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Trainer additional information General

Service Training TAI -- 1
Note on handling Siemens “Piezo Common Rail
PCR 2 DV4TD Ford” aftersales documentation
Date: 06/2002
Note on handling Siemens aftersales documentation
NOTE: This Siemens aftersales documentation
entitled “Piezo Common Rail PCR 2
DV4TD Ford” must be treated as strictly
confidential and is intended exclusively
for the Ford Service Trainer for
information. It must not be passed to
third parties.
Diesel-Systems
»Piezo Common Rail PCR 2 DV4 TD Ford
After Sales Documentation«
1
PCR 2 DV 4 TD / FORD 1/2002
Applicable
This handbook is applicable for:
System: Siemens PCR2 DV 4 TD
Engine: PSA DV 4 TD
Vehicle: Ford B 256
Contents
A System description PCR 2 diesel injection system . . . . . . . . . . . . . . . . . . . . . . . . . 5
1. Complete system PCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.1 General to the PCR-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2. System boundaries fuel supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3. System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.1 Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 Diesel Common Rail Pump (DCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.3 Volumetric Control Valve (VCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.4 Pressure Control Valve (PCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.5 High pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.6 Engine Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4. Initial start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.1 First time start of the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.2 Initial start after a repair / Start after an empty tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
B Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
1. System Nominal Value and Operating Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
1.1 Typical values by various operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
1.2 Typical Start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
2. Fault Search Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.1 MIL control lamp does not light up by turned on ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.2 MIL control lamp lights when the engine is running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
2.3 Engine does not start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.4 Engine starts badly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
2.5 Poor cold start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
2.6 Engine does not allow itself to be turned off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
2.7 Engine dies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
2.8 Engine idle too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
2.9 Engine idle too low or runs rough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
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PCR 2 DV 4 TD / FORD 1/2002
2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently . . . 70
2.11 Vehicle jerks by constant speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
2.12 Vehicle accelerates without actuation of the accelerator pedal . . . . . . . . . . . . . . . . . . . . . . . 77
2.13 Vehicle does not slow down (no coasting down) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
2.14 Vehicle judders while coasting with gear engaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
2.15 Performance too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
2.16 Performance too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
2.17 Bouncing by acceleration or braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
2.18 Vehicle accelerates strongly while coasting after release of the brake . . . . . . . . . . . . . . . . . 87
2.19 Engine smokes while driving steep sloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
2.20 Engine smokes at start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
2.21 Engine produces smoke / blue smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
2.22 Engine produces white smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
2.23 High fuel consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
2.24 Engine knocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
2.25 Engine gets too hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
2.26 Engine does not fulfil the requirements of the AU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
3. Fault code listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
4. Test instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.1 Directives for working on diesel fuel systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.1.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.1.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.1.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . 115
4.1.4 Precondition for the test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
4.2 Check low pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
4.2.1 Check internal fuel transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
4.2.2 Check Internal Transfer Pump (ITP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
4.3 Check high pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
4.3.1 Check PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
4.3.2 Check high pressure pump (HPP) and VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
4.3.3 Check rail pressure control loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
4.4 Check injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
4.4.1 High injector leakage /injectors remain open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
4.4.2 Faulty injected amount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
4.5 Check engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
5. Diagnosis tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
5.1 Freeze Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
5.2 Actuator tests through diagnosis tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
5.2.1 Test PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
5.2.2 Test VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
5.2.3 Test EGR valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.4 Glow plug relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.5 Test Coolant pre-heating (Heating circuit 1 and 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.6 Test Cooler fan 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.7 ACC relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
3
PCR 2 DV 4 TD / FORD 1/2002
C Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
1. Directives for working on the diesel fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
1.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
1.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
1.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . . . . . 151
2. Cleaning of the fuel high pressure connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
2.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
2.2 Preparatory work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
2.3 Work process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
3. Disassemble and assemble injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
3.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
3.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
3.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
4. Disassemble and assemble high pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
4.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
4.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
4.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
5. Removal and assembly of the Engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
5.1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
5.2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
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PCR 2 DV 4 TD / FORD 1/2002
Symbols
This hand book contains the following symbols:
* This symbol marks components which are out of
the scope of delivery.
This symbol denotes an interrupted
listing that is continued on the next
page.
Danger
This symbol reminds you to act according the regula-
tions for the prevention of accidents. Ignoring these
regulations can result in severe or fatal injuries.
Important
This Symbol calls for attention to the possible dama-
ging of systems, engine or other components.
Remark
This tip gives advice on easements of labor or
further informations.
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PCR 2 DV 4 TD / FORD 1/2002
A System description PCR 2 diesel injection system
1. Complete system PCR
1.1 General to the PCR-System
The diesel fuel injection technic which are available at the
present time are separated into helical groove controlled,
time controlled and in decoupled systems. The only de-
coupled system by which there is no direct dependence
between the crankshaft angle and the high pressure ge-
neration, is the common rail system.
The SiemensVDO diesel injection system Piezo Com-
mon Rail (PCR) is a common rail injection system of the
2nd generation, for which piezo controlled injectors are
utilised.
It consists of the Diesel Common Rail Pump (DCP) and
the piezo controlled injectors. The Rail* (storage line) and
the pressure pipes* are not part of the scope of delivery
and therefore are not described in this manual.
The Volumetric Control Valve (VCV), the Internal Transfer
Pump (ITP), the High Pressure Pump (HPP) and the Pres-
sure Control Valve (PCV) are integrated into the DCP.
The structure of the DCP allows the exact supply of fuel
according to requirements and provides thereby, an in-
crease in the efficiency of the diesel motor.
The diesel fuel will be drawn from the fuel tank by the in-
ternal transfer pump (ITP) and delivered to the volumetric
control valve (VCV). The volumetric control valve governs
the amount of fuel supplied to the high pressure pump
(HPP). The internal transfer pump and high pressure
pump are directly driven by the engine. The high pressu-
re pump delivers the fuel to the rail* at a pressure of up
to 1500 bar. The rail* and the injectors are connected to-
gether through the high pressure pipes*. The Piezo injec-
tors allow extremely short response times and make it
possible to freely select the injection begin and the fuel
quantity according to the demands of the engine control
unit (ECU).
Independent of the engine speed, the system pressure
generated with the aid of the DCP will be optimaly adjus-
ted for every operational condition. Due to the storage
volume of the rail*, the injection pressure will remain
practically constant over the complete duration of the in-
jection process.
The system will be operated with a pre-injection and a
main-injection.
The pre-injection reduces the combustion sound, redu-
ces the mechanical load and, in many cases, the exhaust
emissions.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
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PCR 2 DV 4 TD / FORD 1/2002
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PCR 2 DV 4 TD / FORD 1/2002
1 Air filter
2 Air mass sensor with air intake temperature sensor
3 Turbocharger
4 Catalytic converter
5 Wastegate
6 Accelerator pedal
7 Accelerator pedal sensor
8 Coolant temperature sensor
9 Crankshaft sensor
10 High pressure sensor
11 Engine control unit (ECU)
12 Sensor for the fuel gauge
13 Fuel tank
14 Hand pump
15 Fuel filter
16 Diesel Common Rail Pump (DCP)
a Pressure control valve (PCV)
b High pressure pump (HPP)
c Volumetric control valve (VCV)
d Internal transfer pump (ITP)
17 Glow plug relay
18 Fuel temperature sensor
19 Rail*
20 Injector
21 Camshaft sensor
22 Vacuum pump
23 Exhaust gas re-circulation (EGR) valve
24 EPC EGR valve
C1 Cylinder 1
C2 Cylinder 2
C3 Cylinder 3
C4 Cylinder 4
*The Rail and the High pressure pipes are not included in
the scope of delivery.
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PCR 2 DV 4 TD / FORD 1/2002
2. System boundaries fuel supply
Diesel Common Rail Pumpe DCP
D Diesel
C Common Rail
P Pump
The diesel common rail pump consists of the following
components which are all in a single housing:
• Internal transfer pump ITP
I Internal
T Transfer
P Pump
The internal transfer pump which is constructed as a
vane-type pump has the task to draw the fuel from the
tank through the fuel filter and to supply the high pres-
sure pump with diesel fuel. In addition to this, it sup-
plies the high pressure pump with fuel for lubrication
purposes.
• Volumetric control valve VCV
V Volumetric
C Control
V Valve
The volumetric control valve controls the flow rate of
the fuel to the high pressure pump and enables thereby
an exact supply to the high pressure pump according to
demands.
• High pressure pump HPP
H High
P Pressure
P Pump
The high pressure pump is constructed as a 3 cylinder
cam-plate driven plunger type pump and supplies the
rail* with the necessary system pressure.
• Pressure control valve PCV
P Pressure
C Control
V Valve
The pressure control valve governs the exit pressure of
the high pressure pump.
High pressure sensor
The fuel pressure measured by the High pressure sensor
is used by the engine control unit (ECU) for the computa-
tion of the control period of the injectors.
Piezo injectors
The Piezo injectors allows an extremely quick and exact
dosage of the fuel amount.
The response time of the Piezo injectors, which is 4 ti-
mes quicker that the previous systems, allow shorter and
more variable distances between the pre-injection and
main- injection.
Through the possibilities gained by the recovery of ener-
gy, the necessary triggering energy is reduced conside-
rably. In addition, through the simplified electrical control,
a greater electromagnetic toleration and thereby an es-
sential reduction in the susceptibility for failure is achie-
ved.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
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PCR 2 DV 4 TD / FORD 1/2002
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PCR 2 DV 4 TD / FORD 1/2002
1 Diesel Common Rail Pump (DCP):
a High pressure pump (HPP)
b Internal transfer pump (ITP)
c Volumetric control valve (VCV)
d High pressure control valve (PCV)
2 Rail* with high pressure sensor
3 Injectors
A Fuel feed
B Fuel return
*The Rail and the High pressure pipes are not included in
the scope of delivery.
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PCR 2 DV 4 TD / FORD 1/2002
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PCR 2 DV 4 TD / FORD 1/2002
3. System components
3.1 Injector
The Piezo injectors, which are connected to the rail*, in-
ject the necessary amount of fuel into the combustion
chamber for all operating conditions of the engine.
The injected amount per stroke are constituted from a
pre-injection amount and a main-injection amount. This
separation causes a "soft" combustion operation of the
diesel engine.
Due to the deployment of the Piezo actuators, extremely
quick response times are possible. Because of this, the
injected fuel amount and the dosage can be extremely
accurately controlled. Furthermore, an excellent repetiti-
on is ensured.
The injectors are controlled from the engine control unit
(ECU). Through the possible energy recovery with Piezo
injectors a substantially smaller triggering energy is ne-
cessary in comparison to previous systems.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Important
During the time that the engine is running, the con-
nection cable connectors to the engine control unit
and the injectors must not be disconnected, other-
wise there is a danger of damaging the engine.
In the case of a repair job, the injectors must not be
taken apart. No part must be loosened or unscre-
wed, since this could lead to the destruction of the
injectors.
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PCR 2 DV 4 TD / FORD 1/2002
1 Piezo actuator
2 Electrical connector
3 High pressure connection
4 Fuel return flow
5 Injector head
6 Nozzle retaining nut
7 Injection nozzle
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PCR 2 DV 4 TD / FORD 1/2002
1 High pressure delivery connection
2 Fuel return
3 Connector to engine control unit (ECU)
4 Piezo actuator
5 Valve piston
6 Valve mushroom
7 Control piston
8 Nozzle needle
9 High pressure chamber nozzle
10 Spray hole (6 each)
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PCR 2 DV 4 TD / FORD 1/2002
Function of the Injectors
• Injector non controlled:
The fuel, which comes from the rail* under high pressu-
re, reaches the control chamber (2) and the high pressure
chamber (3) of the jet via the high pressure fuel delivery
(1). The boring to the fuel return line (5) is closed via the
valve mushroom (4), which is actuated by a spring. The
hydraulic force, which will be exerted (F1) through the
high pressure of the fuel on the nozzle needle (6) in the
control chamber (2), is greater than hydraulic force which
is effected on the tip of the nozzle (F2), since the surface
of the control piston in the control chamber is greater
than the surface of the tip of the nozzle.
The nozzle of the injector is closed.
• Injector controlled:
The Piezo actuator (7) presses on the valve piston (8) and
the valve mushroom (4), thereby opening the boring
which joins the control chamber (2) with the fuel return
line. In this manner, a reduction in the pressure occurs in
the control chamber and the hydraulic force, which is ef-
fected at the tip of the nozzle (F2x), is greater than the
force on the control piston (F1x) in the control chamber.
The nozzle needle (6) moves upwards and the fuel rea-
ches the combustion chamber via the 6 spray holes.
When the engine is no longer running, the valve, which
connects the control chamber with the fuel return line,
and the nozzles of the injectors are closed via the force
of the springs.
A small amount of fuel will be directed for lubrication pur-
poses between the nozzle needle and the guide from the
high pressure side directly into the return line.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
17
PCR 2 DV 4 TD / FORD 1/2002
Characteristic curve of the injector control
Needle stroke
Pilotset Mainset
Control current
Voltage
Crank angle
18
PCR 2 DV 4 TD / FORD 1/2002
Labelling of the injector
a Manufacturer’s number
b PSA part number
c Year of manufacture
A = 2001
B = 2002
C = 2003 ...
d Month
A = January
B = February
C = March
...
L = December
e Day
1 - 31
f Part number
00001 - 99999
19
PCR 2 DV 4 TD / FORD 1/2002
3.2 Diesel Common Rail Pump (DCP)
The Diesel common rail pump DCP is a demand control-
led central, cam-plate driven plunger pump with three
displacement units each staggered at 120°.
The DCP supplies the volume flow for the generation of
the high pressure of the fuel in the rail* and provides the-
reby, the necessary fuel quantity to the injectors for all
operating conditions of the engine.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
1 Internal transfer pump ITP
2 Volumetric control valve VCV
3 High pressure pump element
(displacement unit)
4 Pressure control valve PCV
a Fuel delivery
a High pressure connection
a Fuel return
20
PCR 2 DV 4 TD / FORD 1/2002
21
PCR 2 DV 4 TD / FORD 1/2002
Fuel process in the DCP
The diesel fuel will be drawn from the tank through a fuel
filter by means of an integrated Internal transfer pump
ITP (1). The fuel will then be conveyed to the lubrication
valve (6) and to the volumetric control valve VCV (2).
The pre-pressure control valve (5), which lies parallel to
the fuel delivery pump, opens when the volumetric con-
trol valve is closed and directs the fuel to the suction side
of the fuel pump once more. The fuel reaches the inside
of the pump via the lubrication valve (6) and from there to
the fuel return (c).
The volumetric controlled valve, governed by the engine
control unit, determines the amount of fuel which will be
delivered to the high pressure pump element (3) and the-
rewith, to the High Pressure Pump HPP.
The high pressure outlets of the three pump elements
will be reunited and routed to the high pressure outlet (b)
of the DCP.
The high pressure control valve (4), which governs the
fuel amount to the high pressure outlet and therewith,
the fuel pressure in the rail*, is allocated between the
high pressure channel and the return line.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Function chart DCP
1 Internal transfer pump ITP
2 Volumetric control valve VCV
3 High pressure pump element
4 Pressure control valve PCV
5 Fuel feed regulator valve
6 Lubrication valve
7 Strainer filter
8 Edge type filter
a Fuel delivery feed
a High pressure connection
a Fuel return
22
PCR 2 DV 4 TD / FORD 1/2002
Function of the high pressure element
• Fuel suction:
During the downwards motion of the piston (1) a vacuum
in the pump cylinder will be generated which opens the
inlet valve (2) against the force exerted by the valve
spring.The fuel (a), which is flowing from the volumetric
control valve, will be sucked in. At the same time, the
outlet valve (3) will be closed due to the pressure diffe-
rence between the pump cylinder and the fuel pressure
in the ring line.
