Sec6E 4HK1

Engine Control System (4HK1) 6E-1
ENGINE
Engine Control System (4HK1)
TABLE OF CONTENTS
Specifications ....................................................... 6E-3 P0336 (Flash Code 15) ................................. 6E-163
Temperature vs Resistance .............................. 6E-3 P0340 (Flash Code 14) ................................. 6E-165
Altitude vs Barometric Pressure........................ 6E-3 P0341 (Flash Code 14) ................................. 6E-169
Schematic and Routine Diagrams........................ 6E-4 P0380 (Flash Code 66) ................................. 6E-171
Engine Controls Schematics ............................. 6E-4 P0381 (Flash Code 67) ................................. 6E-174
Ground Distributions ....................................... 6E-19 P0485 (Flash Code 44) ................................. 6E-177
Component Locator............................................ 6E-20 P0486 (Flash Code 44) ................................. 6E-180
Engine Controls Component Views ................ 6E-20 P0488 (Flash Code 45) ................................. 6E-183
Engine Control Module (ECM) Connector End Views P0500 (Flash Code 25) ................................. 6E-187
........................................................................ 6E-30 P0501 (Flash Code 25) ................................. 6E-190
Engine Controls Connector End Views ........... 6E-33 P0601 (Flash Code 53) ................................. 6E-192
Diagnostic Information and Procedures ............. 6E-41 P0603 (Flash Code 54) ................................. 6E-193
General Service Information ........................... 6E-41 P0606 (Flash Code 51, 52) ........................... 6E-194
Tech 2 Scan Tool ............................................ 6E-42 P0611 (Flash Code 34) ................................. 6E-196
Tech 2 Data List .............................................. 6E-43 P0612 (Flash Code 34) ................................. 6E-198
Tech 2 Data Definitions................................... 6E-45 P0615 (Flash Code 19) ................................. 6E-200
Tech 2 Output Controls ................................... 6E-48 P0650 (Flash Code 77) ................................. 6E-203
Breaker Box .................................................... 6E-49 P1093 (Flash Code 227) ............................... 6E-206
Engine Control System Check Sheet.............. 6E-51 P1094 (Flash Code 226) ............................... 6E-211
Diagnostic Starting Point – Engine Controls ... 6E-52 P1095 (Flash Code 225) ............................... 6E-218
Diagnostic System Check – Engine Controls.. 6E-52 P1173 (Flash Code 542) ............................... 6E-223
Tech 2 Does Not Communicate with Keyword Device P1220 (Flash Code 28) ................................. 6E-225
........................................................................ 6E-55 P1225 (Flash Code 31) ................................. 6E-228
Lost Communication with The Engine Control Module P1261 (Flash Code 158) ............................... 6E-232
(ECM).............................................................. 6E-58 P1262 (Flash Code 159) ............................... 6E-235
Engine Cranks but Does Not Run ................... 6E-61 P1271 (Flash Code 24) ................................. 6E-238
Engine Starts and Stalls.................................. 6E-64 P1277 (Flash Code 24) ................................. 6E-241
Diagnostic Trouble Code (DTC) List ............... 6E-66 P1278 (Flash Code 24) ................................. 6E-244
P0087 (Flash Code 227) ................................. 6E-88 P1282 (Flash Code 24) ................................. 6E-247
P0090 (Flash Code 247) ............................... 6E-102 P1625 (Flash Code 416) ............................... 6E-255
P0182 (Flash Code 211) ............................... 6E-121 P1681 (Flash Code 46) ................................. 6E-269
P0183 (Flash Code 211) ............................... 6E-123 P1682 (Flash Code 46) ................................. 6E-272
P0192 (Flash Code 245) ............................... 6E-126 U2104, U2106 (Flash Code 84, 85) .............. 6E-274
P0193 (Flash Code 245) ............................... 6E-129 EGR Control System Check.......................... 6E-292
P0201 (Flash Code 271) ............................... 6E-132 Glow Control System Check ......................... 6E-294
P0202 (Flash Code 272) ............................... 6E-135 Engine Warm Up Control System Check ...... 6E-297
P0203 (Flash Code 273) ............................... 6E-138 Exhaust Brake Control System Check .......... 6E-301
P0204 (Flash Code 274) ............................... 6E-141 Symptoms – Engine Controls........................... 6E-310
P0219 (Flash Code 543) ............................... 6E-144 Symptoms – Engine Controls........................ 6E-310
P0234 (Flash Code 42) ................................. 6E-147 Intermittent Conditions .................................. 6E-311
P0236 (Flash Code 65) ................................. 6E-150 Hard Start...................................................... 6E-312
P0237 (Flash Code 32) ................................. 6E-154 Rough, Unstable, or Incorrect Idle And Stalling
P0238 (Flash Code 32) ................................. 6E-157 ...................................................................... 6E-314
P0335 (Flash Code 15) ................................. 6E-160 High Idle ........................................................ 6E-316
6E-2 Engine Control System (4HK1)
Cut Out, Misses............................................. 6E-317
Surges / Chuggles......................................... 6E-318
Lack of Power, Sluggishness, Sponginess ... 6E-320
Hesitation, Sag, Stumble............................... 6E-321
Fuel Knock / Combustion Noise.................... 6E-323
Poor Fuel Economy....................................... 6E-325
Excessive Smoke (Black Smoke) ................. 6E-326
Excessive Smoke (White Smoke) ................. 6E-327
Repair Instructions ........................................... 6E-330
Engine Control Module (ECM) Replacement /
Fuel Injector ID Code Data Programming ..... 6E-330
Accelerator Pedal Position (APP) Sensor
Replacement ................................................. 6E-332
Barometric Pressure (BARO) Sensor
Replacement ................................................. 6E-334
Boost Pressure Sensor Replacement ........... 6E-334
Camshaft Position (CMP) Sensor Replacement
...................................................................... 6E-335
Crankshaft Position (CKP) Sensor Replacement
...................................................................... 6E-335
EGR Valve Replacement .............................. 6E-336
Engine Coolant Temperature (ECT) Sensor
Replacement ................................................. 6E-337
Fuel Injector Replacement / Fuel Injector ID Code
Data Programming ........................................ 6E-338
Fuel Rail Pressure (FRP) Sensor Replacement
...................................................................... 6E-344
Fuel Pressure Limiter Replacement.............. 6E-344
Fuel Rail Replacement.................................. 6E-346
Fuel Supply Pump Replacement................... 6E-349
Fuel System Air Bleeding.............................. 6E-353
Idle Up Sensor Replacement ........................ 6E-354
Intake Air Temperature (IAT) Sensor Replacement
...................................................................... 6E-354
Vehicle Speed Sensor (VSS) Replacement.. 6E-354
Description and Operation ............................... 6E-356
Engine Control Module (ECM) Description ... 6E-356
Engine Control Component Description........ 6E-358
Fuel System Description ............................... 6E-362
Fuel System Component Description............ 6E-363
Fuel Injection Quantity Control Description... 6E-367
Fuel Injection Timing Control Description ..... 6E-368
Exhaust Gas Recirculation (EGR) System
Description .................................................... 6E-368
Turbocharger Description.............................. 6E-368
Special Tools and Equipment .......................... 6E-370
Special Tools and Equipment ....................... 6E-370
Specifications
Temperature vs Resistance °C °F Ω
Engine Coolant Temperature vs. Resistance 70 158 420
°C °F Ω 60 140 580
Temperature vs. Resistance Value (Approximately) 50 122 810
110 230 160 40 104 1150
100 212 200 30 86 1660
90 194 260 20 68 2450
80 176 350 10 50 3700
70 158 470 0 32 5740
60 140 640 -10 14 9160
50 122 880 -20 -4 15000
40 104 1250 -30 -22 25400
30 86 1800
20 68 2650 Altitude vs Barometric Pressure
10 50 4000
Barometric
0 32 6180
Altitude Measured Altitude Measured Pressure
-10 14 9810 in Meters (m) in Feet (ft) Measured in
Kilopascals (kPa)
-20 -4 16000
Determine your altitude by contacting a local weather
-30 -22 27000
station or by using another reference source.
4267 14000 56-64
Intake Air Temperature vs. Resistance
3962 13000 58-66
°C °F Ω
3658 12000 61-69
Temperature vs. Resistance Value (Approximately)
3353 11000 64-72
90 194 240
3048 10000 66-74
80 176 320
2743 9000 69-77
70 158 450
2438 8000 71-79
60 140 660
2134 7000 74-82
50 122 960
1829 6000 77-85
40 104 1440
1524 5000 80-88
30 86 2300
1219 4000 83-91
20 68 3430
914 3000 87-98
10 50 5410
610 2000 90-98
0 32 9770
305 1000 94-102
-10 14 16410
0 0 Sea Level 96-104
20 -4 28560
-305 -1000 101-105
Fuel Temperature vs. Resistance
°C °F Ω
110 230 140
100 212 180
90 194 240
80 176 310
8 BLK
6E-4
2L Fuse &
SBF-1 SBF-2 SBF-3 SBF-5 SBF-8
MAIN KEY GLOW ECM STARTER Relay Box
100A or 120A 40A 60A 40A 60A (Behind
the Cab)
30
BLK/
RED 1 H-7
8 3 3
P-1
WHT/
BLK
WHT/ WHT/ Power Distribution
3 RED BLK
BLK/
2 B-67 BLU
P-2
5 4 3 X-20 5 3 X-18 Starter
WHT Relay
P-3 OFF
B-67 Ignition Fuse &
ST Glow ECM Relay Box
2 H-6 ON ACC Switch Relay Box
Plug Main (Instrument
Engine Controls Schematics
Relay (Behind Relay

