
DST/SST DESCRIPTION
DST/SST executes the following functions using the combination of ECM
data reception, instructions, and transmission from the VCM via the
communication line.

DST/SST Description:
OPERATION PROCEDURE
1. Turn ignition switch OFF.
2. Connect SST to VCM connector.
3. Turn ignition switch ON.
4. Touch "START".
5. Touch "ENGINE".
6. Perform the necessary trouble diagnosis mode.
Refer to "SST Operation Manual" for further information.

48

Dealer Training
WORK SUPPORT FUNCTION
DST/SST assists with idle adjustment work. With DST/SST, it sends an
operation command to ECM, and adjustment control is performed
accordingly. However, inspector performs actual adjustment work.

SST Work Support:

Fuel Pressure Release
Idle Air Volume Learn
Self-Learning Control
Target Idle Timing Adjustment (*)
Target Ignition RPM Adjustment (*)
(*) This function is not necessary in the usual service procedure.

49

Dealer Training

(DTC) Diagnostic Troubleshooting Code Function

(DTC) SST Self Diagnostic Results

ECM Input/Output Signal Specifications
Correct Operating Values

Trip 1: If a malfunction is detected by self-diagnosis between the time ignition switch is turned ON
(engine is running) and then turned OFF (this is defined as "trip"), MIL is lit. The corresponding DTC
is recorded immediately after detection.
Trip 2: When a malfunction is detected by self-diagnosis for the first time in the first trip, a tentative
DTC is recorded. If the same malfunction is detected again by self-diagnosis in the next trip (second
trip), MIL is lit and the corresponding final DTC is recorded.
SST self-diagnostic results timing
For items of trip 1, timing "0" is displayed immediately after detection of a malfunction.
For items of trip 2, when a malfunction is detected for the first time (trip 1), timing "1t" is displayed.
When a malfunction is detected again in the next trip (trip 2), it is displayed as "0". Accumulative
counting is performed at the end of warming-up operation,
Conditions to turn off MIL
The MIL, marked with *, is turned off when ignition switch is turned ON (engine starts) again after
normal state is resumed.
For other self-diagnostic items, self-diagnostic results shall be erased by turning ignition switch to
OFF after normal operation is resumed.

50

Dealer Training
DATA MONITOR FUNCTION
Allows determination and identification of the possible source of a malfunction
based on self-diagnosis test results.
Displays ECM input/output signal data in real time.
Records the data before and after engine stalls, falters or refuses to start
intentionally.

Data Monitor:
Allows determination and identification of the possible source of a malfunction
based on self-diagnosis test results.
Displays ECM input/output signal data in real time.
Records the data before and after engine stalls, falters or refuses to start
intentionally.

51

Dealer Training

ACTIVE TEST FUNCTION

Use this mode to determine and identify the details of a malfunction, based on
self-diagnosis test results and data obtained from DATA MONITOR mode. SST,
instead of the ECM on the vehicle, sends a drive signal to actuators to check their
operation.

ACTIVE TEST FUNCTION:

Use this mode to determine and identify the details of a malfunction, based on selfdiagnosis test results and data obtained from DATA MONITOR mode. SST, instead
of the ECM on the vehicle, sends a drive signal to actuators to check their
operation.

52

Dealer Training
Self Diagnostic Function (Without SST)
DESCRIPTION
In self-diagnosis, when any of the critical sensors or actuator and exhaust gas
control systems necessary for ECM control return a malfunction and selfdiagnosis detection conditions are satisfied, a DTC corresponding to the suspect
system is stored in ECM for easier trouble diagnosis. Self-diagnostic results can
be displayed with either SST or Display in the (combination) meter. Display
indication is explained here.

The trouble diagnosis mode has two types: mode 1 and mode 2. Mode 1 is
normal mode and mode 2 is self-diagnosis or heated oxygen sensor monitor
function.
OPERATION PROCEDURE
Refer to the following for how to activate self-diagnosis mode or erase heated
oxygen sensor monitor and self-diagnostic results.