• Fuel delivery:
The cam (4) presses the piston (1) upwards, the outlet
valve (2) will then be closed through the force exerted by
the valve spring and the pressure being built up in the
pump cylinder. The outlet valve (3) opens if the pressure
in the pump cylinder is greater than the fuel pressure in
the ring line (b).
23
PCR 2 DV 4 TD / FORD 1/2002
Label of the DCP
a Manufacturer‘s number
b PSA part number
c Year of manufacture
U: 2001
V: 2002
W: 2003
X: 2004
Y: 2005
Z: 2006
d Calendar week
e Number of manufactured pumps in that
week
f Number of the final series control status
24
PCR 2 DV 4 TD / FORD 1/2002
25
PCR 2 DV 4 TD / FORD 1/2002
3.3 Volumetric Control Valve (VCV)
The volumetric control valve VCV regulates the delivery
of fuel from the internal transfer pump, which is integra-
ted into the diesel common rail pump DCP, to the high
pressure pump elements.
With that, the amount of fuel delivered by the high pres-
sure pump HPP can be adjusted already to the require-
ments of the engine on the low pressure side of the
system.
The performance absorbtion of the high pressure pump
will be reduced and through this, the efficiency of the en-
gine will be improved.
The volumetric control valve VCV is directly screwed to
the diesel common rail pump DCP.
Important
If repairs have to be carried out, the volumetric con-
trol valve VCV must not be separated from the die-
sel common rail pump DCP.
1 Compression spring
2 Bearing shell/sleeve
3 Piston
4 Solenoid
5 Anchor
26
PCR 2 DV 4 TD / FORD 1/2002
a Fuel inlet from the internal transfer pump ITP
a Fuel delivery from the Internal transfer pump ITP
b Fuel amount to the high pressure pump HPP
Function of the volumetric control valve VCV
• Volumetric control valve VCV non controlled:
The piston closes the link between the two connections
by means of the force generated by the spring, without
utilising electrical current. The fuel delivery to the high
pressure pump HPP is interrupted.
• Volumetric control valve VCV controlled:
The force exerted by the anchor is proportional to the
electrical current and works against the force of the
spring .
Thereby, the opening between the the two connections
is proportional to the electrical current (Proportional di-
rectional control valve).
27
PCR 2 DV 4 TD / FORD 1/2002
Characteristic curve of a volumetric control valve VCV
Q Fuel volume flow
I Control current
28
PCR 2 DV 4 TD / FORD 1/2002
29
PCR 2 DV 4 TD / FORD 1/2002
3.4 Pressure Control Valve (PCV)
The pressure control valve PCV governs the fuel pressu-
re at the high pressure outlet of the diesel common rail
pump DCP and therewith, also that within the rail*.
In addition, the pressure control valve dampens the fluc-
tuations in the pressure which occur during the delivery
of fuel through the diesel common rail pump and through
the injection process.
The pressure control valve PCV will be steered in such a
manner from the engine control unit ECU that the optimal
pressure will exist in the rail for every operational condi-
tion of the engine.
The pressure control valve PCV is directly flanged to the
diesel common rail pump DCP.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Important
If repairs have to be carried out, the pressure control
valve PCV must not be separated from the diesel
common rail pump DCP
1 Valve seat
2 Valve ball
3 Pin
4 Solenoid
5 Anchor
6 Spring
30
PCR 2 DV 4 TD / FORD 1/2002
a Fuel pressure at the DCP high pressure connection
(= Fuel pressure in the rail*)
b to the fuel return line
a Fuel pressure at the DCP high pressure connection
(= Fuel pressure in the rail*)
b to the fuel return line
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Function of the pressure control valve PCV
• Pressure control valve non controlled:
The valve ball will only be operated through the force
exerted upon it by the spring. Thereby, a small amount of
the fuel pressure will be withheld.
• Pressure control valve PCV controlled:
The current flowing through the solenoid draws down
the anchor, this in turn transfers the magnetic force via
the pin to the valve ball.
The pull of the anchor and therewith the pressure on the
valve ball is proportional to the valve flow (Proportional
pressure limitation valve)
31
PCR 2 DV 4 TD / FORD 1/2002
Characteristic curve of the pressure control valve PCV
p Fuel pressure
l Control current
32
PCR 2 DV 4 TD / FORD 1/2002
33
PCR 2 DV 4 TD / FORD 1/2002
3.5 High pressure sensor
The high pressure sensor measures the pressure of the
fuel in the rail*. The pressure on hand will be converted
into an electric potential signal which will be evaluated by
the engine control unit ECU.
In accordance with the recorded performance characteri-
stics in the engine control unit (ECU), the pressure signal
will be used for the computation of the control period for
the injectors and the high pressure regulation through the
high pressure control valve PCV.
The high pressure sensor is fixed directly to the rail* and
sealed with a soft iron washer.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Important
In the case where repairs have to be carried out, the
high pressure sensor must not be screwed out of
the rail.
8
1 Duct
2 Sensor element on a steel membrane
3 Bonding wire
4 Printed circuit board with evaluation electronic
5 Contact bridge
6 Rubber gasket
7 Connector shell
8 Contact bridge
34
PCR 2 DV 4 TD / FORD 1/2002
Function of the high pressure sensor:
The steel membrane (2) will be deformed in respect to
the fuel pressure that is on hand in the rail*. The resi-
stance values within the sensor elements, which are at-
tached to the steel membrane (2), will be altered due to
this. The alteration in the resistance value will be evalua-
ted by the electronics (4) and passed on to the engine
control unit (ECU) as an electric potential signal.
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Characteristic curve of the high pressure sensor
V Voltage (electric potential)
p Fuel pressure
Labeling of the high pressure sensor
a PSA part number
b Manufacturer‘s number
c Year of manufacture: End number of the year
d Day: 0-366
e Sequential production number
f BAR-Code
35
PCR 2 DV 4 TD / FORD 1/2002
3.6 Engine Control Unit (ECU)
The engine control unit ECU checks all the processes
which are necessary for control of the engine system. It
computes the necessary output data for the engine (e.g.
fuel injection amount, rate of exhaust gas
re-circulation, ...) in accordance with the driver’s require-
ments and the engine and vehicle data (e.g. engine
speed, vehicle speed, engine coolant temperature, in-
take air mass, ...). In addition other functions will be che-
cked such as the coded immobilizer.
The engine control unit communicates with other control
equipment (e.g. ABS, ASR, ESP) via the CAN bus.
Danger
Where work has to be carried out on the engine
control unit, care must be taken that the rules and
regulations regarding the prevention of accidents
with respect to high voltage equipment are obser-
ved.
Important
When the engine is running, the connector on the
engine control unit (ECU) must not be disconnec-
ted; since this could lead to the destruction of the
engine.
36
PCR 2 DV 4 TD / FORD 1/2002
Input and output signal Engine Control Unit (ECU):
37
PCR 2 DV 4 TD / FORD 1/2002
PIN assignment on the engine control unit (ECU):
Connector A
A1 Rx-PATS
A2 Compressor AC signal on/off
A3 CAN low
A4 CAN high
B1 Coolant pre-heating
(Heating circuit 1)
B2 not occupied
B3 not occupied
B4 not occupied
C1 Coolant pre-heating
(Heating circuit 2)
C2 Accelerator pedal position sensor
(Signal 2)
C3 Battery plus to ignition start switch
C4 not occupied
D1 reserved
D2 Tx-PATS
D3 reserved
D4 reserved
E1 not occupied
E2 not occupied
E3 Clutch switch
E4 Brake light switch redundant
F1 not occupied
F2 Accelerator pedal position sensor
(supply voltage 1)
F3 not occupied
F4 Accelerator pedal position sensor (Ground 1)
G1 not occupied
G2 Accelerator pedal position sensor
(supply voltage 2)
G3 Accelerator pedal sensor (Signal 1)
G4 Ground (Pin 31)
H1 not occupied
H2 not occupied
H3 Accelerator pedal position sensor (Ground 2)
H4 Ground (Pin 31)
38
PCR 2 DV 4 TD / FORD 1/2002
Connector B
A1 Compressor AC switch stage 1/2
A2 reserved
A3 reserved
A4 not occupied
B1 Water in the tank (Signal)
B2 reserved
B3 Crankshaft sensor (supply voltage)
B4 reserved
C1 not occupied
C2 Camshaft sensor (+)
C3 not occupied
C4 reserviert
D1 High pressure sensor (supply voltage)
D2 Brake light switch
D3 not occupied
D4 Glow plug relay (Diagnoses cable)
E1 reserved
E2 Camshaft sensor (Ground)
E3 Crankshaft sensor (Signal)
E4 Crankshaft sensor (Ground)
F1 reserved
F2 reserved
F3 not occupied
F4 not occupied
G1 not occupied
G2 Water in fuel (Ground)
G3 not occupied
G4 Direct battery voltage (Pin. 30)
H1 not occupied
H2 Air temperature (Ground)
H3 not occupied
H4 reserved
J1 reserved
J2 Fuel temperature sensor (Gound)
J3 reserved
J4 MAF-Sensor (Ground)
K1 Coolant teltemperature (Ground)
K2 Ground (Pin 31)
K3 reserved
K4 not occupied
L1 not occupied
L2 not occupied
L3 not occupied
L4 Pressure control valve(PCV)
M1 not occupied
M2 EGR throttle
M3 not occupied
M4 Volumetric control valve (VCV)
39
PCR 2 DV 4 TD / FORD 1/2002
Connector C
A1 Air mass meter (Signal)
A2 Coolant temperature sensor (Signal)
A3 Fuel temperature sensor (Signal)
A4 Reverse gear recognition
B1 not occupied
B2 High pressure sensor (Signal)
B3 High pressure sensor (Masse)
B4 Air temperature (Signal)
C1 Camshaft sensor (Signal)
C2 Vehicle speed w/o ABS (Signal)
C3 Switch drive lock
C4 Ground (Pin 31)
D1 GMV (trip line 2)
D2 Relay PCM-Signal
D3 GMV (trip line 1)
D4 Engine running Signal
E1 Dynamo control
E2 Vehicle speed signal exit
E3 Switched plus from the power relay
E4 Glow plug relay
F1 Dynamo trip line
F2 Switched plus from the power relay
F3 Switched plus from the power relay
F4 Relay AC
G1 Injektor Cylinder 2 (-)
G2 Injektor Cylinder 3 (+)
G3 Injektor Cylinder 4 (+)
G4 Injektor Cylinder 1 (+)
H1 Injektor Cylinder 1 (-)
H2 Injektor Cylinder 2 (+)
H3 Injektor Cylinder 4 (-)
H4 Injektor Cylinder 3 (-)
40
PCR 2 DV 4 TD / FORD 1/2002
Labelling of Engine control unit
a Ford part number
b Mnufacturer‘s number
c Serial number
41
PCR 2 DV 4 TD / FORD 1/2002
4. Initial start
4.1 First time start of the vehicle
1 The fuel system has to be filled by suction at the fuel
return pipe or by operating of the hand pump until
the fuel return pipe is filled with fuel without air bub-
bles.
2 The starter shall then be operated for a maximum of
20 seconds.
Should the engine not start, then the operation described
in 2 shall be repeated once more. Should the engine still
not start then a fault analysis will have to be performed.
1 Hand pump
Remark
In order to operate the pump, it must be fully enc-
losed in the hand and then squeezed tightly.
42
PCR 2 DV 4 TD / FORD 1/2002
4.2 Initial start after a repair / Start after an empty tank
To facilitate the venting of air from the fuel supply line af-
ter a repair, or when the fuel tank has been run dry, a
hand pump has been integrated within the engine com-
partment in the fuel supply line.
Procedure:
• Check whether there is enough fuel in the fuel tank. In
the case of a tank which has been run dry, at least 5
litres of fuel should be poured into the tank.
• Operate the hand pump (1) until the pump is not ably
filled with fuel and the fuel return pipe is filled with fuel
without air bubbles.
• Then operate approx another five times.
• The starter shall then be operated for a maximum of 20
seconds.
Should the engine not start then the pump procedure
should be repeated once more. Should the engine still
not start then a fault analysis will be necessary.
1 Hand pump
Remark
In order to operate the pump, it must be fully enclo-
sed in the hand and then squeezed tightly.