P-4 4 Panel)
the Cab)
Battery
3 3 B-67 5 2 X-20 4 2 X-18
P-5 BLK/ 3
YEL BLK/ 0.5 1.25

0.5 0.5 3 0.5
YEL Fuse & YEL/ BLK/ BLK/ BLK BLU/ RED
5 Relay Box BLK RED YEL USW BLK 2
W/S-H JOINT 3
WHT/ (Glove Box) RED
BLK
F-9 ECM Glow 2 ECM ECM
F-22 F-16 Plug BLK F-28 Fuse &
STARTER ENG. METER
Charge ECM Relay Box
10A (IG) 10A 10A (Behind the Cab)
Relay 10A
J-9
0.5 Frame
WHT/ 3
RED WHT/ 3 3
BLK WHT/ WHT/
0.5 WHT/RED BLK BLK
2 1 X-12 2 1 X-8 2 1 X-4
Relay Box Fuse &

Heater & Heater Tail
(Instrument Relay Box
A/C Relay Relay Relay
Panel) (Glove Box)
Schematic and Routine Diagrams
4 5 X-12 4 5 X-8 4 5 X-4
0.5 3 0.3
3 GRN/ 3
BLK BLU BLK/ Combination
0.5 BLK ORN WHT
W/S-E RED Switch
2
6 BLK F-1 F-2 F-7 Fuse &
J/C-D HEATER, FUEL TAIL
Relay Box
AIR CON HEATER LIGHT
1 15A 10A 10A (Glove Box)
3
BLK
B-7
H/L Bracket
N6A6628E
2L
30 BLK/RED 8 BLK 8 BLK
8 BLK
SBF-8 SBF-2 Fuse &

STARTER KEY Relay Box
60A 40A (Behind the Cab)
3 3
Starting System
B-67 WHT/BLU H-7 WHT/BLU

3 BLK/YEL B-67
2 1
4
ECM
Main Relay OFF
ST Ignition
ON ACC Switch
F-22 Fuse & F-28 Fuse &
STARTER Relay Box ECM Relay Box
10A (Glove Box) 10A (Behind
3 the Cab)
P-1
WHT/ 0.3
BLK BLK/WHT
0.85
LT GRN
P-2 14 H-8
0.5
RED/WHT
P-3
0.5
RED/WHT
2
3 4 X-21 J/C-2
P-4
3
Battery Fuse &
Starter
Relay Box
Relay
(Behind the Cab)
0.5
P-5
LT GRN
2 5 X-21
3 0.5
0.5 RED/
BLK/
RED WHT
WHT
1 J-26
B
4 3 X-26 38 H-5
Fuse &
Starter Cut 0.5 0.5
Relay Box 0.5
Relay WHT/ WHT/
(Behind the Cab) WHT/
Starter BLU BLU
BLU
1 5 X-26
16 B-425 14 46 J-191
0.5
BLK
C Start switch
USW Starter signal
JOINT 3 Start cut
cut
relay
2 relay
1 J-27 TCM control ECM
BLK control
J-9
N6A6629E
Frame
6E-5
6E-6
2L
30BLK/RED 8BLK F-16 Fuse &
Fuse & Relay Box
Charging System
METER Relay Box