Self Diagnostic Function (Without SST)

DESCRIPTION
In self-diagnosis, when any of the critical sensors or actuator and exhaust gas
control systems necessary for ECM control return a malfunction and self-diagnosis
detection conditions are satisfied, a DTC corresponding to the suspect system is
stored in ECM for easier trouble diagnosis. Self-diagnostic results can be displayed
with either SST or Display in the (combination) meter. Display indication is
explained here.
The trouble diagnosis mode has two types: mode 1 and mode 2. Mode 1 is normal
mode and mode 2 is self-diagnosis or heated oxygen sensor monitor function.
OPERATION PROCEDURE
Refer to the following slide for how to activate self-diagnosis mode or erase heated
oxygen sensor monitor and self-diagnostic results.
CAUTION:
When a malfunction occurs in accelerator pedal position sensors, selfdiagnosis (without SST) cannot be activated. Thus, use SST to perform selfdiagnosis, and repair malfunctioning part.

53

Dealer Training
Manual Self Diagnostic Mode for K21 & K25 Engines
1.- Use a stopwatch to perform this procedure read all the steps before you start.
2.- Turn key switch ON and start stopwatch at the same time.
3.- After 3 seconds press and release the accelerator pedal 5 times.
4.-Then wait 7 seconds with the pedal released.
5.-Press and hold the accelerator pedal for at least 10 seconds or longer, until
the MIL light will start flashing.
6.-Than let pedal up. The LCD will display a DTC code (or more). The code will
blink with hour meter at time of fault.
7.- When you are in the diagnostic mode and want to erase the codes, and after
the pedal has been up for ten seconds or more, fully depress accelerator pedal
for 10 seconds and keep that position for 10 seconds or longer. When blanked
only the current hour meter will be displayed and the codes will be erased.
8.- Release the pedal, turn key off, restart engine and verify normal operation of
the truck.

3 Sec.
Pedal Up

Stroke
Accel.
Pedal
5 times

7 Sec.

10 Seconds
or longer

Pedal Up

Pedal down

10 Seconds
or longer
Pedal Up

Start Erase
Self-Diagnostic Results
Pedal down

Start Diagnostic Test mode II (self-diagnostic results)

RR

DIAGNOSTIC TEST MODE 1 - BULB CHECK

MIL should turn on when the ignition switch is turned ON (engine stopped), and
turn off after the engine starts.
DIAGNOSTIC TEST MODE 1 - MALFUNCTION WARNING
When a malfunction is detected by self-diagnosis, the system goes into the
malfunction warning mode and warns the driver by blinking the MIL in the Dash
Display.
There are two types of warning indications: items for which warning is given by
MIL indication for the first trip and those for which warning is given by MIL indication
for the second trip. For the latter, the MIL will not light up for the first trip.
DIAGNOSTIC TEST MODE II - SELF-DIAGNOSTIC RESULTS
In this mode, the MIL blinks (indicating the DTC) to identify the system that
returned a malfunction.
If no malfunction is detected, the code "0000" is displayed.

54

Dealer Training
Fail Safe Function
Certain DTC codes that set will result in system power reduction, or
complete engine shutdown
The ECM is programmed to do this in the event a failure is determined to
cause possible risk to the operator, damage to the engine or catalytic
converter.
Some code groups will provide a warning to a possible shutdown

Example:

Fail-Safe Function
When any of the critical sensors or systems sends a malfunction message, the failsafe function estimates the driving conditions with other input signals and selects
safer conditions for engine (vehicle) control, based on data previously stored in
ECM.

55

Dealer Training
K21 K25 CA & EPA EMISSION TECHNICIAN QUALIFICATION COURSE
SKILL EVALUATION BTESTING AND ADJUSTING

Technician

Instructor

Install and boot up laptop or GSE/SST Tool

__________

_________

Display Input/Output monitor

(ECM)

__________

_________

Display Input/Output monitor

(VCM-1) __________

_________

Display Active Test screen

(ECM)

__________

_________

Display Setup screen

(VCM-1) __________

_________

Erase Self-diag. results

Display History Folder screen

(ECM)
__________
(VCM-1) __________

_________
_________

Display active test screen

(ECM)

__________

_________

Display Ignition timing screen

(ECM)

__________

_________

View and clear DTCs with tool

Perform Power Balance Function

(ECM)

__________

_________

Perform Idle Air vol. learn (Normal)

(ECM)

__________

_________

Technician worksheet:
Handout to technician.
To be completed in lab.
Give to technician when completed.

56

Dealer
DealerTraining
Training

ANY QUESTIONS?

GO TO LAB AND COMPLETE SKILL

EVALUATION B WORKSHEET

Go to Lab and complete skills evaluation B worksheet.

Have instructor sign off on each step

57