43
PCR 2 DV 4 TD / FORD 1/2002
B Diagnosis
1. System Nominal Value and Operating Condition
1.1 Typical values by various operating conditions
Operation:
• Vehicle is standing still
• Engine operating temperature: 80-90 °C
• Battery voltage: 12-14,7 V
• Ambient temperature: ca. 20 °C
• Tank: min. half filled
• all electrical and mechanical consumers switched off
44
PCR 2 DV 4 TD / FORD 1/2002
Ignition on:
min max
Engine speed rpm 0 0
Coolant temperature °C 15 25
Intake air temperature °C 15 25
Pedal value % 0 0
Battery voltage V 7 13
Injection quantity total mg/stk 20 26
Injection quantity pilot mg/stk 0 0
Injection quantity main mg/stk 0 0
Control time main-injection ms 0 0
Control time pre-injection ms 0 0
Start of the main-injection °a TDC 0 0
Start of the pre-injection °a TDC 0 0
Rail pressure setpoint MPa 0 0
Rail pressure effective MPa 0 2
PCV PWM % 0 0
Current PCV A 0 0,3
VCV PWM % 0 0
Current VCV A 0 0,3
Fuel temperature °C 15 25
Smokelimitation mg/stk 60 70
Air mass flow setpoint mg/stk 0 0
Air mass flow effective mg/stk 0 0
Air mass flow w/o EGR mg/stk 340 380
PWM EGR-Valve % 5 15
absolute pressure before fuel filter (static) mbar 0,9 1,1
absolute pressure in the pump return flow (static) mbar 1 1,1
absolute pressure in the injector return flow (static) mbar 1 1,1
absolute pressure in the common back flow (static) mbar 1 1,1
45
PCR 2 DV 4 TD / FORD 1/2002
idle cold:
min max
Engine speed rpm 760 820
Coolant temperature °C 18 25
Intake air temperature °C 15 25
Pedal value % 0 0
Battery voltage V 12 15
Injection quantity total mg/stk 4,5 8
Injection quantity pilot mg/stk 1 1,5
Injection quantity main mg/stk 3,5 6,5
Control time main-injection ms 0,4 0,65
Control time pre-injection ms 0,2 0,3
Start of the main-injection °a TDC -5 -2,5
Start of the pre-injection °a TDC -15 -11
Rail pressure setpoint MPa 21 23
Rail pressure effective MPa 21 23
PCV PWM % 11 15
Current PCV A 0,3 0,5
VCV PWM % 16 20
Current VCV A 0,7 0,9
Fuel temperature °C 20 25
Smokelimitation mg/stk 15 25
Air mass flow setpoint mg/stk 250 350
Air mass flow effective mg/stk 250 350
Air mass flow w/o EGR mg/stk 330 370
PWM EGR-Valve % 50 60
absolute pressure before fuel filter (static) mbar 0,8 1
absolute pressure in the pump return flow (static) mbar 1 1,8
absolute pressure in the injector return flow (static) mbar 1 1,8
absolute pressure in the common back flow (static) mbar 1 1,8
46
PCR 2 DV 4 TD / FORD 1/2002
idle warm:
min max
Engine speed rpm 730 780
Coolant temperature °C 80 90
Intake air temperature °C 15 40
Pedal value % 0 0
Battery voltage V 12 15
Injection quantity total mg/stk 3 6
Injection quantity pilot mg/stk 1 1,5
Injection quantity main mg/stk 2,5 5
Control time main-injection ms 0,35 0,5
Control time pre-injection ms 0,2 0,3
Start of the main-injection °a TDC -3 -2
Start of the pre-injection °a TDC -14 -12,5
Rail pressure setpoint MPa 21 23
Rail pressure effective MPa 21 23
PCV PWM % 12 15
Current PCV A 0,35 0,45
VCV PWM % 16 20
Current VCV A 0,7 0,9
Fuel temperature °C 35 45
Smokelimitation mg/stk 15 25
Air mass flow setpoint mg/stk 250 350
Air mass flow effective mg/stk 250 350
Air mass flow w/o EGR mg/stk 310 350
PWM EGR-Valve % 50 60
absolute pressure before fuel filter (static) mbar 0,9 1
absolute pressure in the pump return flow (static) mbar 1 1,8
absolute pressure in the injector return flow (static) mbar 1 1,8
absolute pressure in the common back flow (static) mbar 1 1,8
47
PCR 2 DV 4 TD / FORD 1/2002
2000 rpm, without load:
min max
Engine speed rpm 1900 2100
Coolant temperature °C 80 90
Intake air temperature °C 15 35
Pedal value % 0 0
Battery voltage V 12 15
Injection quantity total mg/stk 2 5
Injection quantity pilot mg/stk 1 1,5
Injection quantity main mg/stk 1 4
Control time main-injection ms 0,2 0,4
Control time pre-injection ms 0,2 0,3
Start of the main-injection °a TDC -5 -2
Start of the pre-injection °a TDC -26 -22
Rail pressure setpoint MPa 21 23
Rail pressure effective MPa 21 23
PCV PWM % 11 15
Current PCV A 0,3 0,5
VCV PWM % 16 20
Current VCV A 0,7 0,9
Fuel temperature °C 40 50
Smokelimitation mg/stk 10 20
Air mass flow setpoint mg/stk 230 300
Air mass flow effective mg/stk 230 300
Air mass flow w/o EGR mg/stk 350 450
PWM EGR-Valve % 60 70
absolute pressure before fuel filter (static) mbar 0,9 1
absolute pressure in the pump return flow (static) mbar 1 1,8
absolute pressure in the injector return flow (static) mbar 1 1,8
absolute pressure in the common back flow (static) mbar 1 1,8
48
PCR 2 DV 4 TD / FORD 1/2002
4000 rpm, without load:
min max
Engine speed rpm 3900 4100
Coolant temperature °C 85 100
Intake air temperature °C 15 35
Pedal value % 20 30
Battery voltage V 12 15
Injection quantity total mg/stk 4 8
Injection quantity pilot mg/stk 0 0
Injection quantity main mg/stk 4 8
Control time main-injection ms 0,25 0,5
Control time pre-injection ms 0 0
Start of the main-injection °a TDC -9 -5
Start of the pre-injection °a TDC -9 -5
Rail pressure setpoint MPa 30 50
Rail pressure effective MPa 30 50
PCV PWM % 15 24
Current PCV A 0,5 0,7
VCV PWM % 16 22
Current VCV A 0,7 1
Fuel temperature °C 40 60
Smokelimitation mg/stk 23 30
Air mass flow setpoint mg/stk 450 530
Air mass flow effective mg/stk 450 530
Air mass flow w/o EGR mg/stk 450 530
PWM EGR-Valve % 5 15
absolute pressure before fuel filter (static) mbar 0,9 1
absolute pressure in the pump return flow (static) mbar 1 1,8
absolute pressure in the injector return flow (static) mbar 1 1,8
absolute pressure in the common back flow (static) mbar 1 1,8
49
PCR 2 DV 4 TD / FORD 1/2002
1000 rpm, 1. Gear:
min max
Engine speed rpm 900 1100
Coolant temperature °C 80 90
Intake air temperature °C 15 45
Pedal value % 4 10
Battery voltage V 12 15
Injection quantity total mg/stk 3 6
Injection quantity pilot mg/stk 1 1,5
Injection quantity main mg/stk 2 5
Control time main-injection ms 0,3 0,5
Control time pre-injection ms 0,2 0,3
Start of the main-injection °a TDC -4 -2
Start of the pre-injection °a TDC -20 -15
Rail pressure setpoint MPa 21 23
Rail pressure effective MPa 21 23
PCV PWM % 12 16
Current PCV A 0,35 0,5
VCV PWM % 16 22
Current VCV A 0,7 0,9
Fuel temperature °C 40 60
Smokelimitation mg/stk 12 16
Air mass flow setpoint mg/stk 220 260
Air mass flow effective mg/stk 220 260
Air mass flow w/o EGR mg/stk 320 360
PWM EGR-Valve % 60 70
absolute pressure before fuel filter (static) mbar 0,9 1
absolute pressure in the pump return flow (static) mbar 1 1,8
absolute pressure in the injector return flow (static) mbar 1 1,8
absolute pressure in the common back flow (static) mbar 1 1,8
50
PCR 2 DV 4 TD / FORD 1/2002
2000 rpm, 1. Gear:
min max
Engine speed rpm 1900 2100
Coolant temperature °C 80 90
Intake air temperature °C 15 45
Pedal value % 5 10
Battery voltage V 12 15
Injection quantity total mg/stk 2 4
Injection quantity pilot mg/stk 1 1,5
Injection quantity main mg/stk 1,5 3
Control time main-injection ms 0,3 0,4
Control time pre-injection ms 0,2 0,3
Start of the main-injection °a TDC -5 -2
Start of the pre-injection °a TDC -30 -20
Rail pressure setpoint MPa 21 23
Rail pressure effective MPa 21 23
PCV PWM % 12 16
Current PCV A 0,35 0,5
VCV PWM % 16 22
Current VCV A 0,7 0,9
Fuel temperature °C 40 60
Smokelimitation mg/stk 12 16
Air mass flow setpoint mg/stk 250 300
Air mass flow effective mg/stk 250 300
Air mass flow w/o EGR mg/stk 380 420
PWM EGR-Valve % 60 70
absolute pressure before fuel filter (static) mbar 0,9 1
absolute pressure in the pump return flow (static) mbar 1 1,8
absolute pressure in the injector return flow (static) mbar 1 1,8
absolute pressure in the common back flow (static) mbar 1 1,8
51
PCR 2 DV 4 TD / FORD 1/2002
1.2 Typical Start behaviour
Tolerance bands
Engine speed n Start:
200 - 300 rpm (Warm start)
150 - 250 rpm (Cold start)
Idle:
± 30 rpm
Battery voltage U
Batt
± 10 %
max. 14,7 V
injection amount MF ± 10 %
Rail pressure p
Rail
± 20 %
Pressure control valve
PWM
PCV ± 10 %
Volumetric control valve
PWM
VCV + 20 %
52
PCR 2 DV 4 TD / FORD 1/2002
Cold start Coolant temperature: 0 °C
53
PCR 2 DV 4 TD / FORD 1/2002
Warm start Coolant temperature: 80 °C
54
PCR 2 DV 4 TD / FORD 1/2002
55
PCR 2 DV 4 TD / FORD 1/2002
2. Fault Search Plan
Notice:
System faults can cause sequential errors, which are to
be handled secondarily during corrective action. Sequential
errors are marked as such in the fault codes.
Fault codes in brackets are "generic codes". These will
not be displayed in DIAG 2000.
If no codes are shown or reading of the codes is not
posible, all relevant tests must be carried out.
(P): see test instruction Ford
2.1 MIL control lamp does not light up by turned on ignition
Cause of Fault Location of fault Code corrective action
Control lamp defect Control lamp Fault code is not
entered
Check vehicle electronics (P)
Voltage supply is missing Fault in the vehicle electronics Fault code is not
entered
56
PCR 2 DV 4 TD / FORD 1/2002
2.2 MIL control lamp lights when the engine is running
Cause of fault Location of fault Code Corrective action
Entry of a fault diagnosis Read out fault diagnosis Enter approp. fault
code
Correct corresponding fault
57
PCR 2 DV 4 TD / FORD 1/2002
2.3 Engine does not start
Cause of fault Location of fault Code Corrective action
Engine control unit does not
work
Voltage supply to the engine
control unit is missing
No connection bet-
ween the ECU and
engine tester
Supply via the ignition lock / test
the continual supply to the cont-
rol unit (P)
Engine control unit has no func-
tion
Hardware or software error in
the engine control unit
P0321
P0601
P0603
P0604
P0605
P0606
(P1621)
P1657
Check engine control unit, re-
place if appropriate
(see Chapter 4.5)
Main voltage supply is missing at
the engine control unit and the
actuators
Faulty main relay P0215
P0685
P1606
Test main relay (P)
Faulty cable harness Appropriate fault
code entry
Correct corresponding fault
Voltage supply to the sensors is
missing (5 V)
Faulty engine control unit P1241 Check connection of the supply
line and supply voltage to the
sensors (P)
If appropriate, replace engine
control unit
Faulty cable harness P1242
Active coded anti-start commu-
nication
VID-Block P0610
P0615
P1244
P1245
P1632
P1639
U2139
U2510
B1213
B1241
B1600
B1601
B1602
B1681
B2103
B2413
Correct corresponding fault
No recognition of engine speed
in the engine control unit
Non or a false camshaft signal (P0340)
P0341
P0342
Check camshaft sensor (P)
58
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
No recognition of engine speed
in the engine control unit
Non or a false crankshaft signal (P0335)
P0336
P0337
P0339
Check crankshaft sensor (P)
Too little or no fuel being drawn
in
Faulty internal transfer pump P0001
P0087
Sequential errorr:
P0089
(P0190)
P0191
P0192
P0193
Check low pressure system
(see Chapter 4.2)
Air in the low pressure line
Empty tank
Blocked fuel filter
Leaky low pressure line
Too little or no Rail pressure Too little or no fuel being drawn
in
P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Check low pressure system
(see Chapter 4.2)
Faulty high pressure pump P0001
P0087
Check high pressure system
(see Chapter 4.3)
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Leaky high pressure pipe / Rail P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Faulty Engine control unit No fault code ente-
red
Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
High injector leakage P0001
P0087
Check Injectors (see Chapter
4.4)
59
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
several or all of the cylinders are
not working
Injectors defective P0201 Cyl. 1
P0202 Cyl. 3
P0203 Cyl. 4
P0204 Cyl. 2
P0606
Check injector (see Chapter 4.4);
Check electrical connections (P)
Faulty cable harness
Faulty engine control unit P0606
If there is a fault
code entry, then
none of the injec-
tors will be steered
Check engine control unit.
If appropriate replace (see Chap-
ter 4.5)
60
PCR 2 DV 4 TD / FORD 1/2002
2.4 Engine starts badly
Cause of fault Location of fault Code Corrective action
Sporadic lack of a signal from the
sensor or actuator
Faulty cable harness Appropriate fault
code entry
Check electrical connections (P)
Engine start speed is too low Battery capacity is too low (P0560)
P0562
Check battery capacity (P)
Breakdown of the voltage at en-
gine control unit during the start
Poor ground connection (P0560)
P0562
Check ground connections (P)
Too low a pressure at the rail Too little fuel being drawn in
(see "2.3 Engine does not start")
P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Check low pressure system (see
Chapter 4.2)
Faulty High pressure pump P0001
P0087
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Leaky high pressure pipes / Rail P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Check high pressure system
(see Chapter 4.3)
High pressure signal is missing
or is false
P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
High injector leakage P0001
P0087
Check injectors (see Chapter 4.4)
61
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
One or more cylinders are not
working
Injectors are defective P0201 Cyl. 1
P0202 Cyl. 3
P0203 Cyl. 4
P0204 Cyl. 2
P0606
Check injectors (see Chapter
4.4);
Check electrical connections (P)
Faulty cable harness
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Air induction too low Air filter blocked or induction line
is bent
(P0100)
P0102
P0401
Check air induction system (P)
62
PCR 2 DV 4 TD / FORD 1/2002
2.5 Poor cold start behaviour
Cause of fault Location of fault Code Corrective action
Engine speed by start is too low Battery capacity is to low (P0560)
P0562
Test battery capacity (P)
Breakdown of the voltage at en-
gine control unit during the start
Poor ground connection (P0560)
P0562
Check ground connection (P)
Pressure at the rail too low, as
well as too little injection amount
during the start
Coolant temperature signal too
high
(P0115)
P0116
P0117
P0118
Test coolant temperature sensor
(P);
Check high pressure system
(see Chapter 4.3)
Fuel temperature signal too high (P0180)
P0181
P0182
P0183
Test fuel temperature sensor (P);
Check high pressure system
(see Chapter 4.3)
Faulty glow plug equipment One or more glow plugs defecti-
ve
P0684 Check glow plug unit (P)
Glow plug relay defective P0380
P0684
(P1353)
Glow plug control lamp defective No fault code entry
63
PCR 2 DV 4 TD / FORD 1/2002
2.6 Engine does not allow itself to be turned off
Cause of fault Location of fault Code Corrective action
Engine control unit does not re-
act
Faulty ignition lock No fault code entry Test, through the control unit,
the electrical supply that runs th-
rough the ignition lock (P)
Faulty engine control unit P1563
Faulty cable harness No fault code entry
64
PCR 2 DV 4 TD / FORD 1/2002
2.7 Engine dies
Cause of fault Location of fault Code Corrective action
Too little or no fuel being drawn Faulty internal transfer pump P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Air in the low pressure line
Empty tank
Fuel filter blocked
Leaky low pressure line
Too low or no pressure at the rail Too little or no fuel being drawn P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Faulty high pressure pump P0001
P0087
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure system
(see Chapter 4.3)
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure system
(see Chapter 4.3)
65
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Too low or no pressure at the rail Leakage in the fuel line / Rail P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
High pressure signal missing or
is false
P0089
(P0190)
P0191
P0192
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
High injector leakage P0001
P0087
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Sporadic lack of a signal from
the sensor or actuator
Faulty cable harness Appropriate fault
code entry
Test electrical connections (P)
66
PCR 2 DV 4 TD / FORD 1/2002
2.8 Engine idle too high
Cause of fault Location of fault Code Corrective action
Board voltage too low Faulty board voltage regulator No fault code entry Test vehicle electronics (P)
too many electrical consumers
turned on
No fault code entry
Coolant temperature signal too
low
Faulty coolant temperature sen-
sor
(P0115)
P0116
P0117
P0118
Test coolant temperature sensor
and electrical connections (P)
Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Test accelerator pedal sensor (P)
Faulty cable harness (P0220)
P0222
P0223
P0227
P0228
P0609
P2138
Faulty accelerator pedal sensor (P0220)
P0222
P0223
P0227
P0228
P0609
P2138
Emergency running Read-out error storage Appropriate fault
code entry
Correct relevant fault
67
PCR 2 DV 4 TD / FORD 1/2002
2.9 Engine idle too low or runs rough
Cause of fault Location of fault Code Corrective action
Too little air induction Air filter blocked or induction line
bent
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check air induction system (P)
Leakage in the induction line af-
ter the turbo charge
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Signal from the air-mass flow
sensor too high
(-> too high return flow rate)
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return sys-
tem (P)
exhaust-gas return valve open /
stiff
(P0100)
P0102
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check exhaust-gas return sys-
tem (P)
Too little fuel being drawn in Faulty internal transfer pump P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Air in the low pressure line
Empty tank
Fuel filter blocked
Leaky low pressure line
68
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Poor mixture development /
Faulty injection
Faulty injectors P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Injector jet P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
one or more cylinders are not
working
Injectors defective P0201 Cyl. 1
P0202 Cyl. 2
P0203 Cyl. 3
P0204 Cyl. 4
P0606
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter
4.4);
Check electrical connections (P)
Faulty cable harness
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Pressure fluctuations within the
rail
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure system
(see Chapter 4.3)
Faulty high pressure pump P0001
P0087
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
69
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Pressure fluctuations within the
rail
Leakage in the high pressure pi-
pes
P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure system
(see Chapter 4.3)
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Leakage in the low pressure line P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Faulty injectors P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty cable harness Appropriate fault
code entry
Check electrical cable connec-
tions (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Engine control unit does not re-
act to the additional burden of
the air-conditioning compressor
Faulty pressure sensor for air-
conditioning system
(P0530)
P0645
Test the pressure sensor of the
air-conditioning unit (P)
70
PCR 2 DV 4 TD / FORD 1/2002
2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently
Cause of fault Location of fault Code Corrective action
Too little air induction Air filter blocked or induction line
bent
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check air induction system (P)
Leakage in the induction line af-
ter the turbo-charger
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty turbo-charger (P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check boost pressure (P)
Signal from the air-mass flow
sensor too high
(-> higher exhaust-gas return ra-
te)
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P)
exhaust-gas return flow valve
open / stiff
(P0100)
P0102
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check exhaust-gas return flow
system (P)
71
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Too little fuel being drawn in Faulty internal transfer pump P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Air in the low pressure line
Empty tank
Fuel filter blocked
Leakage in the low pressure line
Signal from the accelerator pedal
sensor is false or is missing
Faulty accelerator pedal position No fault code entry Check accelerator pedal sensor
(P)
Faulty cable harness (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty accelerator pedal sensor (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty brake light signal (where
there is a simultaneous line up of
a brake light signal and a con-
stant accelerator pedal signal,
the accelerator pedal signal will
be reduced for reasons of safety)
Faulty brake switch (P0220)
P0703
Test ABS (P)
Faulty cable harness (P0220)
P0703
Too little injected amount or faul-
ty injection time
Faulty injectors P0263 Cyl. 1
P0269 Cyl. 2
P0272 Cyl. 3
P0266 Cyl. 4
Check injectors (see Chapter 4.4)
72
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Too little injected amount or faul-
ty injection time
Signal from the air-mass flow
sensor too low (->Reduction of
the injected amount to hinder
the development of black smo-
ke)
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P);
Check air induction system (P)
Leakage in induction lines prior
to turbo-charger (->Reduction of
the injected amount to hinder
the development of black smo-
ke)
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P);
Check air induction system (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Pressure too low in the rail Too little fuel being drawn in P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Faulty high pressure pump P0001
P0087
Check high pressure system
(see Chapter 4.3)
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
73
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Pressure too low in the rail Leakage in the high pressure pi-
pes / rail
P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Check high pressure system
(see Chapter 4.3)
High injector leakage P0001
P0087
Check injectors (see Chapter 4.4)
High pressure signal-signal false P0089
(P0190)
P0191
P0192
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
74
PCR 2 DV 4 TD / FORD 1/2002
2.11 Vehicle jerks by constant speed
Cause of fault Location of fault Code Corrective action
None or false gear recognition in
the engine control unit resp.