10A (Glove Box)
SBF-1
MAIN
100A or 120A Fuse & Fuse & 0.5
B Relay Box SBF-2 Relay Box BLK/
P-1 SBF-8 SBF-3 (Behind the Cab) KEY (Behind the Cab) YEL
J-26 STARTER GLOW 40A
Starter 60A 60A
8
W/S-M
P-2 WHT/
BLK
3
P-3 WHT/
BLU 0.5 0.5
3 BLK/ BLK/
Starter Relay Glow Relay WHT/ YEL YEL
P-4 BLU
Battery 0.5
1 J-2 2 J-1 3 4 X-1 BLK/
1 H-7
YEL
P-5 B S
Fuse &
3 Charge Relay Box
ACG WHT/ Relay (Glove Box)
BLU
L
2 B-67 5 1 X-1
1 J-1
18 B-51
1.25
WHT/ Instrument
BLU 0.5
WHT/ Panel
OFF Charge
ST Ignition RED Cluster
ON ACC Switch (IPC)
0.85
WHT/
BLU 10 B-51
15 H-5 0.5
3 B-67 WHT/
BLU
0.85
3 WHT/
BLK/ RED
YEL 0.5
WHT/
0.5 BLU
WHT/
BLU Heater
& A/C Relay
2
1 3
J/C-I
N6A6630E
SBF-2 SBF-5 Fuse &
KEY ECM Relay Box
ECM Power
40A 40A (Behind the Cab)
USW JOINT 3 0.5BLK 3

WHT/
RED
3
WHT/
BLU
1 B-67 5 3 X-18
3
WHT/ ECM Main Relay Box
BLU Relay (Instrument
Panel)
2 B-67
4 2 X-18
OFF
ST Ignition
ON ACC Switch
3 B-67
0.5
2
3 BLU/
2 RED
BLK/ BLK 1.25
BLK YEL RED
Fuse & F-28 Fuse &

F-9
Relay Box ECM Relay Box
ENG. (IG)
(Glove Box) 10A (Behind the Cab)
10A
0.5
YEL/ Exhaust Brake Solenoid Valve
BLU Starter Cut Relay
0.5 0.5 2 2 Intake Throttle Solenoid Valve
BLU/ BLU/ RED RED
BLK BLK
18 H-5
0.5
YEL/
BLU
24 40 21 2 5 J-191
J-9 ECM main

relay control ECM
Frame
Ignition voltage Battery voltage
N6A6631E
6E-7
6E-8
Power Power Power Signal Signal Case

ground ground ground ground ground ground
ECM
Diagnostic
request Keyword
switch 2000
52 38 4 3 1 62 43 81 J-191
ECM Grounding and DLC
1.25 1.25 1.25 0.75 0.75 0.5

BLK BLK BLK BLK BLK BLK
0.5 0.5
YEL LT BLU
EHCU
(ABS Module)
0.3 BLK/WHT USW

HSA C/U 20 9 H-4 JOINT 3
3
0.3 BLK/WHT 22
TCM J/C-G 19 0.3 LT BLU
2 HSA C/U
1
J/C-B
18 0.3 LT BLU
SRS C/U 0.3 0.3 TCM
WHT/ WHT/ 21
GRN BLK
2
0.5 0.3 BLK
W/S-C
GRY BLK/
WHT 0.5 0.5
YEL LT BLU
0.5 0.5 1.25

BLK BLK BLK
13 11 12 2 1 7 4 5 B-79
Diagnostic Diagnostic Diagnostic Class 2 Diagnostic Keyword Ground Ground

request request (EHCU) serial request serial Data
(SRS) (TCM or HSA) communication (ECM) communication Link B-1 J-9
(EHCU) (ECM, TCM or Connector Frame Frame
HSA & SRS) (DLC)
N6A6632E
18 B-51
Engine coolant
F-16 Fuse & Speedometer Tachometer temperature gauge
Instrument
METER Relay Box Exhaust Parking
MIL Glow Charge Panel
10A (Glove Box) Brake Brake Cluster
(IPC)
0.5
BLK/YEL
M/T M/T
17 8 B-52 4 B-55 5 B-51 13 B-51 15 B-52 6 B-51 4 B-51 5 B-51 10 B-51
0.5 0.3
0.5 Smoother Smoother 0.5
BLK/ YEL/ 0.3 0.3WHT/VIO
LT BLU WHT/BLU
YEL GRN WHT/
Warning Lamps and Gauges
23 H-5 0.5 0.5 0.5 VIO

14 0.3
12 BLU/ ORN/ BLU/ Charge
W/S-M HSA C/U J/C-B LT GRN 0.3 Relay
RED BLU PNK WHT/
13 RED 3
0.3 0.5 Short
BLK/ LT BLU 4 Connector
YEL 0.3WHT/VIO
ECM 10 WITH W/O

31 H-5 25 H-5 3 H-8 7 H-14 24 40 7 8 H-5 HBB HBB
0.5 0.5
YEL/ WHT/ 0.5BRN Buzzer
0.5 0.5 YEL/GRN GRN 0.5 BLK Relay
0.5 2 1 J-128
BLK/ GRN/
0.5 LT BLU
YEL YEL
BLK/
YEL HBB
Level
1 3 J-32 3 1 E-90 Switch
4 0.5 3 J-128 0.5

WHT/ BLK
RED
VSS ECT
Sensor 0.5 0.5 0.5 12 H-5
BLU/ ORN/ BLU/ 0.3
RED BLU PNK 0.3 WHT/BLK
0.5 WHT/
0.3
YEL/ 7 RED 8 X-33
LT GRN
2 J-32 GRN 2 E-90
0.5 Diode Box

0.5 BLK
BLK M/T
9 X-33 0.5 0.3
WHT/BLK H-12 WHT/BLK
19 H-5
3
ECM
H-12 1 N-6
1 H-5
0.5 5
0.5
BLK WHT/ Smoother
Parking
BLK
Brake
19 8 J-191 6 11 7 48 J-191 Switch
W/S-C
Parking
1.25 VSS Engine
Glow Exhaust brake
BLK signal speed
indicator brake switch
signal MIL
signal
output control lamp lamp ECM J-9

control control Frame
B-1
Frame
+B
N6A6633E
6E-9
6E-10
5V reference 2 5V reference 1
ECM
PTO
APP APP Idle up throttle
sensor 2 sensor 1 sensor sensor
signal signal signal signal
61 64 42 63 66 70 J-191
0.5 0.5
RED WHT
0.5
RED
0.5 0.5
RED WHT
12 13 1 11 H-4 1 2 H-4
BARO 0.5 0.5

Idle Up Sensor and PTO Throttle Sensor
Sensor RED BRN

IAT
0.5
Sensor
0.5 BLU/
BLU YEL
0.5
0.5 BLU/
0.5RED 0.5WHT BLU WHT
1 2 4 5 B-280 3 2 B-281 1 2 J-166
Idle PTO
APP APP
Up Throttle
Sensor 2 Sensor 1
Sensor Sensor
3 6 B-280 1 B-281 3 J-166