(-> No anti-jerk control)
Clutch pedal actuated slightly P0704 Check clutch switch (P)
Clutch switch falsely adjusted or
faulty
P0704
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Faulty CAN connection between
ABS control unit and engine con-
trol unit
P1637
P1638
P1642
P1656
Check CAN connection (P)
Vehicle speed signal missing or
false
P0500 Check vehicle speed signal (P)
Faulty injection Faulty injectors P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Pressure fluctuations within the
rail
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure system
(see Chapter 4.3)
Hochdruckpumpe fehlerhaft P0001
P0087
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
75
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Pressure fluctuations within the
rail
Leakage within the high pressu-
re pipe
P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure system
(see Chapter 4.3)
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Leakage in the low pressure line P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Faulty injectors P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty cable harness Appropriate fault
code entry
Test electrical cable connections
(P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
76
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Test accelerator pedal sensor (P)
Faulty cable harness (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty accelerator pedal sensor (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Fluctuations in the signal from
the air-mass flow sensor
Water in the air induction system (P0100)
P0102
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check air induction system (P)
Sporadic absence of sensor / ac-
tuator signals
Faulty cable harness Appropriate fault
code entry
Test electric cable connections
(P)
77
PCR 2 DV 4 TD / FORD 1/2002
2.12 Vehicle accelerates without actuation of the accelerator pedal
Cause of fault Location of fault Code Corrective action
injection amount too high, re-
spectively uncontrolled
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Injector jammed open P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty accelerator pedal signal Faulty accelerator pedal signal No fault code entry Test accelerator pedal sensor (P)
Faulty cable harness (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty accelerator pedal sensor (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Sudden increase in the rail pres-
sure
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Check high pressure system
(see Chapter 4.3)
Faulty High pressure pump P0001
P0087
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
78
PCR 2 DV 4 TD / FORD 1/2002
2.13 Vehicle does not slow down (no coasting down)
Cause of fault Location of fault Code Corrective action
Faulty accelerator pedal signal Faulty accelerator pedal position
or accelerator pedal jammed
(P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Test accelerator pedal sensor (P)
Faulty accelerator pedal sensor (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty cable harness (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty injection Injector jammed open P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
79
PCR 2 DV 4 TD / FORD 1/2002
2.14 Vehicle judders while coasting with gear engaged
Cause of fault Location of fault Code Corrective action
gear engaged is too high No fault code entry
False or no recognition of the
gear by the engine control unit
(-> No anti-jerk control)
Clutch pedal actuated slightly P0704
Clutch switch setting false or a
faulty switch
P0704 Check clutch switch (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Faulty CAN connection between
ABS control unit and engine con-
trol unit
P1637
P1638
P1642
P1656
Check CAN connection (P)
Speed signal missing or false P0500 Check speed signal (P)
80
PCR 2 DV 4 TD / FORD 1/2002
2.15 Performance too low
Cause of fault Location of fault Code Corrective action
Coolant temperature signal too
high (-> max. rail pressure and in-
jection amount for the protection
of the engine)
Faulty cool system P0480
P0481
Check cool system (P);
Test coolant sensor (P)
Faulty coolant temperature sen-
sor
(P0115)
P0116
P0117
P0118
Fuel temperature signal too high
(-> max. rail pressure and injec-
tion amount for the protection of
the engine)
Too little fuel in the fuel tank No fault code entry
Faulty fuel temperature sensor (P0180)
P0181
P0182
P0183
Test fuel temperature sensor (P)
False or no recognition of the
gear engaged in the engine cont-
rol unit
(-> faulty torque governor)
Clutch pedal actuated slightly P0704
Clutch switch setting false or a
faulty switch
P0704 Check clutch switch (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Faulty CAN connection between
ABS control unit and engine con-
trol unit
P1637
P1638
P1642
P1656
Check CAN connection (P)
Speed signal missing or false P0500 Test speed signal (P)
Emergency running Read-out fault diagnosis Appropriate fault
code entry
Too little air being drawn in Air filter blocked or induction line
bent
(P0100)
P0102
P0401
Check air induction system (P)
Leakage in induction lines after
turbo-charger
(P0100)
P0103
P0402
Faulty turbo-charger (P0100)
P0102
P0401
Check boost pressure (P)
81
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Too little air being drawn in Signal from the air-mass flow
sensor too high
(-> higher exhaust-gas return ra-
te)
(P0100)
P0103
P0402
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P)
exhaust-gas return flow valve
open / stiff
(P0100)
P0102
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check exhaust-gas return flow
system (P)
Injection amount too small Faulty injectors P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Air-mass flow sensor signal mis-
sing or too low (-> Reduction of
the injection amount to hinder
the development of black smo-
ke)
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P)
Leakage in induction lines prior
to turbo-charger (-> Reduction of
the injection amount to hinder
the development of black smo-
ke)
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P)
Check air induction system (P)
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
82
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Test accelerator pedal sensor (P)
Faulty accelerator pedal sensor (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty cable harness (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Pressure too low in the rail Too little fuel being drawn in P0001
P0087
Sequential errorr:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check low pressure system (see
Chapter 4.2)
Faulty High pressure pump P0001
P0087
Check high pressure system
(see Chapter 4.3)
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
83
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Pressure too low in the rail Leakage in the high pressure pi-
pes / rail
P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Check high pressure system
(see Chapter 4.3)
High injector leakage P0001
P0087
Check injectors (see Chapter 4.4)
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
84
PCR 2 DV 4 TD / FORD 1/2002
2.16 Performance too high
Cause of fault Location of fault Code Corrective action
Injection amount too high Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Faulty injectors P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.5);
Check high pressure system
(see Chapter 4.3)
Pressure within the rail too high Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Check high pressure system
(see Chapter 4.3)
Faulty high pressure pump P0001
P0087
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
False or no recognition of the
gear engaged in the engine cont-
rol unit
(-> faulty torque governor)
Clutch pedal actuated slightly P0704
Clutch switch setting false or a
faulty switch
P0704 Check clutch switch (P)
Faulty CAN connection between
the ABS control unit and the en-
gine control unit
P1637
P1638
P1642
P1656
Check CAN connection (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
85
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
False or no recognition of the
gear engaged in the engine cont-
rol unit
(-> faulty torque governor)
Speed signal is missing or false P0500 Check speed signal (P)
Boost pressure is too high Faulty boost pressure control (P0100)
P0103
Check boost pressure (P)
86
PCR 2 DV 4 TD / FORD 1/2002
2.17 Bouncing by acceleration or braking
Cause of fault Location of fault Code Corrective action
False or no recognition of the
gear engaged in the engine cont-
rol unit
(->No damping of the kick gene-
rated during a change in the load)
Clutch pedal actuated slightly P0704
Clutch switch setting false or a
faulty switch
P0704 Check clutch switch (P)
Faulty CAN connection between
the ABS control unit and the en-
gine control unit
P1637
P1638
P1642
P1656
Check CAN connection (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Speed signal is missing or false P0500 Check speed signal (P)
87
PCR 2 DV 4 TD / FORD 1/2002
2.18 Vehicle accelerates strongly while coasting after release of the brake
Cause of fault Location of fault Code Corrective action
No brake recognition in the engi-
ne control unit (-> faulty coasting
governor)
Faulty CAN connection between
the ABS control unit and the en-
gine control unit
P1637
P1638
P1642
P1656
Check CAN connection (P)
Faulty brake switch in the ABS
system
P0703 Check ABS (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
88
PCR 2 DV 4 TD / FORD 1/2002
2.19 Engine smokes while driving steep sloves
Cause of fault Location of fault Code Corrective action
Air pressure signal too high Faulty air pressure sensor (P0105)
P0107
P0108
Check air pressure sensor, whe-
re appropriate exchange the en-
gine control unit (see Chapter
4.5)
Air temperature signal too low Faulty air temperature sensor (P0110)
P0112
P0113
Check air-mass flow sensor (P)
89
PCR 2 DV 4 TD / FORD 1/2002
2.20 Engine smokes at start
Cause of fault Location of fault Code Corrective action
Pressure within the rail too high
as well as a too high injection
amount during the start
Coolant temperature signal too
low
(P0115)
P0116
P0117
P0118
Check coolant temperature sen-
sor (P);
Check high pressure system
(see Chapter 4.3)
Fuel temperature signal too low (P0180)
P0181
P0182
P0183
Check fuel temperature sensor
(P);
Check high pressure system
(see Chapter 4.3)
90
PCR 2 DV 4 TD / FORD 1/2002
2.21 Engine produces smoke / blue smoke
Cause of fault Location of fault Code Corrective action
Engine oil level too high Injectors jammed open P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
Dripping injector jets Faulty injectors (P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Too little air being drawn in Air filter blocked or induction line
bent
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check air induction system (P)
Leakage in induction lines after
turbo-charger
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty turbo-charger (P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check boost pressure (P)
Signal from the air-mass flow
sensor too high
(-> higher exhaust-gas return ra-
te)
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P)
91
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Too little air being drawn in exhaust-gas return flow valve
open / stiff
(P0100)
P0102
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check exhaust-gas return flow
system (P)
Pressure within the rail too high
(Thereby a large exhaust-gas re-
turn flow rate)
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Check high pressure system
(see Chapter 4.3)
Faulty High pressure pump P0001
P0087
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty Engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
92
PCR 2 DV 4 TD / FORD 1/2002
2.22 Engine produces white smoke
Cause of fault Location of fault Code Corrective action
Faulty glow plug unit One or more glow plugs defecti-
ve
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check glow plug unit (P)
Glow plug relay defective P0380
P0684
(P1353)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Glow plug control lamp defective Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Frequent cold starts without
warm-up phase
unburned fuel in the exhaust sys-
tem
No fault code entry
Faulty injection Injector jammed open P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
93
PCR 2 DV 4 TD / FORD 1/2002
2.23 High fuel consumption
Cause of fault Location of fault Code Corrective action
Fuel leakage Leakage in the high / low pressu-
re system
P0001
P0087
Check high pressure system
(see Chapter 4.3);
Check low pressure system (see
Chapter 4.2)
Pressure within the rail too high Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Check high pressure system
(see Chapter 4.3)
Faulty High pressure pump P0001
P0087
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Injected amount too high Coolant temperature signal false (P0115)
P0116
P0117
P0118
Check coolant temperature sen-
sor (P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Faulty injectors P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
94
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Check accelerator pedal sensor
(P)
Faulty accelerator pedal sensor (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty cable harness (P0220)
P0652
P0653
P2122
P2123
P2127
P2128
P2138
poor mixture preparation Faulty injectors / jets P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
95
PCR 2 DV 4 TD / FORD 1/2002
2.24 Engine knocks
Cause of fault Location of fault Code Corrective action
Pressure within the rail too high Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Check high pressure system
(see Chapter 4.3)
Faulty High pressure pump P0001
P0087
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Permanent pre-heat Faulty glow plug unit P0380
P0684
(P1353)
Check glow plug unit (P)
Poor mixture preparation Faulty injectors / nozzle P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter 4.4)
96
PCR 2 DV 4 TD / FORD 1/2002
2.25 Engine gets too hot
Cause of fault Location of fault Code Corrective action
Poor or no cooling Faulty fan No fault code entry Check cool system
Coolant temperature signal false (P0115)
P0116
P0117
P0118
Check coolant temperature sen-
sor (P)
Faulty cable harness P0480
P0481
Check electric cable connections
(P)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
97
PCR 2 DV 4 TD / FORD 1/2002
2.26 Engine does not fulfil the requirements of the AU
Cause of fault Location of fault Code Corrective action
Pressure within the rail too high
(Thereby a high exhaust-gas re-
turn flow rate)
Faulty PCV / VCV P0001
P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Check high pressure system
(see Chapter 4.3)
Faulty high pressure pump P0001
P0087
High pressure signal false P0089
(P0190)
P0191
P0192
P0193
Check high pressure sensor (see
Chapter 4.3.3);
Check high pressure system
(see Chapter 4.3)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
achieved an improvement (see
Chapter 4.5)
Too little air being drawn in Air filter blocked or induction line
bent
(P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check air induction system (P)
Leakage in induction lines after
turbo-charger
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty turbo-charger (P0100)
P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check boost pressure (P)
98
PCR 2 DV 4 TD / FORD 1/2002
Cause of fault Location of fault Code Corrective action
Too little air being drawn in Signal from the air-mass flow
sensor too high
(-> higher exhaust-gas return ra-
te)
(P0100)
P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Test air-mass flow sensor (P);
Check exhaust-gas return flow
system (P)
exhaust-gas return flow valve
open / stiff
(P0100)
P0102
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check exhaust-gas return flow
system (P)
Poor mixture preparation Faulty injectors / jets P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Check injectors (see Chapter Se-
quential error 4.4)
99
PCR 2 DV 4 TD / FORD 1/2002
3. Fault code listing
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0100 P0102 Air-mass flow sensor signal falls
below a specific threshold
Possible fault
• Short circuit to - or line interrup-
tion
• Leakage in induction line be-
fore turbo-charger
• Faulty exhaust-gas return flow
system
• Faulty air-mass flow sensor
system
AGR function deactivated:
Control system
AGR throttle = 6%.
Measured value = Nominal value
without AGR
Default value = f (engine speed,
load)
When the tolerance values
are reached once more
P0100 P0103 Air-mass flow sensor signal ex-
ceeds a specific threshold
Possible fault
• Short circuit to +
• Leakage in induction line after
turbo-charger
• Faulty air-mass flow sensor
system
AGR function deactivated:
Control system
AGR throttle = 6%.
Measured value = Nominal value
without AGR
Default value = f (engine speed,
load)
When the tolerance values
are reached once more
P0105 P0107 Air pressure signal falls below a
specific threshold
Short circuit internally in the en-
gine control unit to - or line inter-
ruption.
Exchange engine control unit
Default value = 900 mbar. When the tolerance values
are reached once more
P0105 P0108 Air pressure signal exceeds a
specific threshold
Short circuit internally in the en-
gine control unit to +.
Exchange engine control unit
Default value = 900 mbar. When the tolerance values
are reached once more
P0110 P0112 Inducted air temperature falls be-
low a specific threshold.
Possible fault
• Line interruption
• Short circuit to +
• Faulty inducted air temperature
sensor
Default value = 40 °C. When the tolerance values
are reached once more
P0110 P0113 Inducted air temperature ex-
ceeds a specific threshold.
Possible fault
• Short circuit to -
• Faulty inducted air temperature
sensor
Default value = 40 °C. When the tolerance values
are reached once more
100
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0115 P0116 Coolant temperature change too
great or sensor signal does not
change or is too slow.
Check electrical cables and con-
nections for defects or loosen-
ess, as well as for changes in the
resistance of the sensor.
Intermittent AGR.
Control valve AGR = 6%.
Nominal value = measured va-
lue.
Switch off air-conditioning com-
pressor. Engine fan at maximum
speed.
Warn lamp coolant temperature.
Substitute coolant temperature
> 90 °C = measured value
otherwise = fuel temperature +
increase of approx. 0.5°C/sec. till
90°C is reached otherwise = fuel
temperature + increase of ap-
prox. 0.5°C/sec. till 90°C is rea-
ched
By an error in the fuel tempera-
ture start by 10°C.
Ignition turned off
When the tolerance values
are reached once more
P0115 P0117 Coolant temperature falls below
a specific threshold.
Possible fault
• Line interruption
• Short circuit to +
• Faulty coolant temperature
sensor
Intermittent AGR.
Control valve AGR = 6%.
Nominal value = measured va-
lue.
Switch off air-conditioning com-
pressor. Engine fan at maximum
speed.
Warn lamp coolant temperature.
Substitute coolant temperature
> 90 °C = measured value
otherwise = fuel temperature +
increase of approx. 0.5°C/sec. till
90°C is reached
By an error in the fuel tempera-
ture start by 10°C.
When the tolerance values
are reached once more
P0115 P0118 Coolant temperature exceeds a
specific threshold.
Possible fault
• Short circuit to -
• Faulty coolant temperature
sensor
Intermittent AGR.
Control valve AGR = 6%.
Nominal value = measured va-
lue.
Switch off air-conditioning com-
pressor. Engine fan at maximum
speed.
Warn lamp coolant temperature.
Substitute coolant temperature
> 90 °C = measured value
otherwise = fuel temperature +
increase of approx. 0.5°C/sec. till
90°C is reached
By an error in the fuel tempera-
ture start by 10°C.
When the tolerance values
are reached once more
P0180 P0181 Fuel temperature change too
great. Check electrical cables
and connections for defects or
looseness.
Default value = 90 °C. When the tolerance values
are reached once more
101
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0180 P0182 Fuel temperature falls below a
specific threshold
Possible fault
• Line interruption
• Short circuit to +
• Faulty fuel temperature sensor
Default value = 90 °C. When the tolerance values
are reached once more
P0180 P0183 Fuel temperature exceeds a spe-
cific threshold
Possible fault
• Short circuit to -
• Faulty fuel temperature sensor
Default value = 90 °C. When the tolerance values
are reached once more
P0190 P0191 Difference between current
pressure and previous pressure
is below a defined level.
• Rail pressure change too great,
• Rail pressure peaks or
• Sensor voltage when the engi-
ne is stopped and the ignition
is turned on is too high.
Check electrical cables and con-
nections for defects or loosen-
ess and measure transition
resistance, as well as test the
high pressure sensor and, where
necessary, the high pressure sy-
stem.
Control system PCV.
Adaption VCV deactivated.
350 bar < nominal rail pressure
Function diagnosis rail pressure
control blocked.
Default value = f (engine speed,
amount)
Regeneration of the perfor-
mance in ramp form after
clearing the error
P0190 P0192 Voltage of the high pressure sen-
sor exceeds a specific threshold.
Possible fault
• Short circuit to +
• Line interruption
• Faulty high pressure sensor
Control system PCV.
Adaption VCV deactivated.
350 bar < nominal rail pressure
< 800 bar.
Function diagnosis rail pressure
control blocked.
Default value = f (engine speed,
amount)
Regeneration of the perfor-
mance in ramp form after
clearing the error
P0190 P0193 Voltage of the high pressure sen-
sor falls below a specific thres-
hold.
Possible fault
• Short circuit to -
• Faulty high pressure sensor
Control system PCV.
Adaption VCV deactivated.
350 bar < nominal rail pressure
< 800 bar.
Function diagnosis rail pressure
control blocked.
Default value = f (engine speed,
amount)
Regeneration of the perfor-
mance in ramp form after
clearing the error
102
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0215 P0215 Cable connection to the main re-
lay faulty.
• Short circuit to +
• Short circuit to - or line interrup-
tion
Several sequential errors can oc-
cure.
System reaction: Engine stop.
P0220 P2122 Accelerator pedal signal from
channel 1 falls below a specific
threshold.
Check electrical cable connec-
tion, power supply and accelera-
tor pedal sensor
Speed control unit in stand by.
Consideration taken of other
channel:
• Channel 2 > 0% => Emergen-
cy running (Driver’s wish = 0%)
till accelerator pedal is no lon-
ger actuated, then quantity li-
miting.
• Channel 2 = 0% => quantity li-
miting.
Ignition turned off
P0220 P2123 Accelerator pedal signal from
channel 1 exceeds a specific
threshold.
Check electrical cable connec-
tion, power supply and accelera-
tor pedal sensor
Speed limitation unit in stand by.
Other channel as reference.
Ignition turned off
• Switch signal from the brake
switch and brake test switch
are not plausible (by vehicles
with ESP or Tempomat)
• Error reading by simultaneous
actuation of the accelerator pe-
dal and brake pedal
Increase of the engine idle speed
in ramp form till the emergency
running speed is reached.
Speed control unit in stand by.
Substitute value pedal value
=0%.
Brake pedal in passive positi-
on
or faulty brake pedal,
or a change in the pedal valu-
es
P0220 P2127 Accelerator pedal signal from
channel 2 falls below a specific
threshold.
Check electrical cable connec-
tion, power supply and accelera-
tor pedal sensor
Speed control unit in stand by.
Consideration taken of other
channel:
• Channel 1 > 0% => Emergen-
cy running (Driver’s wish = 0%)
till accelerator pedal is no lon-
ger actuated, then quantity li-
miting.
• Channel 1 = 0% => quantity li-
miting.
Ignition turned off
P0220 P2128 Accelerator pedal signal from
channel 2 exceeds a specific
threshold.
Check electrical cable connec-
tion, power supply and accelera-
tor pedal sensor
Speed control unit in stand by.
Other channel as reference.
Ignition turned off
103
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0220 P2138 • Relationship of channel 1 and 2
of the accelerator pedal signal
faulty or
• Accelerator pedal signal of one
channel changes itself without
making a change to the other
channel
Check electrical cable connec-
tions, power supply and accele-
rator pedal sensor.
Speed control unit in stand by.
Pedal value = minimum of both
channels.
If both channels wrong, then
idle speed = 1200 rpm and pedal
value = 0.
If a channel is plausible and
the ignition is turned off.
P0263 P0263 Cylinder balancing factor of cylin-
der 1 exceeds or falls short of a
specific threshold.
From 1500 rpm the correc-
tion is cut back completely
P0266 P0266 Cylinder balancing factor of cylin-
der 4 exceeds or falls short of a
specific threshold.
From 1500 rpm the correc-
tion is cut back completely
P0269 P0269 Cylinder balancing factor of cylin-
der 2 exceeds or falls short of a
specific threshold.
From 1500 rpm the correc-
tion is cut back completely
P0272 P0272 Cylinder balancing factor of cylin-
der 3 exceeds or falls short of a
specific threshold.
From 1500 rpm the correc-
tion is cut back completely
P0335 P0336 Crankshaft signal is not plausible 1. Interruption of injection.
2. Re-synchronisation (by failure:
Engine stop).
3. Injection.
P0335 P0337 • Electrical cable connection to
crankshaft sensor disrupted
• Crankshaft signal missing
1. Interruption of injection.
2. Re-synchronisation (by failure:
Engine stop).
3. Injection.
P0340 P0341 Camshaft signal may be found
outside of a specific range.
Check sensor position and whe-
re necessary the timing.
Invalid signal prior to synchroni-
sation: Starting the engine is im-
possible.
Ignition turned off
P0340 P0342 Camshaft signal missing Invalid signal prior to synchroni-
sation: Starting the engine is im-
possible.
Ignition turned off
P0401 P0401 Exhaust gas return flow control
at the lower end position/limit
stop.
Possible fault
• Faulty air-mass flow sensor si-
gnal
• Faulty exhaust-gas return flow
system
(Exhaust gas return flow rate
too high)
• Faulty air induction system
AGR function deactivated:
Control system
AGR = 6%.
Substitute nominal value = mea-
sure air quantity.
By the next start
104
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0402 P0402 Exhaust gas return flow control
at the upper end position/limit
stop.
Possible fault
• Faulty air-mass flow sensor si-
gnal
• Faulty exhaust-gas return flow
system
(Exhaust gas return flow rate
too low)
• Faulty air induction system
AGR function deactivated:
Control system
AGR = 6%.
Substitute nominal value = mea-
sured air quantity.
By the next start
P0403 P0403 • Cable interruption to the pres-
sure control valve for the cont-
rol of the exhaust gas return
flow valve.
• Short circuit to - in the cable
connection to the pressure
control valve for the control of
the exhaust gas return flow val-
ve.
• Short circuit to + in the cable
connection to the pressure
control valve for the control of
the exhaust gas return flow val-
ve.
AGR function deactivated:
Control system
AGR = 6%.
Substitute nominal value = mea-
sured air quantity.
By the next start
P0480 P0480 Faulty cable connection to fan 1.
• Short circuit to +
• Short circuit to - or cable inter-
ruption
Switch off air-conditioning com-
pressor (if coolant temperature
=115°C).
Activate Engine fan to maximum
speed.
Warn light for coolant tempera-
ture (if coolant temperature =
118°C).
After clearing the error.
P0481 P0481 Faulty cable connection to fan 2.
• Short circuit to +
• Short circuit to - or cable inter-
ruption
Switch off air-conditioning com-
pressor (if coolant temperature
=115°C).
Activate Engine fan to maximum
speed.
Warn light for coolant tempera-
ture (if coolant temperature =
118°C).
After clearing the error.
P0500 P0500 Fault in the speed signal via CAN Gradient limitation pedal value.
Speed control unit in stand by.
Drive behaviour functions from
default value 6. gear.
Speed default value = last confir-
med value.
When the tolerance values
are reached once more
105
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0560 P0562 Battery too low
P0560 P0563 Battery voltage too high
P0571 P0703 • Brake light not plausible
(Check ABS)
• Brake test signal not plausible,
by vehicles with ESP or cruise
control (check brake test
switch)
• Brake light signal with brake
test signal not plausible, by ve-
hicles with ESP or cruise con-
trol
(check ABS or brake test
switch).
Engine speed control unit deacti-
vated
P0606 P0601 Internal self test error in the engi-
ne control unit.
Exchange engine control unit
• CRC ECU software error
• CRC calibration data error
• NVMY storage error
P0606 P0603 Internal error in the engine con-
trol unit.
Exchange engine control unit
• Check sum error in the EE-
PROM storage
P0606 P0604 Internal error in the engine con-
trol unit.
Exchange engine control unit
• Internal RAM storage error
P0606 P0605 Internal error in the engine con-
trol unit.
Exchange engine control unit
• CRC Boot software error
P0606 P0606 Exchange engine control unit
• On chip X RAM failure or
• Injector power stage error
Switch off AGR function.
System reaction: Engine stop.
Energy DC/DC converter deacti-
vated
P0606 P1657 Exchange engine control unit
• CAN RAM failure
Switch off AGR function.
System reaction: Engine stop.
Energy DC/DC converter deacti-
vated
106
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P0608 P0608 5V electrical supply for high pres-
sure sensor, camshaft sensor
and pressure sensor for the air-
conditioning
• falls below or
• exceeds
Exchange engine control unit
Notice: Fault entry can also occur
by a faulty line connection
Control system PCV.
Adaption VCV deactivated.
350 bar < Nominal rail
pressure < 800 bar.
Function diagnosis of rail pressu-
re control blocked.
Default value = f (engine speed,
amount).
Regeneration of the perfor-
mance in ramp form after
clearing the error
P0609 P0609 5V voltage supply for accelerator
pedal sensor
• falls below or
• exceeds
Exchange engine control unit
Notice: Fault entry can also occur
by a faulty line connection
Nominal idle speed =
1200 rpm.
Pedal value = 0%.
Re-adoption of driver’s wis-
hes in ramp form after clea-
ring the fault
P0610 P0610 VID blocks not recognised Use preset values At the next start, after reset
of the engine control.
P0610 P1639 Check sum of the VID block not
correct
Use preset values At the next start, after reset
of the engine control.
P0615 P0615 Short circuit to + in the line con-
nection to the start relay
no start
P0645 P0645 • Short circuit to - or cable break
in the cable connection to the
pressure sensor for the air-con-
ditioning
• Short circuit to + in the cable
connection to the pressure
sensor for the air-conditioning.
Switch off air-conditioning com-
pressor.
Default value = 97,25KPa.
When the tolerance values
are reached once more
P0654 P0654 Engine Run - Signal
• Short circuit to -
• Short circuit to + or
• line interruption.
P0704 P0704 Signal from the clutch switch is
not plausible.
Check clutch switch, adjustment
as well as cable connection.
Speed control unit in stand by.
Default signal: engaged.
By next positive test after a
renewed start
P0812 P0812 Signal for reverse gear not plau-
sible
no start At the next ignition.
107
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P1113 P0087 Nominal rail pressure was not re-
ached.
Rail pressure governor is at up-
per end position/limit stop.
Check high/low pressure system
or, where necessary, injectors
Control system PCV.
Adaption VCV deactivated.
350 bar < Nominal rail pressure
< 800 bar.
When the tolerance values
are reached once more
P1113 P0088 Nominal rail pressure was not re-
ached.
Rail pressure governor is at lo-
wer end position/limit stop.
Check high/low pressure system
or, where necessary, injectors
Control system PCV.
Adaption VCV deactivated.
350 bar < Nominal rail pressure
< 800 bar.
When the tolerance values
are reached once more
P1113 P0089 Oscillating pressure regulator.
Dynamic test.
P1169 P0606 Voltage of the power stage for
the injectors in the engine con-
trol unit
• too low or
• too high.
Exchange engine control unit
P1175 P0002 Cable interruption to the VCV System reaction: Engine stop.
Control system VCV = 6,7%.
Adaption VCV deactivated.
Control system PCV.
Regeneration of the perfor-
mance in ramp form after
clearing the error
Current consumption of the VCV
too high.
Run a check on the electronics of
the VCV (possible short circuited
coil).
System reaction: Engine stop.
Current limitation VCV.
P1175 P0003 Short circuit to - in the cable con-
nection to VCV.
Control system VCV = 6,7%.