0.5BLK 0.5
BLU/
RED 0.5
BARO BLU/
Sensor RED
IAT
0.5 0.5
Sensor
BLK PNK/
BLK
4 14 10 3 H-4 3 H-4
0.5 0.5
BLK BLK 0.5 0.5
0.3
PNK/ 0.5 PNK/
BLK BLK
BLK PNK/
BLK
39 60 20 41 J-191
ECM
Shield ground Low reference Shield ground Low reference
N6A6657E
5V reference
5V reference 2 5V reference 1
ECM
APP APP IAT BARO

sensor 2 sensor 1 sensor sensor
signal signal signal signal
61 64 PTO 42 63 72 71 J-191
0.5 0.5 0.5RED 0.5
Throttle
RED WHT 0.5RED WHT
Sensor
Idle UP 0.5
Sensor BRN/
0.5 GRN
RED/
APP, IAT and BARO Sensors
GRN
12 13 1 11 H-4 15 H-4
0.5
0.5 BRN/
RED GRN
0.5
0.5 0.5 0.5 BLU/
RED WHT BLU WHT
1 2 4 5 B-280 1 J-190 3 2 B-422
APP APP BARO

IAT
Sensor 2 Sensor 1 Sensor
Sensor
3 6 B-280 2 J-190 1 B-422

0.5 0.5
BLK BLU/
RED
0.5 0.5
BLK BLK
4 14 10 3 H-4
0.5 0.5 0.5
BLK PTO
BLK PNK/BLK
Throttle
Sensor
Idle UP 0.3 0.5
Sensor BLK PNK/BLK
39 60 20 41 J-191
ECM
Shield ground Low reference Shield ground Low reference
N6A6635E
6E-11
5V reference 5V reference
6E-12
5V reference 4
ECM
Boost
pressure ECT FT
sensor sensor sensor
signal signal signal
95 91 84 83 E-111
0.5 0.5
WHT RED
0.5 0.5
ECT Gauge GRN/ LT GRN/
3 4 H-105 YEL WHT
0.5
LT BLU
0.5 0.5
RED WHT
3 2 J-216 3 1 E-90 2 E-93
Boost Pressure Sensor, ECT Sensor and FT Sensor
Boost FT
ECT
Pressure Sensor
Sensor
Sensor
1 J-216 2 E-90 1 E-93

0.5
BLK
12 8 H-105 0.5 0.5

BLK BLK
0.5
BLK
CKP 0.5
Sensor BLK
0.5
BLK
108 109 E-111
ECM
Shield ground Low reference
N6A6637E
+B 5V reference 5 +B
EGR FRP
valve EGR regulator
valve high side ECM
motor high FRP
side position sensor control
control sensor signal (PWM)
signal
111 86 87 82 90 E-111 113 105 E-111
0.5 0.5
WHT WHT 0.5 0.5
WHT/ WHT/
RED RED
0.5 0.5 0.5

BLK/ GRN/ WHT/
ORN BLU ORN
0.5
WHT/
RED
0.5
GRN/
FRP Sensor, FRP Regulator and EGR Valve
BLU
4 1 3 E-94 3 2 E-113 1 E-116
EGR Valve EGR FRP FRP

Motor Position Sensor Sensor Regulator
6 2 E-94 1 E-113 2 E-116
0.5 0.5
BLK BRN 0.5
GRN/
RED
0.5
0.5
ORN
BRN
0.5 0.5
GRN/ GRN/
CMP
RED RED
Sensor
103 100 101 E-111 97 89 E-111
EGR
valve FRP
motor low regulator
ECM
side feedback
control Shield ground Low reference
(PWM)
N6A6636E
6E-13
6E-14
12V reference
ECM
CKP
sensor CMP
high sensor
signal signal
107 99 98 E-111
CKP and CMP Sensors
0.5 0.5 0.5

YEL BLU/ BLU/
BLK WHT
3 2 E-112
1 E-98
CKP CMP
Sensor Sensor
0.5
2 E-98 BLK 1 E-112
0.5BLK
0.5 0.5
BLK BLK
Boost
FRP
Pressure
Sensor
Sensor 0.5
0.5 ORN 0.5
BLK BLK
108 106 100 E-111
CKP
sensor
low
signal ECM
Shield ground Shield ground
N6A6634E
Charge voltage Charge voltage Injectors
(Common 1) (Common 2)
ECM
121 116
2 2
WHT RED
2 2 2
2
WHT WHT RED
RED
1 4 3 2 H-125
1 4 3 2 H-126
0.75 0.75 0.75 0.75

WHT 0.75 WHT WHT RED 0.75 RED RED
1 2 1 2
2 1 2 1
E-138 E-141 E-140 E-139
Cylinder #1 Cylinder #4 Cylinder #3 Cylinder #2

Fuel Fuel Fuel Fuel
Injector Injector Injector Injector
3 E-138 3 E-141 3 E-140 3 E-139
0.75 0.75 0.75 0.75

GRN BLK YEL BLU
5 8 7 6 H-126
5 8 7 6 H-125
0.75 0.75 0.75 0.75

GRN/ WHT/ BLK/ BLK
WHT YEL BLU
119 117 120 118
Cylinder #1 Cylinder #4 Cylinder #3 Cylinder #2

fuel fuel fuel fuel
injector injector injector injector
ECM
control control control control
N6A6638E
6E-15
Ignition Switch 6E-16
Thermo A/C Relay
SBF-3 Fuse & F-9 Fuse &

GLOW Relay Box ENG. (IG) Relay Box 0.85
60A (Behind the Cab) 10A (Glove Box) GRN/
WHT
0.5
YEL/
BLU
2 H-5
3 0.85
18 H-5
BLK/ GRN/
BLU 0.5 WHT
YEL/
BLK 1 J-6
0.5 YEL/BLK
3 4 X-20 A/C
Pressure
ECM Switch
Fuse &
Glow
Relay Box 2 B-84
Relay
(Behind the Cab)
2 J-6
0.85 PTO
2 5 X-20 GRN/ Switch
ORN 0.5
3 BLK
Glow Control System, A/C Control System, PTO Switch
BLK/
YEL 0.85GRN/ORN
1 B-84
1 H-120 Refrigerator
Compressor
1 J-7 9 H-105
3 0.5 W/S-C
BLK/ BLU/
YEL 0.75 ORN
E-3 WHT/
0.5 RED
BLK/ 0.5
Glow RED 1 E-5
GRN/
Plug 1.25
ORN 8 H-4
1 BLK
A/C
Compressor
0.5
0.5 BLU/
PNK ORN
B-1
10 Frame
33 34 44 J-191
Refrigerator A/C PTO

switch signal switch
Glow plug signal signal
relay
control ECM
+B
N6A6639E
Tail Relay Heater Relay Ignition Switch
F-7 F-2 Fuse & Fuse &