Adaption VCV deactivated.
Control system PCV.
Regeneration of the perfor-
mance in ramp form after
clearing the error
P1175 P0004 Short circuit to + in the cable
connection to VCV.
System reaction: Engine stop.
Control system VCV = 6,7%.
Adaption VCV deactivated.
Control system PCV.
Regeneration of the perfor-
mance in ramp form after
clearing the error
P1192 P1563 • Engine shut down via the
pump faulty.
• Faulty engine shut down via
the injectors
System reaction: Engine stop.
Decrease in the rail pressure.
Power stage will be turned off.
108
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P1197 P0606 Power stage fault or injector fault
or wiring fault. Carry out corre-
sponding test procedure.
System reaction: engine stop
possible.
Energy DC/DC converter deacti-
vated
pre and after injection deactiva-
ted.
P1198 P0001 VCV adaption exceeds a particu-
lar threshold.
Leakage amount of the injectors
too high.
Check injectors and high pressu-
re system.
System reaction: Engine stop
possible.
When the tolerance values
are reached once more
P1206 P0090 • Electric short to - in the cable
connection to PCV.
• Electric short to + in the cable
connection to PCV.
• Cable break to the PCV
Control system PCV = 12,8%.
Control system VCV.
Adaption VCV deactivated.
400 bar < nominal rail pressure
< 1400 bar.
Regeneration of the perfor-
mance in ramp form after
clearing the error
P1206 P0097 Current consumption of the PCV
too high.
Check the PCV electrically (pos-
sible short circuited coil).
System reaction: Engine stop.
Current limitation PCV.
Regeneration of the perfor-
mance in ramp form after
clearing the error
P1244 P1244 Voltage of the light engine too
high.
ALT-COM = 38% When the tolerance values
are reached once more.
P1244 P1245 Voltage of the light engine too
low.
ALT-COM = 38% When the tolerance values
are reached once more.
P1353 P0380 • Short circuit to + in the electri-
cal cable connection to the
glow plug relay.
• Line interruption or short circuit
to - in the electrical cable con-
nection to the glow plug relay.
P1353 P0684 • Glow plug relay will be trigge-
red, however does not switch
• Glow plug relay will not be trig-
gered, however switches any-
way.
Check glow plug unit.
P1354 P0201 Faulty injector cylinder 1
• Faulty boost or discharge ope-
ration
or
• Faulty injector voltage
Check injectors and pipe connec-
tions
Defective injector will be swit-
ched off.
Energy regulator DC/DC conver-
ter deactivated.
Cylinder balancing deactivated.
Upon the next start after a
positive test over a minimum
injection duration
109
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P1355 P0204 Faulty injector cylinder 4
• Faulty boost or discharge ope-
ration
or
• Faulty injector voltage
Check injectors and pipe connec-
tions
Defective injector will be swit-
ched off.
Energy regulator DC/DC conver-
ter deactivated.
Cylinder balancing deactivated.
Upon the next start after a
positive test over a minimum
injection duration
P1356 P0202 Faulty injector cylinder 3
• Faulty boost or discharge ope-
ration
or
• Faulty injector voltage
Check injectors and pipe connec-
tions
Defective injector will be swit-
ched off.
Energy regulator DC/DC conver-
ter deactivated.
Cylinder balancing deactivated.
Upon the next start after a
positive test over a minimum
injection duration
P1357 P0203 Faulty injector cylinder 3
• Faulty boost or discharge ope-
ration
or
• Faulty injector voltage
Check injectors and pipe connec-
tions
Defective injector will be swit-
ched off.
Energy regulator DC/DC conver-
ter deactivated.
Cylinder balancing deactivated.
Upon the next start after a
positive test over a minimum
injection duration
P1403 B2863 Cable connection to additional
heater 1 faulty
• Short circuit to - or line interrup-
tion
P1403 B2864 Cable connection to additional
heater 1 faulty
• Short circuit to +
P1404 B2865 Cable connection to additional
heater 2 faulty
• Short circuit to - or line interrup-
tion
P1404 B2866 Cable connection to additional
heater 2 faulty
• Short circuit to +
P1586 P1586 Faulty CAN connection between
the engine control unit and the
ETCU.
Check the CAN connection.
P1601 P0685 Cable connection to power relay
(main relay) faulty.
• Short circuit to +
System reaction: Engine stop.
P1601 P1601 Cable connection to power relay
(main relay) faulty.
• Short circuit to - or line interrup-
tion
System reaction: Engine stop.
110
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
P1621 P0321 Internal monitoring error in the
engine control unit.
• Speed
Exchange engine control unit
Reaction fault specific:
System reaction Engine stop.
Rail pressure decrease.
Power stage switched off.
Engine speed limitation set to
2000 rpm
Moment intervention ESP deac-
tivated.
ECU-Reset.
Engine speed control unit deacti-
vated
Ignition turned off
P1621 P0606 Internal monitoring error in the
engine control unit.
• Fuel cut off
• Torque
• Micro unit
• Temporary micro unit
• MSR intervention
• Cruise intervention
Exchange engine control unit
Reaction fault specific:
System reaction Engine stop.
Rail pressure decrease.
Power stage switched off.
Engine speed limitation set to
2000 rpm
Moment intervention ESP deac-
tivated.
ECU-Reset.
Engine speed control unit deacti-
vated
Ignition turned off
P1621 P0607 Internal monitoring error in the
engine control unit.
• Conversion
Exchange engine control unit
Reaction fault specific:
System reaction Engine stop.
Rail pressure decrease.
Power stage switched off.
Engine speed limitation set to
2000 rpm
Moment intervention ESP deac-
tivated.
ECU-Reset.
Engine speed control unit deacti-
vated
Ignition turned off
P1627 P0606 Internal monitoring error in the
engine control unit.
Accelerator pedal monitoring not
plausible.
Exchange engine control unit
Engine speed limitation set to
2000 rpm.
Ignition turned off
P1632 P1632 Line connection to the light engi-
ne faulty
• short circuit to +
• short circuit to - or
• line interruption
P1641 P0606 Power stage fault or injector fault
or wiring fault. Carry out corre-
sponding test
procedure. Possibly exchange
engine control unit.
System reaction: No engine start
possible.
Energy DC/DC converter deacti-
vated
111
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
U1000 P1656 Engine control unit can not trans-
mit via CAN
Check CAN connection
Engine speed control unit deacti-
vated
No instant intervention of the en-
gine speed control unit and ESP
U1003 U1642 Faulty CAN connection. Check
CAN connection
Engine speed control unit deacti-
vated
No instant intervention of the en-
gine speed control unit and ESP
Default value CAN.
U1109 P1586 Faulty CAN connection between
the engine control unit and the
ABS control unit.
Check CAN connection.
U1113 P1637 Faulty CAN connection between
the engine control unit and the
ETCU control unit.
Check CAN connection.
Engine speed control unit deacti-
vated
No instant intervention of the en-
gine speed control unit and ESP
Default value CAN.
U1118 P1638 Engine control unit cannot recei-
ve via CAN
Check CAN connection
or
Faulty CAN connection between
the engine control unit and the
air conditioning control unit.
Check CAN connection.
Engine speed control unit deacti-
vated
No instant intervention of the en-
gine speed control unit and ESP
Default value CAN.
U2510 U2139 PATS
Identification codes not corre-
sponding
no start At the next ignition
U2510 U2510 PATS
Problems with data transfer
no start At the next ignition
112
PCR 2 DV 4 TD / FORD 1/2002
generic
DTC
specific
DTC
Type of fault Emergency running
strategy Default values
Reset conditions of the
emergency running
B1213 B1213 Number of programmed keys
too small
no start At the next ignition
B1213 B1602 PATS
Invalid data transmitted to engi-
ne control
no start At the next ignition
B1241 B1241 PATS
Identification code of the engine
control unit not transmitted
no start At the next ignition
B1600 B1600 PATS
Key sends no code
no start At the next ignition
B1600 B1681 PATS
Engine control unit receives no
code
no start At the next ignition
B1600 B2413 PATS
Programming of the code is faul-
ty
no start At the next ignition
B1601 B1601 Key code not correctt no start At the next ignition
B1601 B2103 PATS
Antenna at the ignition lock not
connected.
no start At the next ignition
113
PCR 2 DV 4 TD / FORD 1/2002
4. Test instructions
4.1 Directives for working on diesel fuel systems
4.1.1 Recommendations
4.1.2 Work safety instructions
a) Introduction:
The relevant rules and directives apply for all work being
performed on the injection system:
• of the responsible health authorities
• of the accident prevention
• of the environment protection
The work must be carried out by skilled professional
craftsmen who are familiar with the safety regulations
and who take special measures to ensure that these are
followed.
b) Safety instructions:
In consideration of the extremely high pressure (1500
bar) which can prevail in the fuel system, the following
instructions are to be observed:
• absolute prohibition on smoking in the immediate
vicinity of the high pressure system whilst working on
it
• no work to be carried out in the immediate vicinity of
open flames or sparks
• no work to be carried out on the high pressure fuel
system when the engine is running
• no work is to be carried out for at least
30 seconds after the engine has been turned off.
Running engine:
• always stay outside the range of a possible jet of fuel,
since this can cause serious injuries
• Do not position hands in the region of a suspected leak
in the high pressure fuel system
• Do not disconnect connectors on the injectors and the
engine control unit (ECU), since this could cause dama-
ge to the engine
c) Work area:
The working area must be clean (floor,...) and unobstruc-
ted; parts which are in for repair must be stored in a dust
free environment.
Important
The use of material with additives, such as fuel line
cleaners/metal coating, is not authorised.
Remark
The waiting time is necessary so that the
pressure within the high pressure fuel system has a
chance to drop down to the ambient pressure.
114
PCR 2 DV 4 TD / FORD 1/2002
d) Preparatory work:
It may be necessary that preparatory work on a system
could include the cleaning of sensitive equipment (see
appropriate instructions).
Component parts of the sensitive equipment are:
• High pressure fuel pump
• Injection distribution pipe (Rail*)
• High pressure fuel lines*
• Injectors
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Important
• Rules of cleanliness: The workers must wear
clean clothing.
• Directly after dismantling all connections of the
high pressure system the openings are to be
closed by means of stoppers/plugs, to avoid any
pollutants penetrating into the high pressure sys-
tem.
• Safety torques: Always observe tightening tor-
ques for the high pressure system (Lines, Injector
flanges, Rail), utilise a torque wrench that is cont-
rolled regularly.
115
PCR 2 DV 4 TD / FORD 1/2002
4.1.3 Information concerning the exchange of parts and the work steps
The following parts are not to be removed from the high
pressure pump (5):
• Pressure control valve PCV (1)
• Volumetric control valve VCV (3)
• High pressure outlet connection (4)
• Hollow screw of the banjo ended nipple for the pump
inlet (6)
• Hollow screw of the banjo ended nipple for the pump
return flow (2)
Do not take the injector (9) apart:
• Do not detach the high pressure connection (8)
• Do not release nut (7)
Important
If a part of the pump is damaged, then the whole
pump must be sent back to SiemensVDO for
further investigations.
Important
A malfunctioning injector must be sent back to
SiemensVDO for further investigations.
No cleaning agents or liquids must penetrate into
the electrical connection. For this reason a suitable
preventive measure (fitting of a protection plug)
should take place during the cleaning.
Remark
In the case where an injector is to be re-used, the
nozzle shank must be freed from all loose contami-
nation with a soft cloth (if necessary. with the aid of
brake cleaner). In order to avoid contamination pe-
netrating from the outside into the nozzle holes, the
nozzle cone must not be cleaned mechanically (e.g.
wiping off with a cloth, or use of a wire brush).
116
PCR 2 DV 4 TD / FORD 1/2002
Do not detach the high pressure sensor (10) from the
rail*:
Do not open the engine control unit (11):
4.1.4 Precondition for the test
• Battery has sufficient capacity
• Fuses are all in order
• All mechanical parts of the engine except the injection
system are well
• The exactness of the test equipment being utilised has
been taken into consideration
Important
If the high pressure sensor is damaged, then the
whole assembly must be sent back to the manufac-
turer of the railmodule for further investigations.
Important
A malfunctioning ECU must be sent back to
SiemensVDO for further investigations. It is prohi-
bited to open the ECU.
Remark
During the test it is possible that error codes could
be entered in the system additionally to those origi-
nally stored in the error storage.
The error storage is to be cleared after a repair has
been successfully completed.
117
PCR 2 DV 4 TD / FORD 1/2002
4.2 Check low pressure system
4.2.1 Check internal fuel transfer system
Symptom:
Large sized air bubbles or no fuel (small bubbles are allo-
wed) in the transparent supply line to the DCP can be ob-
served. Engine does not start.
Prerequisite:
• Read out error codes and carry out the appropriate
checks.
Test steps:
• Bleed the internal fuel transfer system with the hand
pump.
• When too little or no fuel can be pumped with the hand
pump, then check the following components:
- Check contents of the tank (petrol instead of diesel,
contaminated fuel)
- Check supply and return lines for leakage, damage,
as well as for a proper installation of the lines.
- Check fuel filter for dirt accumulation
- Dismantle helical filter pot and check for tightness
(acc. to PSA specifications). Check strainer in helical
filter pot for blockage.
Important
The fuel line between the fuel filter and the diesel
common rail pump (DCP) must not be opened in the
field.
It is recommended that the fuel lines to the fuel fil-
ter not be opened, since otherwise the system
must be evacuated of air (bled).
Possible error code
entries
Possible sequential
errors
P1113 P0191
P1198
118
PCR 2 DV 4 TD / FORD 1/2002
4.2.2 Check Internal Transfer Pump (ITP)
Symptom:
Fuel is present in the transparent supply line to the DCP,
however the fuel column doesn’t move during the start.
Prerequisite:
• Read-out error code and carry out the appropriate
checks.
• Internal fuel transfer system is found to be in an orderly
condition. See section "4.2.1 Check internal fuel trans-
fer system" for information concerning this process.
Check steps:
• Disconnect connector on the VCV (colour: orange)
• Open fuel return line at the DCP
• Start engine for a minimum of 15 sec.
• Cranking engine speed 250 rpm
• Measure transfer amount (V
ITP
) at the return flow con-
nection of the DCP
• Compare transfer amount (V
ITP
) with the minimum
transfer amount (V
ITP,min
)
Minimum transfer amount V
ITP,min
= 100 ml/min (Cran-
king engine speed of 250 rpm).
If V
ITP
< V
ITP,min
, then exchange DCP.
Remark
The fuel will be drawn in through the fuel filter from
the tank by the internal transfer pump (ITP), which
is integrated in the DCP. The fuel reaches the high
pressure pump via the VCV for one, but also via the
scavenger valve to the pump elements within the
pump for lubrication purposes and from there, back
to the return flow line.
Possible error code
entry
Possible sequential
error
P1113 P0191
P1198
119
PCR 2 DV 4 TD / FORD 1/2002
4.3 Check high pressure system
4.3.1 Check PCV
Symptom:
Rail pressure approx. 50 bar during the start phase (hol-
ding pressure PCV).
Prerequisite:
• Read-out error code and carry out the appropriate
checks.
• Complete low pressure system is found to be in an or-
derly condition. See section "4.2 Check low pressure
system" for information concerning this process.
• High pressure lines and high pressure connections
have been checked for tightness.
Remark
In the case of a faulty PCV (e.g. without power) a rail
pressure of only 50 bar will be reached during the
start phase. This holding pressure is set through the
closing pressure of a spring in the PCV.
Nominal rail pressure during the start phase: min.
150 bar
Possible error code
entries
Possible sequential
errors
P1175
P1176
P1177
P1207
P1208
P1209
P1210
P1113
P1116
P1198
120
PCR 2 DV 4 TD / FORD 1/2002
Test steps:
Measure control current during a start
at the connected PCV connector.
Nominal current: 0,3 – 0,4A (start
phase)
(see Rail pressure power diagram)
Pull off PCV connector (colour: white)
and measure the resistance at PCV.
Nominal resistance: 1,5Ω − 15Ω
Resistance OK ? Exchange DCP.
Measure voltage at PCV connector
(PIN 1 and ground)
with ignition turned on.
Nominal voltage: Battery voltage
Voltage OK ?
Yes
No
Check
main / power
relay.
No
Yes
121
PCR 2 DV 4 TD / FORD 1/2002
Rail pressure-Current diagram:
Check power
connection and connector
to ECU
Control current
OK ?
No
Yes
PCV OK.
Check HPP.
Carry out
necessary
repairs.
Power
connection
and connector
to ECU OK ?
Exchange ECU.
Yes
No
Control current
> 0 Ampere ?
Yes
No
Check
main / power
relay.
122
PCR 2 DV 4 TD / FORD 1/2002
Rail pressure-Current diagram:
R
a
i
l

p
r
e
s
s
u
r
e

[
b
a
r
]
Current [A]
123
PCR 2 DV 4 TD / FORD 1/2002
4.3.2 Check high pressure pump (HPP) and VCV
Symptom:
Too little or no rail pressure during the start phase.
Prerequisite:
• Read-out error code and carry out appropriate checks.
• Complete low pressure system is found to be in an or-
derly condition. See section "4.2 Check low pressure
system" with respect to this process.
• High pressure pipes and high pressure connections
have been checked for tightness.
• PPCV was checked. See section "4.3.1 Check PCV" for
information concerning this process.
Remark
Nominal rail pressure during the start phase: min.
150 bar
Possible error code
entries
Possible sequential
errors
P1175
P1176
P1177
P1207
P1208
P1209
P1210
P0191
P1113
P1198
124
PCR 2 DV 4 TD / FORD 1/2002
Test steps:
Measure voltage at VCV connector
(PIN 1 and ground)
with ignition turned on.
Nominal voltage: Battery voltage
Voltage OK ? No
Check main /
power relay
Yes
Measure control current during a start
at the connected VCV connector.
Nominal current: 0,3 – 0,5A (start phase).
Pull off VCV connector
(colour: orange)
and measure the resistance at VCV.
Nominal resistance: 1,5Ω − 15Ω
Resistance OK ?
Yes
No Exchange DCP
125
PCR 2 DV 4 TD / FORD 1/2002
Carry out
necessary
repairs
power
connection
and
connector to
ECU OK ?
Exchange ECU
Yes
Yes
Check power
connection and
connector to ECU.
Control current
OK ?
No
No
Open high pressure pipe (to
avoid a build-up of rail
pressure) as well as the
return connection to the DCP.
Connect PCV and VCV.
- Start engine minimum 15 sec.
- Start speed 250 rpm
- Measure fuel quantity during
the start at the connection of
the return line.
Control current
> 0 Ampere ?
Yes
No
Check
main / power
relay.
126
PCR 2 DV 4 TD / FORD 1/2002
Measured fuel amount
over 400 ml/min?
(for min. 15 sec.
start time and
250 rpm. start speed).
Yes
Exchange DCP
(Scavenger valve in DCP
is open or VCV is
mechanically stuck in a
closed condition).
No
HPP OK.
Notice:
If nominal rail pressure is not
reached during the start,then
it is possible that the injector
leakage is too high or the
pressure signal is not correct.
127
PCR 2 DV 4 TD / FORD 1/2002
Representative flow characteristics of the VCV independence upon the pump speed (n
p
):
Current- [A]
F
l
o
w

[
m
l
/
m
i
n
]
128
PCR 2 DV 4 TD / FORD 1/2002
129
PCR 2 DV 4 TD / FORD 1/2002
4.3.3 Check rail pressure control loop
Symptom:
• Rail pressure fluctuations
• Nominal rail pressure was not reached
• Unstable idling
• Loud or untypical combustion noises possible
Prerequisite:
• Read-out error codes and carry out appropriate checks.
• Coolant temperature 80 - 90°C.
• Switch off all electrical power consuming equipment.
• Switch off air-conditioning unit.
• At least a half full fuel tank.
• Connectors and line connections have been checked.
• Hydraulic lines have been checked and are tight
Remark
The appropriate rail pressure will be set for every
engine operating condition. The engine control unit
monitors continually the momentary rail pressure
through the high pressure sensor, adjusts this to
the nominal value stored in the characteristics and
regulates the pressure control valve PCV and the
volumetric control valve VCV. A closed rail pressure
control loop is thereby developed.
The VCV serves the purpose of customising the de-
livered amount of fuel from the high pressure pump
according to the needs of the engine. The power re-
quirement of the high pressure pump will thereby
be reduced.
Important
If the DCP is blocked, i.e. if the pump shaft cannot
be turned by hand even with the impeller mounted,
or if heavy pollution (filings) in the transparent fuel
return can be discerned, then the complete injection
system (injectors, DCP, rail, high pressure lines and
all return lines) has to be replaced.
Possible error code-
entries
Possible sequential
errors
P0191
P1164
P1165
P1167
P1168
P0192
P0193
P0263
P0269
P0272
P0266
P1113
P1116
P1175
P1176
P1177
P1207
P1208
P1209
P1210
P1113
P1116
P1198
130
PCR 2 DV 4 TD / FORD 1/2002
Test steps:
Start engine and
leave to idle.
Are there large air
bubbles in the trans-
parent feed line to the
DCP?
Yes
Check low
pressure system.
No
Pull off VCV connector
(colour: orange)
Does the engine
stop running?
No
Exchange DCP
(VCV remains
mechanically open).
Yes
Connect VCV connector,
start engine anew and
leave to idle.
Pull off PCV connector
(colour: white)
Notice: Prior to restarting the
engine, turn off the ignition
and wait approx. 20 sec.
(lag time of the ECU).
131
PCR 2 DV 4 TD / FORD 1/2002
No
Does the engine
stop running?
Yes
No
Exchange the DCP
(PCV remains
mechanically stuck in
a closed condition).
Connect PCV connector,
start engine anew and leave
to idle.
Read out Cylinder balancing
factor online.
Yes
Check
Injectors.
Read out fuel temperature and
cooling water temperature
online.
Nominal value for fuel tem-
Perature on idle: 20-65°C
Nominal value for coolant
temperature: 80 - 90°C
Technical background:
- Where the fuel temperature is
over 100°C the maximum Rail
pressure will be reduce to
protect the plastic fuel lines.
- Where the coolant temperature
is over 100°C the maximum Rail
pressure will be reduce to
protect the engine.
Notice
Cylinder balancing error?
Nominal value: 1
Authorised deviation: ±0,4
132
PCR 2 DV 4 TD / FORD 1/2002
Does the fuel and coolant
temperatures lie within the
range of the nominal
values?
No
Check the
relevant sensors.
Yes
Turn off the engine.
Measure the resistance at the PCV and VCV,
as well as the connection lines.
Nominal resistance PCV: 1,5Ω − 15Ω
Nominal resistance VCV: 1,5Ω − 15Ω
Resistance OK?
Yes
No Exchange the DCP.
1.) Measure the supply voltage at the high
pressure sensor between PIN 3 and 2.
Nominal supply voltage: 5V
2.) Measure the sensor voltage at the high
pressure sensor between PIN 1 and 2.
Nominal sensor voltage: 0,5V
(see diagram: HPS voltage vs. rail pressure)
Ignition ON.
Connector on the high
pressure sensor plugged in
Attention: Do not make any
resistance metering on the high
pressure sensor!
133
PCR 2 DV 4 TD / FORD 1/2002
H
i
g
h

p
r
e
s
s
u
r
e

s
e
n
s
o
r

v
o
l
t
a
g
e

[
V
]
Rail pressure [bar]
Start the engine and leave
to idle.
Measure according to the
parameters listed in Table A
at various engine speeds
Is the supply and
sensor voltage OK?
Yes
No
1.) Where there is a faulty supply
voltage, check the connections
of the feed lines and where
necessary replace the Engine
control unit.
2.) Where there is a faulty sensor
voltage, check the contacts of
the high pressure sensor and
if appropriate replace.
If contacts OK.
Exchange the high pressure
sensor.
134
PCR 2 DV 4 TD / FORD 1/2002
Technical background:
Nominal value deviations can be caused by
wear and tear, fouling or faulty sensors or
actuators. These deviations can only be
compensated to a certain degree by the
pressure regulator. As a result, a too high, too
low or oscillating rail pressure can be adopted.
Yes
Do the measurements
conform now to the nominal
values acc. to Table A?
Exchange high
pressure sensor
Exchange DCP
Do the measurements
conform to the nominal
values acc. to Table A?
Rail pressure regulator
circuit OK.
No
Replace the high pressure
sensor and perform the
metering anew.
Is perhaps a loud or
untypical combustion
noise recognisable?
Do the measurements
conform now to the nominal
values acc. to Table A?
Yes
Rail pressure
regulating circuit OK.
No
Yes
135
PCR 2 DV 4 TD / FORD 1/2002
Table A
Engine
speed
(no load)
[rpm]
Rail
pressure
[bar]
Voltage on the high pressu-
re sensor between
PIN 1and 2
[V]
PWM signal at PCV
[%]
Current at PCV
[A]
Idle 210 - 230 0,9 - 1,1 12 - 15 0,35 - 0,45
2000 210 - 230 0,9 - 1,1 11 - 15 0,30 - 0,50
3000 250 - 400 1,0 - 1,5 14 - 20 0,40 - 0,60
4000 300 - 500 1,2 - 1,8 15 - 24 0,50 - 0,70
136
PCR 2 DV 4 TD / FORD 1/2002
137
PCR 2 DV 4 TD / FORD 1/2002
4.4 Check injectors
4.4.1 High injector leakage /injectors remain open
Symptom:
Too little or no rail pressure during the start phase. Engi-
ne does not start.
Prerequisite:
• Read-out error codes and carry out appropriate checks.
• Complete low pressure system is found to be in an or-
derly condition. See section "4.2 Check low pressure
system" for information concerning this process.
• High pressure lines and high pressure connections
have been checked for tightness.
• PCV was checked. See section "4.3.1 Check PCV" for in-
formation concerning this process.
• High pressure pump (HPP) and VCV was checked. See
section "4.3.2 Check high pressure pump (HPP) and
VCV" for information concerning this process.
• Pressure sensor has been checked. See section "4.3.3
Check rail pressure control loop" for information con-
cerning this process.
Remark
Wear and tear or dirt particles in the injector can
lead to the fact that tolerable return flow fuel
amounts through the injector are exceeded, or that
the injector remains open to the cylinder. This has
the result that the amount of fuel delivered from the
high pressure pump (HPP) is no longer sufficient to
build up an adequate pressure in the rail.
The injectors will not be triggered at a pressure
which lies under 150 bar.
Possible error code-
entries
Possible sequential
errors
P1113
P1116
P1198
138
PCR 2 DV 4 TD / FORD 1/2002
Test steps:
Check the capacity and resistance at the
connections of the injectors.
Nominal capacity: >3,0 uF at 20°C
Nominal resistance: 150 – 250kΩ
(to be measured at 20°C, engine has
cooled down for at least 30 min!)
Capacity and
Resistance OK?
No
Exchange
relevant injector
Yes
Separate return flow connections to the
injectors and tightly seal open lines.
Start the engine and check the return
flow amount to the injector.
Is the return flow amount of
the injectors, at the most, no
larger than droplets during the
start phase?
No
Exchange the
relevant injector
Yes
Remove the glowplugs and check for
dampness. Where glowplugs are
moistened with fuel, this could indicate an
injector which is open to the cylinder or a
leaking injector.
139
PCR 2 DV 4 TD / FORD 1/2002
- Dismantle all high pressure pipes between injector and
Rail
- Seal the high pressure connection tightly.
Notice: Seal the Rail tightly at the sealing cone of the
high pressure connection.
- Pull off the connectors of the injectors
- Start the engine
- Observe the Rail pressure as it adjusts itself
Nominal rail pressure: min. 150 bar
Was the nominal Rail
pressure reached
during the start?
No
Yes
Exchange the
relevant injector
Are the glowplugs covered
with fuel?
Yes
Exchange relevant
injector.
No
Install the high pressure pipes from
cylinders 1-4, one after the other,
till the Rail pressure drops off
Exchange high
pressure sensor.
Was the nominal Rail
pressure reached?
System OK
Yes
140
PCR 2 DV 4 TD / FORD 1/2002
4.4.2 Faulty injected amount
Symptom:
Engine idle runs rough, possibly produces white smoke.
Prerequisite:
• Read-out error code and carry out appropriate checks.
• Complete low pressure system is found to be in an or-
derly condition. See section "4.2 Check low pressure
system" for information concerning this process.
• High pressure lines and high pressure connections
have been checked for tightness.
• PCV was checked. See section "4.3.1 Check PCV" for in-
formation concerning this process.
• High pressure pump (HPP) and VCV were checked. See
section "4.3.2 Check high pressure pump (HPP) and
VCV" for information concerning this process.
• Engine temperature minimum 80°C.
• All equipment consuming electricity are switched off.
• Air-conditioning is switched off.
Remark
Wear and tear or dirt particles in the injector can
lead to the injected amounts passed through the in-
jectors deviating from one another, or that the
sealing of the injectors to the cylinder is no longer
guaranteed. Different injection amounts between
the individual cylinders lead to power variations,
which causes the crankshaft to be accelerated with
differing forces.
The allocation of injection amounts to the individual
cylinders can be compensated by the Cylinder Ba-
lancing Factor, so that a rounder running engine can
be achieved.
Possible error code-
entries
Possible sequential
error
P0263
P0266
P0269
P0272
P1354
P1355
P1356
P1357
141
PCR 2 DV 4 TD / FORD 1/2002
Test steps:
Measure the capacity and resistance at the
connections of the injectors,
as well as run a check on the
connection of the pipes.
Nominal capacity: >3,0 uF at 20°C
Nominal resistance: 150 – 250kΩ
(to be measured at 20°C, engine has
cooled down for at least 30 min!)
Capacities,
resistance and pipe
connections OK?
No
Carry out necessary
repairs.
Yes
Turn off the engine.
Start engine and leave to idle.
Afterwards, read out online the
cylinder balancing factors.
Cylinder balancing error?
Nominal value: 1
Authorised deviation:
± 0,4
No
Yes
Separate the return flow
connections to the injectors and
tightly seal open pipes.
Check the return flow amount to the
injector whilst the engine is idling.
142
PCR 2 DV 4 TD / FORD 1/2002
Determine relevant
injector and replace with
an injector without a
deviation.
Does the cylinder
balancing deviation
follow the injector?
Yes
Exchange the
relevant injector.
No
Check the line connections
and where necessary the
engine compression.
If apprpriate replace the
Engine control unit.
Does the return flow
amount of the injectors lie,
at the most, in the region of
droplets during the start
No
Yes
Injectors OK.
143
PCR 2 DV 4 TD / FORD 1/2002
4.5 Check engine control unit (ECU)
In the case where the following code entries have been made the engine control unit shall be exchanged:
Error code Cause
P0107 Atmospheric pressure sensor faulty - or open line
P0108 Atmospheric pressure sensor faulty. Short circuit after +.
P0601 Internal self test error in the engine control unit.
P0603 EEPROM check sum error
P0604 Internal RAM error
P0605 CRC Boot-Software fault
P0606 Internal hardware fault in the engine control unit
- On chip X RAM error or CAN RAM error
- SPI communication fault
- Power stage error
P0608 5V power supply for high pressure sensor, camshaft sensor and pressure sensor for air-conditioning unit too
high or too low.
Notice: Faulty entries can also occur by faulty cable connections.
P0609 5V power supply for accelerator pedal sensor too high or too low.
Notice: Faulty entries can also occur by faulty cable connections.