TAIL FUEL F-9 F-28
ENG. (IG) Relay Box ECM Relay Box
LIGHT HEATER (Glove Box) (Behind the Cab)
10A 10A 10A 10A
0.85
LT GRN/ 0.85
RED LT GRN
4 2
J/C-D 1 J/C-2
9 5
4
0.5 0.5 0.5
0.85
BRN/ BRN/ YEL/
LT GRN/
BLK BLK BLU
RED
11 0.5 0.5 0.5
Valve, Intake Throttle Solenoid Valve
J/C-B LT GRN LT GRN LT GRN

5
0.5
LT GRN/
5 B-69
RED
2 3 B-31 1 B-89 2 J-50 1 J-31 1 J-40
Exhaust
Exhaust Intake
Engine Brake Clutch Neutral Brake Throttle
Warm up Switch Switch Switch Solenoid Solenoid
Switch (Combination
Valve Valve
Switch)
2 B-89 1 J-50 2 J-31 2 J-40

5 6 4 1 B-31
2 B-69
0.5 0.5
0.5 0.5 0.5
LT GRN LT GRN
BLK BLK 0.5 LT GRN/
/BLU /BLU
BRN/ WHT
0.5
LT GRN/ YEL
W/S-F W/S-C
RED
0.5
LT GRN/
BLU 0.5 0.5 2 H-105
3 1.25 BLK/ BLK
6 H-5 17 H-4
BLK BLK BLU
7 H-4 0.5
0.5 0.5 TCM LT GRN/
LT GRN/ BRN/
0.5 WHT
RED YEL
LT GRN/
B-7 BLU B-1
H/L 51 Frame 45 47 50 15 J-191 102 E-111
Bracket
Engine Exhaust Clutch Neutral

warm up brake switch switch Exhaust Intake
switch switch signal signal brake throttle
solenoid solenoid
signal signal ECM

valve valve
control control
N6A6640E
6E-17
Clutch Switch, Neutral Switch, Exhaust Brake Switch, Engine Warm Up Switch, Exhaust Brake Solenoid
CAN
Resistor 1
2 1 B-387
0.5 0.5
BLU/
BLU WHT
3 0.5
1 BLU/WHT B-427 CAN
J/C-F
2 high
2
TCM
6
4 CAN
J/C-F
0.5 BLU 3 low
5
0.5 0.5
BLU BLU/
WHT
7 8 H-8
Without ABS
0.5 0.5
BLU/
BLU WHT
0.5 0.5
BLU/WHT H-15 BLU/WHT J-177 CAN
5 14 high
CAN
0.5 BLU 10 0.5 BLU 15 low
0.5 0.5
BLU/ BLU EHCU
WHT 0.5 0.5
BLU/WHT BLU/WHT CAN
high
9 26
CAN
0.5 BLU 14 0.5 BLU 27 low
0.5 0.5
BLU BLU/
WHT
0.5
BLU/WHT J-191 CAN
18 high
ECM
CAN
0.5 BLU 37 low
0.5
0.5 BLU/
BLU WHT
5 6 H-8
0.5 0.5
BLU BLU/
WHT
3 0.5
2 BLU/WHT
J/C-R
1
DRM
6
5
J/C-R
0.5 BLU
4
0.5 0.5
BLU BLU/
WHT
2 1 B-431
Resistor 2
N6A6641E
USW JOINT3 0.5 BLK W/S-D 2 BLK
ECM (J-191-81) PTO Switch
0.75 BLK 0.5 BLK
ECM (J-191-43) TCM (B-426-4)
0.75 BLK 0.5 BLK
ECM (J-191-62) TCM (B-426-12)
1.25 BLK 2 BLK 1.25 BLK
ECM (J-191-1) TCM (B-426-17)
1.25 BLK 1.25 BLK
ECM (J-191-3) TCM (B-426-8)
1.25 BLK W/S-C 0.5 BLK
ECM (J-191-4) Shift Position Indicator Back Lamp
0.5 BLK 0.5 BLK 0.5 BLK 0.5 BLK
ECM Main Relay Change Lever Unit
15
0.5 BLK 0.5 BLK
Ground Distributions
Starter Cut Relay Emergency Shift Switch

1.25 BLK H-119 2 BLK 0.5 BLK
Select Solenoid DLC (B-79-5)
13
0.5 BLK
H-119 2 BLK DLC (B-79-4)
2-4-6-R Shift Solenoid
1 0.5 BLK
Engine Warm up Switch (B-31-1)
1.25 BLK H-118 2 BLK
1-3-5 Shift Solenoid 0.5 BLK
1 1.25 PTO Switch
1.25 BLK H-17 1.25 BLK BLK 0.5 BLK H-5 0.5 BLK
TCM (B-425-7) Vehicle Speed Sensor (VSS)
6 19
1.25 BLK Meter (B-55-7)
TCM (B-425-6)
1.25 BLK H-17 1.25 BLK W/S-E 0.3 BLK
TCM (B-425-2) Smoother Emergency Relay (X-14-5)
7
1.25 BLK 0.3 BLK
TCM (B-425-1) Smoother Emergency Relay (X-14-2)
1.25 BLK H-17 1.25 BLK W/S-B 0.5 BLK
TCM (B-428-15) PTO Switch (B-417-3)
8
USW JOINT2 1.25 BLK W/S-F 0.5 BLK
TCM (B-428-7) Engine Warm up Switch (B-31-5)
0.3 YEL/RED W/S-E 0.5 BLK
Meter (B-55-10) Key On Relay
0.5 BLK 0.5 BLK
HBB Level Switch Heater & A/C Relay
2 2
BLK BLK 0.85 BLK 0.5 BLK
Condenser Fan Relay Heater Relay
0.5 BLK
Marker Light Relay
0.3
USW YEL/ 3 2 2 0.85 2
JOINT1 RED BLK BLK BLK BLK BLK
Power
0.3 7 J/C-D 6 J/C-D Distribution
YEL/
RED 1 1
2 2 2
BLK BLK BLK
Fuel
Tank
3 3 3 3 3
Unit
BLK BLK BLK BLK BLK Battery
J-9 B-1 B-7 B-7 P-5