P1169 Voltage of the power stage too high or too low.
P1621 Processor monitoring Fault
P1627 Internal monitoring fault in the engine control unit.
Accelerator pedal monitoring not plausible.
P1641 Injector power stage fault in the engine control unit
144
PCR 2 DV 4 TD / FORD 1/2002
145
PCR 2 DV 4 TD / FORD 1/2002
5. Diagnosis tools
In addition to the transfer of error codes, the system also
supports the application of a diagnosis device with the
following functions:
• Freeze frames
• Actuator tests
5.1 Freeze Frames
In the case of every fault which will be diagnosed, sy-
stem data will be stored which can then be read-out with
the diagnosis device.
The following values will be stored with every fault (com-
mon freeze frame):
• Engine speed
• Complete injected fuel amount
• Measured coolant temperature
• Vehicle speed
• Battery voltage
• Engine operating condition
• Running period ECU
Furthermore, one of the following data packets will be
stored, depending upon the type of fault:
specific freeze frame 0:
• Accelerator pedal position 1 and 2
• ECU/CAN Status
• Driver requested torque
• ESP-Status
• Ignition voltage
specific freeze frame 1:
• Supply voltage 1 and 2
• CPU load
• Power stage voltage
• Ignition voltage
specific freeze frame 2:
• Measured fuel temperature
• Rail pressure
• Rail pressure setpoint
• PCV
• VCV
• ECU / CAN input status
specific freeze frame 3:
• PWM cool air control
• Status flags for AC
• Pressure AC
• Supply voltage
specific freeze frame 4:
• Air mass
• Air mass filtered
• Ambient pressure
• PWM EGR valve
• Measured intake air temperature
• Battery voltage
• ECU / CAN input status
specific freeze frame 5:
• Cylinder balancing factors
• Duration of pre- and main-injection
146
PCR 2 DV 4 TD / FORD 1/2002
specific freeze frame 6:
• Error code Monitoring unit
• Error code Controller
• Voltage 2 of MC and MU
• Engine speed in MU
• Status ECU
specific freeze frame 7:
• Accelerator pedal position 1 and 2
• Engine speed in MU
• Status ECU
• Status "disabled injectors"
147
PCR 2 DV 4 TD / FORD 1/2002
5.2 Actuator tests through diagnosis tool
With the help of a diagnosis tool it is possible in the
workshop to trigger several actuators to check them
for their operativeness.
Prerequisite:
• Engine not running
• Ignition turned on
• ECU cleared
5.2.1 Test PCV
3 cycles (T)
36% (max.) / 1,0 sec. (t
1
)
16% (min.) / 1,0 sec. (t
2
)
5.2.2 Test VCV
(see diagram above)
3 cycles (T)
30% (max.) / 1,0 sec. (t
1
)
20% (min.) / 1,0 sec. (t
2
)
T
Remark
Alternating buzzing can be heard during the test.
Remark
Alternating vibration can be felt during the test.
148
PCR 2 DV 4 TD / FORD 1/2002
5.2.3 Test EGR valve
(see diagram above)
1 cycle (T)
80% (max.) / 3,0 sec. (t
1
)
40% (min.) / 1,0 sec. (t
2
)
5.2.4 Glow plug relay
(see diagram above)
1 cycle (T)
3,0 sec. (t
1
) on / 0,1 sec. (t
2
) off
5.2.5 Test Coolant pre-heating (Heating circuit 1 and 2)
(see diagram above)
1 cycle (T)
3,0 sec. (t
1
) on / 1,0 sec. (t
2
) off
5.2.6 Test Cooler fan 1 and 2
(see diagram above)
1 cycle (T)
5,1 sec. (t
1
) on / 1,0 sec. (t
2
) off
5.2.7 ACC relay
(see diagram above)
3 cycles (T)
1,0 sec. (t
1
) on / 1,0 sec. (t
2
) off
149
PCR 2 DV 4 TD / FORD 1/2002
C Repairs
1. Directives for working on the diesel fuel system
1.1 Recommendations
1.2 Work safety instructions
a) Introduction:
The relevant rules and directives apply for all work being
performed on the injection system:
• of the responsible health authorities
• of the accident prevention
• of the environment protection
The work must be carried out by skilled professional
craftsmen who are familiar with the safety regulations
and who take special measures to ensure that these are
followed.
b) Safety instructions:
In consideration of the extremely high pressure (1500
bar) which can prevail in the fuel system, the following in-
structions are to be observed:
• absolute prohibition on smoking in the immediate vici-
nity of the high pressure system whilst working on it
• no work to be carried out in the immediate vicinity of
open flames or sparks
• no work to be carried out on the high pressure fuel sys-
tem when the engine is running
• no work is to be carried out for at least 30 seconds after
the engine has been turned off.
Running engine:
• always stay outside the range of a possible jet of fuel,
since this can cause serious injuries
• Do not position hands in the region of a suspected leak
in the high pressure fuel system
• Do not disconnect connectors on the injectors and the
engine control unit (ECU), since this could cause dama-
ge to the engine.
c) Working area:
The working area must be clean (floor, ...) and unobstruc-
ted; parts which are in for repair must be stored in a dust
free environment.
Important
The use of material with additives such as fuel line
cleaners/metal coatings is not authorised.
Remark
The waiting time is necessary so that the pressure
within the high pressure fuel system has a chance
to drop down to the ambient pressure.
150
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d) Preparatory work:
It may be necessary that preparatory work on a system
could include the cleaning of sensitive equipment (see
appropriate instructions).
Component parts of the sensitive equipment are:
• High pressure fuel pump
• Injection distribution pipe (Rail*)
• High pressure fuel pipes*
• Injectors
*The Rail and the High pressure pipes are not included in
the scope of delivery.
Important
• Rules of cleanliness: The workers must wear clean
clothing.
• Directly after dismantling all connections of the
high pressure system the openings are to be clo-
sed by means of stoppers/plugs, to avoid any pol-
lutants penetrating into the high pressure system.
• Safety torques: Always observe tightening tor-
ques for the high pressure system (Pipes, Injector
flanges, Rail), utilise a torque wrench that is cont-
rolled regularly
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1.3 Information concerning the exchange of parts and the work steps
Do not remove the following parts from the high pressu-
re pump (5):
• Pressure control valve PCV (1)
• Volumetric control valve VCV (3)
• High pressure outlet connection (4)
• Hollow screw of the banjo ended nipple for the pump
inlet (6)
• Hollow screw of the banjo ended nipple for the pump
return flow (6)
Do not take the injector (9) apart:
• Do not detach the high pressure connection (8)
• Do not release nut (7)
Important
If a part of the pump is damaged, then the whole
pump must be sent back to SiemensVDO for further
investigations.
Important
A malfunctioning injector must be sent back to
SiemensVDO for further investigations.
No cleaning agents or liquids must penetrate into
the electrical connection. For this reason a suitable
preventive measure (fitting of a protection plug)
should take place during the cleaning.
Remark
In the case where an injector is to be re-used, the
nozzle shank must be freed from all loose contami-
nation with a soft cloth (if necessary. with the aid of
brake cleaner). In order to avoid contamination pe-
netrating from the outside into the nozzle holes, the
nozzle cone must not be cleaned mechanically (e.g.
wiping off with a cloth, or use of a wire brush).
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Do not detach the high pressure sensor from the rail (10):
Do not open the engine unit control (11):
Important
If the high pressure sensor is damaged, then the
whole assembly must sent back to SiemensVDO
for further investigations.
Important
A malfunctioning ECU must be sent back to
SiemensVDO for further investigations. It is prohibi-
ted to open the ECU.
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PCR 2 DV 4 TD / FORD 1/2002
2. Cleaning of the fuel high pressure connections
2.1 Special tools
• Degreasing agent SODIMAC No. 35.
• Paint brush
• Cleaning bath
• Suction pump
• Round adaptor for the suction pump
2.2 Preparatory work
• Disconnect the battery.
• Dismantle cover.
• Protect generator.
2.3 Work process
Clean high pressure connections of the DCP, rail and in-
jectors which are affected by the repair with the degrea-
sing agent and at the same time suck up the affected
area.
Clean the suction pump after use.
Danger
The safety arrangements must be observed during
work on the diesel fuel system;
see instructions: Directives for working on the die-
sel fuel system
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PCR 2 DV 4 TD / FORD 1/2002
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PCR 2 DV 4 TD / FORD 1/2002
3. Disassemble and assemble injector
3.1 Special tools
• Plug set [1]
• Pipe line socket wrench [2], e: g: HAZET
No. 4550 (3/8" -Drive), No. 4550-1 (1/2" -Drive)
• Torque wrench set
Danger
The safety arrangements must be observed during
work on the diesel fuel system;
see instructions: Directives for working on the die-
sel fuel system
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PCR 2 DV 4 TD / FORD 1/2002
3.2 Disassembly
• Disconnect the battery at the negative pole.
• Loosen the air filter box (2) and pull off the tube-crank
casing vent (3) at the valve cover.
Take out the air filter box and the tube-crank casing
vent as one piece.
• Disassemble the charge-air (4) line.
To do this, screw out the screws at the flange of the
turbocharger and loosen the hose clamp from the air
mass meter.
• Disassemble the cover (1) of the toothed belt.
• Loosen the fuel filter (5).
Remark
In order to be able to take off the valve cover, you
have to loosen the fuel filter.
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PCR 2 DV 4 TD / FORD 1/2002
• Loosen the AGR-tube (1) at the clamp.
• Pull off the connector (2) of the injectors and lay the ca-
ble duct (3) to the side.
• Screw out the screws (arrows) and take off the valve
cover.
• Disassemble the high pressure pipes* (7) to the injec-
tors.
• Screw out the screws (5) and take out the claw lugs (6).
Pull out the injector by hand for a little bit.
*The Rail and the high pressure pipes are not included in
the scope of delivery.
Important
The injector must not be levered out with a screw-
driver,a tyre tool or similar tools. By doing this the in-
jector could be damaged. Loosen from the seat only
by careful movements to and fro.
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PCR 2 DV 4 TD / FORD 1/2002
• Push out the holding clamp (c) and pull out the fuel re-
turn flow line (8).
• Disassemble the synthetic sealing rings (9).
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PCR 2 DV 4 TD / FORD 1/2002
• Take off the copper sealing rings (d).
3.3 Assembly
• Clean the injector seats if necessary.
• Insert new synthetic sealing rings (9).
Important
Close the injector borings in the cylinder head, the
connections and the nozzle at the injectors with the
plug set [1].
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PCR 2 DV 4 TD / FORD 1/2002
• Push the claws (11) onto the injectors (10) and insert
the injectors with new copper sealing rings (d) in the cy-
linder head.
• Install High pressure pipes*, hand tighten union nuts at
the Rail* and the injector.
• Tighten the screw (5). Tightening torque 30 Nm.
• Tighten union nuts of the high pressure pipes* at the
injector. Tightening torque 25 Nm.
• Proceed with the subsequent assembly in the reverse
order of the disassembly.
• Check connections for leakage.
*The Rail and the high pressure pipes are not included in
the scope of delivery.
Important
Check O-rings (a) on the connection nipple (b) of the
fuel return flow line. In the case of damage or leaka-
ge the O-ring has to be replaced.
Remark
• Grease the O-rings (a) at the connection nipples
with an acid free fat.
Push the connection nipples (b) into the boring on
the injectors using a light backwards and forwards
rotation till they have engaged.
• Push on the retaining clamps (c) and install the fuel
return flow line.
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PCR 2 DV 4 TD / FORD 1/2002
4. Disassemble and assemble high pressure pump
4.1 Special tools
• Plug set [1]
• Pipe line socket wrench [2], e: g: HAZET
No. 4550 (3/8" -Drive), No. 4550-1 (1/2" -Drive)
• Lifting beam
• Lifting chain
• Locking pin for pulley wheel
• Extractor tool for pulling off the drive wheel from the
high pressure pump
• Torque wrench
Danger
The safety arrangements must be observed during
work on the diesel fuel system;
see instructions: Directives for working on the die-
sel fuel system.
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PCR 2 DV 4 TD / FORD 1/2002
4.2 Disassembly
• Disconnect the battery at the negative pole.
• Loosen the air filter box (2) and pull off the tube-crank
casing vent (3) at the valve cover.
Take out the air filter box and the tube-crank casing
vent as one piece.
• Disassemble the charge-air (4) line.
To do this, screw out the screws at the flange of the
turbocharger and loosen the hose clamp from the air
mass meter.
• Disassemble the cover (1) of the toothed belt.
• Loosen the fuel filter (5).
Remark
In order to be able to take off the valve cover, you
have to loosen the fuel filter.
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PCR 2 DV 4 TD / FORD 1/2002
• Loosen the AGR-tube (1) at the clamp.
• Pull off the connector (2) of the injectors and lay the ca-
ble duct (3) to the side.
• Screw out the screws (arrows) and take off the valve
cover.
• Disassemble the right front wheel.
• Loosen the tensioner pulley for the poly-V-belt and take
off the belt.
• Screw out the central screw at the harmonic balancer
and take off the harmonic balancer.
• Disassemble the lower cover of the toothed belt.
• Pull off the connector from the reference mark sensor
(a) of the crankshaft
• Insert the locking pin (b) for the crankshaft-pulley
wheel.
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PCR 2 DV 4 TD / FORD 1/2002
• Insert the locking pin (c) for the camshaft-pulley wheel.
• Screw out the nut (5) of the pulley wheel of the pump.
• Pull off the drive wheel from the high pressure pump
with the tool (d).
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PCR 2 DV 4 TD / FORD 1/2002
• Disassemble the high pressure pipe (6) to the Rail*.
• Unclip and pull off the fuel intake pipe (9) and the fuel
return flow pipe (11) from the pressure control valve
(PCV).
• Pull off the connectors (10) and (12) at the volumetric
control valve (VCV) and the pressure control valve
(PCV).
• Screw out the screws (8) and take off the holders (7).
• Screw out the fastening screws (13) of the high pressu-
re pump and disassemble the high pressure pump.
*The Rail and the high pressure pipes are not included in
the scopes of delivery.
Important
Close the connections at the high pressure pump,
rail and the high pressure pipes with plugs [1].
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PCR 2 DV 4 TD / FORD 1/2002
4.3 Assembly
• Proceed with the assembly in the reverse order of the
disassembly.
Tightening torque:
• Fixing screws of the high pressure pump: 23 Nm
• Nut of the drive wheel: 17 Nm
• Union nut of the high pressure pipe* (6) at the high
pressure pump: 25 Nm
Check the connections for leakage.
*The Rail and the high pressure pipes are not included in
the scopes of delivery.
Important
Do not interchange the connectors of the high pres-
sure pump:
• Connector (5, orange) to VCV
• Connector (6, white) to PCV.
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PCR 2 DV 4 TD / FORD 1/2002
5. Removal and assembly of the Engine control unit (ECU)
5.1 Disassembly
• Disconnect the cable from the negative pole of the bat-
tery.
• Remove the cover of the control unit box.
• Unscrew the fixing screws of the engine control unit
and pull out the engine control unit.
• Pull out the connectors at the engine control unit in the
consecutive sequence A - B - C, in order to do this
swing each of the securing stays (1) through 90°.
5.2 Assembly
• Proceed with the assembly in the reverse order of the
disassembly.
Danger
The safety arrangements must be observed during
work on the diesel fuel system;
see instructions: Directives for working on the die-
sel fuel system.
Remark
Assembly of the connector: Firstly push in the con-
nector and then close the securing stay only when
the connector is fully seated.
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PCR 2 DV 4 TD / FORD 1/2002
Contact:
Siemens VDO Automotive AG
Diesel-Systems
Im Gewerbepark C27
D-93059 Regensburg
Tel. +49 (941) 790-8394
Fax +49 (941) 790-5112
© Siemens VDO Automotive 1/2002