Frame Frame Headlight Bracket Headlight Bracket
N7A2114E
6E-19
Component Locator
Engine Controls Component Views
1
1
2 3
N6A6567E
Legend
1. Accelerator Pedal Position (APP) Sensor 2. LHD Model
Assembly 3. RHD Model
N6A6579E
Legend
1. Barometric Pressure (BARO) Sensor
Boost Pressure Sensor
N6A6568E
Legend
1. Boost Pressure Sensor
Camshaft Position (CMP), Crankshaft Position (CKP) Sensors
N6A6571E
Legend
1. Camshaft Position (CMP) Sensor 2. Crankshaft Position (CKP) Sensor
Exhaust Gas Recirculation (EGR) Valve and Intake Throttle Valve
N6A6572E
Legend
1. Exhaust Gas Recirculation (EGR) Valve 2. Intake Throttle Valve
Engine Control Module (ECM)
N6A6626E
Legend
1. Engine Control Module (ECM)
N6A6574E
Legend
1. Engine Coolant Temperature (ECT) Sensor
Fuel Rail Pressure (FRP) Sensor, Fuel Temperature (FT) Sensor and Fuel Rail Pressure (FRP) Regulator
3
2
N6A6575E
Legend
1. Fuel Rail Pressure (FRP) Sensor 3. Fuel Temperature (FT) Sensor
2. Fuel Rail Pressure (FRP) Regulator
Fuel Injector
1
2
N6A6576E
Legend
1. Cylinder #1 Injector 3. Cylinder #3 Injector
2. Cylinder #2 Injector 4. Cylinder #4 Injector
Intake Air Temperature (IAT) Sensor
N6A6577E
Legend
1. Intake Air Temperature (IAT) Sensor
Vehicle Speed Sensor (VSS)
N6A6578E
Legend
1. Vehicle Speed Sensor (VSS)
Engine Control Module (ECM) Connector End Views
6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 5 4
25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43
3
44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62
63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 2 1
N6A3797E
Connector No. J-191

Connector No. J-191
Connector Color Black
J-35616-4A (Pin 1 – 5)
J-35616-4A (Pin 1 – 5) Test Adapter No.
Test Adapter No. J-35616-64A (Pin 6 – 81)
J-35616-64A (Pin 6 – 81)
Pin Wire Color Pin Function
37 BLU CAN Low Signal
1 BLK ECM Power Ground
38 LT BLU Keyword 2000 Serial Data
2 RED ECM Main Relay Voltage
39 BLK APP Sensor 2 Shield Ground
40 BLU/BLK ECM Main Relay Control
APP Sensor 1, Idle Up Sensor &
5 RED ECM Main Relay Voltage
41 PNK/BLK PTO Throttle Sensor Low
6 BLU/RED MIL Control Reference
7 BLU/PNK Exhaust Brake Lamp Control APP Sensor 1, Idle Up Sensor &
42 RED PTO Throttle Sensor 5 Volts
Engine Speed Signal Output to Reference
8 LT GRN
Tachometer
43 BLK ECM Signal Ground
9 — Not Used
44 BLU/ORN PTO Mode Switch Input Signal
10 BLK/RED Glow Plug Relay Control
Exhaust Brake Switch Input
11 ORN/BLU Glow Indicator Lamp Control 45 LT GRN/RED
Signal
12 — Not Used 46 RED/WHT Start Switch Input Signal
13 — Not Used Clutch Switch Input Signal (M/T
47 BRN/YEL
14 WHT/BLU Starter Cut Relay Control Only)
Exhaust Brake Solenoid Valve 48 WHT/BLK Park Brake Switch Input Signal
15 BLK
Control 49 — Not Used
16 — Not Used 50 BLK/BLU Neutral Switch Input Signal
17 — Not Used Engine Warm Up Switch Input
51 LT GRN/BLU
18 BLU/WHT CAN High Signal Signal
19 YEL/GRN VSS Signal 52 YEL Diagnostic Request Switch
20 BLK APP Sensor 1 Shield Ground 53 — Not Used
21 BLU/BLK ECM Main Relay Control 54 — Not Used
22 — Not Used 55 — Not Used
24 YEL/BLK Ignition ON Switch Input Signal 57 — Not Used
27 — Not Used APP Sensor 2, BARO Sensor &

60 BLK
IAT Sensor Low Reference
28 — Not Used
APP Sensor 2 & BARO Sensor 5
29 — Not Used 61 RED
Volts Reference
30 — Not Used 62 BLK ECM Signal Ground
31 — Not Used 63 WHT APP Sensor 1 Signal
32 — Not Used 64 WHT APP Sensor 2 Signal
33 PNK Refrigerator Switch Input Signal 65 — Not Used
34 GRN/ORN A/C Input Signal 66 BLU/YEL Idle Up Sensor Signal
Connector No. J-191 Connector No. E-111

Connector Color Black Connector Color Black
J-35616-4A (Pin 1 – 5) J-35616-4A (Pin 82 – 113)
Test Adapter No. Test Adapter No.
J-35616-64A (Pin 6 – 81) J-35616-64A (Pin 114 – 121)
Pin Wire Color Pin Function Pin Wire Color Pin Function
69 — Not Used EGR Valve Position Sensor
86 WHT/ORN
Signal
70 BRN PTO Throttle Sensor Signal
FRP Sensor & EGR Valve
71 BRN/GRN BARO Sensor Signal
87 GRN/BLU Position Sensor 5 Volts
72 RED/GRN IAT Sensor Signal Reference
74 — Not Used 89 GRN/RED FRP Regulator Low Side
75 — Not Used 90 WHT FRP Sensor Signal
76 — Not Used 91 RED Boost Pressure Sensor Signal
80 — Not Used Boost Pressure Sensor 5 Volts

95 WHT
Reference
81 BLK ECM Case Ground
96 — Not Used
97 GRN/RED FRP Regulator Low Side
98 BLU/WHT CMP Sensor Signal
99 BLU/BLK CMP Sensor 12 Volts Reference
FRP Sensor & CMP Sensor
100 BLK
Shield Ground
FRP Sensor & EGR Valve
101 BRN
121 120 119 113 112 111 110 109 108 107 106 Position Sensor Low Reference
105 104 103 102 101 100 99 98
LT GRN/ Intake Throttle Solenoid Valve
118 117 102
97 96 95 94 93 92 91 90 WHT Control
116 115 114 89 88 87 86 85 84 83 82
EGR Valve Motor Control Low
103 ORN
Side
104 — Not Used
105 WHT/RED FRP Regulator High Control
106 ORN CKP Sensor Low Signal
N6A3798E 107 YEL CKP Sensor High Signal
Connector No. E-111 Boost Pressure Sensor & CKP

108 BLK
Sensor Shield Ground
Boost Pressure Sensor, ECT
J-35616-4A (Pin 82 – 113) 109 BLK Sensor & FT Sensor Low
Test Adapter No.
J-35616-64A (Pin 114 – 121) Reference
Pin Wire Color Pin Function 110 — Not Used
82 WHT FRP Sensor Signal EGR Valve Motor Control High
111 BLK/ORN
LT GRN/ Side
83 FT Sensor Signal
WHT 112 — Not Used
84 GRN/YEL ECT Sensor Signal 113 WHT/RED FRP Regulator High Control
115 — Not Used
Connector No. E-111 Barometric Pressure (BARO) Sensor

J-35616-4A (Pin 82 – 113)
Test Adapter No.
J-35616-64A (Pin 114 – 121)
Common 2 (Cylinder #2 & #3)
116 RED
Fuel Injector Drive
Cylinder #4 Fuel Injector
117 WHT/YEL
Solenoid Control
Cylinder #2 Fuel Injector 1 2 3
118 BLK
Solenoid Control
119 GRN/WHT
Solenoid Control
120 BLK/BLU
Solenoid Control
Common 1 (Cylinder #1 & #4)
121 WHT N6A6452E
Fuel Injector Drive
Connector No. B-422

Engine Controls Connector End Views Connector Color Gray
Accelerator Pedal Position (APP) Sensor Test Adapter No. J-35616-33
1 BLK BARO Sensor Low Reference
2 BRN/GRN BARO Sensor Signal
3 RED BARO Sensor 5 Volts Reference
1 2 3
4 5 6
N6A6451E 1 2 3
Connector No. B-280

Connector Color Gray
Test Adapter No. J-35616-33
1 RED APP Sensor 2 5 Volts Reference N6A6452E
2 WHT APP Sensor 2 Signal

Connector No. J-216
3 BLK APP Sensor 2 Low Reference
4 BLU APP Sensor 1 5 Volts Reference
5 BLU/WHT APP Sensor 1 Signal
6 BLU/RED APP Sensor 1 Low Reference
Boost Pressure Sensor Low
1 BLK
Reference
Connector No. J-216 Clutch Switch

2 WHT Boost Pressure Sensor Signal
Boost Pressure Sensor 5 Volts
3 RED
Reference
Camshaft Position (CMP) Sensor
N6A6552E
1 2 3
Connector No. B-89
Connector Color White
Clutch Pedal Switch Voltage
1 YEL/BLK
Feed
2 BRN/YEL Clutch Pedal Switch Signal
N6A6454E
Connector No. E-112 Crankshaft Position (CKP) Sensor

1 BLK CMP Sensor Shield Ground
2 BLU/WHT CMP Sensor Signal
3 BLU/BLK CMP Sensor 12 Volts Reference
N6A6551E
Connector No. E-98

Test Adapter No. J-35616-64A
1 YEL CKP Sensor High Signal
2 ORN CKP Sensor Low Signal
Data Link Connector (DLC) EGR Valve
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16
N6A3803E N6A6553E
Connector No. B-79 Connector No. E-94

Connector Color Black Connector Color Gray
Test Adapter No. J-35616-2A Test Adapter No. J-35616-64A
Pin Wire Color Pin Function Pin Wire Color Pin Function
1 YEL Diagnostic Request (ECM) EGR Valve Position Sensor 5
1 GRN/BLU
Volts Reference
Class 2 Serial Communication
2 WHT/BLK
(EHCU) EGR Valve Position Sensor Low
2 BRN
Reference
3 — Not Used
EGR Valve Position Sensor
4 BLK Ground 3 WHT/ORN
Signal
5 BLK Ground
EGR Valve Motor Control High
4 BLK/ORN
6 — Not Used Side
Keyword Serial Communication 5 — Not Used
7 LT BLU
(ECM, TCM or HSA & SRS)
EGR Valve Motor Control Low
6 ORN
8 — Not Used Side
9 — Not Used
10 — Not Used
Diagnostic Request (TCM or
11 BLK/WHT
HSA)
12 WHT/GRN Diagnostic Request (EHCU)
13 GRY Diagnostic Request (SRS)
14 — Not Used
15 — Not Used
16 — Not Used 1 2
3
N6A6457E
Exhaust Brake Solenoid Valve
Connector No. E-90
1 GRN/YEL ECT Sensor Signal
2 BLK ECT Sensor Low Reference
3 LT BLUK ECT Gauge Signal
1 2
Engine Warm Up Switch
N6A6458E
Connector No. J-31

1 2 3
4 5 6

1 LT GRN
Voltage Feed
2 BLK
Control
N6A3806E
Connector No. B-31 Fuel Injector Cylinder No. 1

1 BLK Indicator Lamp Ground
2 LT GRN/RED Illumination Lamp Voltage Feed
Engine Warm Up Switch Voltage
3 BRN/BLK
Feed
Indicator Lamp Voltage Feed
4 LT GRN/BLU From Engine Warm Up Switch
Signal
5 BLK Illumination Lamp Ground
6 LT GRN/BLU Engine Warm Up Switch Signal
N6A6554E
Connector No. E-138

Connector Color Silver
1 WHT Common 1 Fuel Injector Drive
Connector No. E-138

Connector No. E-140
3 GRN 1 RED Common 2 Fuel Injector Drive
Solenoid Control
2 RED Common 2 Fuel Injector Drive
Fuel Injector Cylinder No. 2 Cylinder #3 Fuel Injector
3 YEL
Solenoid Control
Fuel Injector Cylinder No. 4
N6A6554E
Connector No. E-139

Connector Color Silver N6A6554E

Connector No. E-141
3 BLU 1 WHT Common 1 Fuel Injector Drive
Solenoid Control
Fuel Injector Cylinder No. 3 Cylinder #4 Fuel Injector
3 BLK
Solenoid Control
N6A6554E
Fuel Rail Pressure (FRP) Regulator Connector No. E-113
3 GRN/BLU FRP Sensor 5 Volts Reference
Fuel Temperature (FT) Sensor
1 2
N6A6455E
Connector No. E-116

1 WHT/RED FRP Regulator High Control
N6A6556E
2 GRN/RED FRP Regulator Low Control
Connector No. E-93
Fuel Rail Pressure (FRP) Sensor Connector Color Green
1 BLK FT Sensor Low Reference
LT GRN/
2 FT Sensor Signal
WHT
Glow Plug
N6A6555E
Connector No. E-113

1 BRN FRP Sensor Low Reference
2 WHT FRP Sensor Signal N6A3809E
Connector No. E-3 Connector No. J-190

Connector Color Silver Connector Color Gray
Pin Wire Color Pin Function Test Adapter No. J-35616-16
1 BLK/YEL Power Supply Pin Wire Color Pin Function
1 RED/GRN IAT Sensor Signal
Idle Up Sensor
2 BLK IAT Sensor Low Reference
Intake Throttle Solenoid Valve
1 2 3
1 2
N6A6467E
Connector No. B-281

N6A6469E
Test Adapter No. J-35616-33 Connector No. J-40
Pin Wire Color Pin Function Connector Color Black
1 BLU/RED Idle Up Sensor Low Reference Test Adapter No. J-35616-4A
2 BLU/YEL Idle Up Sensor Signal Pin Wire Color Pin Function
Idle Up Sensor 5 Volts Intake Throttle Solenoid Valve
3 BLU 1 LT GRN
Reference Voltage Feed
LT GRN/ Intake Throttle Solenoid Valve
Intake Air Temperature (IAT) Sensor 2
WHT Control
1 2
N6A6468E
PTO Switch Connector No. J-166
PTO Throttle Sensor Low
3 PNK/BLK
Reference
Vehicle Speed Sensor (VSS)
1 2
N6A6470E
1 2 3
Connector No. B-84

1 BLU/ORG PTO Switch Signal
2 BLK PTO Switch Ground N6A3813E
PTO Throttle Sensor Connector No. J-32

1 BLK/YEL VSS Ignition Voltage
2 BLK VSS Low Reference
3 YEL/GRN VSS Signal
1 2 3
N6A6643E
Connector No. J-166

PTO Throttle Sensor 5 Volts
1 RED
Reference
2 BRN PTO Throttle Sensor Signal
Diagnostic Information and Procedures

General Service Information Malfunction Indicator Lamp (MIL)
Non-OEM Parts Basically, the MIL is turned on when the ECM detects a
DTC that will impact the vehicle emission or
All of the on-board diagnostic (OBD) has been
performance. When the MIL remains “ON” while the
calibrated to run with original equipment manufacturer
engine is running, or when a malfunction is suspected
(OEM) parts. Accordingly, if commercially sold sensor
due to a driveability or emissions problem, a Diagnostic
or switch is installed, it makes a wrong diagnosis and
System Check must be performed. The procedures for
turn on the malfunction indicator lamp (MIL).
these checks are given in Diagnostic System Check -
Aftermarket electronics, such as cellular phones,
Engine Controls.
stereos, and anti-theft devices, may indicate
electromagnetic interference (EMI) into the control
DTC Types
system if they are improperly installed. This may cause
a false sensor reading and turn on the MIL. Characteristic of Code
• Stores a DTC on the first trip with a fail
Poor Vehicle Maintenance • Dose not request illumination of any lamp
The sensitivity of OBD will cause the MIL turn on if the
vehicle is not maintained properly. Restricted oil filters, Reading Flash Diagnostic Trouble Codes (DTC)
fuel filters, and crankcase deposits due to lack of oil The provision for communicating with the ECM is the
changes or improper oil viscosity can trigger actual Data Link Connector (DLC). The DTCs stored in the
vehicle faults that were not previously monitored prior ECM memory can be read either through a hand-held
to OBD. Poor vehicle maintenance cannot be classified diagnostic scanner such as Tech 2 plugged into the
as a “non-vehicle fault”, but with the sensitivity of OBD DLC or by counting the number of flashes of the MIL
diagnostics, vehicle maintenance schedules must be when the diagnostic test terminal of the DLC is
more closely followed. grounded. The DLC terminal “1” (diagnostic request) is
pulled “Low” (grounded) by jumped to DLC terminal “4”,
Visual / Physical Engine Compartment Inspection which is a ground wire. Once terminals “1” and “4” have
Perform a careful visual and physical engine been connected, the ignition switch must be moved to
compartment inspection when performing any the “ON” position, with the engine not running. The MIL
diagnostic procedure or diagnosing the cause of an will indicate a DTC three times is a DTC is present and
emission test failure. This can often lead to repairing a history. If more than one DTC has been stored in the
problem without further steps. Use the following ECM’s memory, the DTCs will be output numerical
guidelines when performing a visual / physical order with each DTC being displayed three times. The
inspection: flash DTC display will continue as long as the DLC is
• Inspect all vacuum hoses for punches, cuts, shorted.
disconnects, and correct routing.
• Inspect hoses that are difficult to see behind other
components.
• Inspect all wires in the engine compartment for
proper connections, burned or chafed spots,
pinched wires, contact with sharp edges or contact
with hot exhaust manifolds or pipes.
Basic Knowledge of Tools Required

Lack of basic knowledge of this powertrain when
performing diagnostic procedures could result in an
incorrect diagnosis or damage to powertrain
components. Do not attempt to diagnose a powertrain
problem without this basic knowledge. A basic
understanding of hand tools is necessary to effectively
use this section of the service manual.

! !

! !
! N6A6472E
Reading Diagnostic Trouble Codes (DTCs) with The Operating Procedure

Tech 2 1. Press Enter at start screen.
The procedure for reading DTC(s) is used a diagnostic 2. Select Diagnostic > appropriate vehicle
Tech 2. To read DTCs, use the Tech 2 “Read DTC Info identification > Engine > 4HK1(Common Rail).
As Stored By ECU”.
3. The following table shows, which functions are
used the available equipment versions.
Clearing Diagnostic Trouble Codes (DTCs) with The
Tech 2 or without Tech 2
F0: Diagnostic Trouble Codes
Do not clear DTCs unless directed to do so by the
F0: Read DTC Info As Stored By ECU
service information provided for each diagnostic
procedure. To clear DTCs, use with the Tech 2 “Clear F1: Clear DTC Information
DTC Information”. If there is no Tech 2, clear with F1: Data Display
accelerator pedal operation. F2: Snapshot
F3: Actuator Test
Notice:
A history DTC clears after 20 consecutive driving F0: Fuel System
cycles without a fault. F0: Rail Pressure Control
F1: Injector Balancing
DTC Clear Method with Accelerator Pedal Operation F2: Injection Timing
1. Turn ON the ignition, with the engine OFF. F3: Pre Injection Stop
2. Use a jumper wire and the DLC terminal “1” F4: Injector Forced Drive
(diagnostic request) is pulled “Low” (grounded) by
F1: Device Controls
jumped to DLC terminal “4”.
F0: Glow Plug Relay
3. Depress accelerator pedal within 1 – 3 seconds.
F1: Exhaust Brake Control
4. Release accelerator pedal within 1 – 3 seconds.
F2: EGR Control
F4: Programming
F0: Injector ID Code
F0: Injector ID Code
F1: ID Code Registration
Notice: F2: Upload ID Code
DO NOT touch the accelerator pedal when it is F3: Download ID Code
released. N6A6473E
Tech 2 Scan Tool

Isuzu recommend using Tech 2. Refer to the Tech 2
Users Guide for proper start up procedures.
F0: Diagnostic Trouble Codes Refer to the Tech 2 Output Controls in this section.
The purpose of this mode is to display stored trouble
F4: Programming
code in the ECM. When “Clear DTC Information” is
selected, “Clear DTC Information”, warning screen The purpose of this mode is to program the fuel injector
appears. This screen informs you that by cleaning ID code into the ECM if the fuel injector or ECM is to be
DTCs “all stored DTC information in the ECM will be replaced.
erased”.
F1: Data Display Tech 2 Data List

The purpose of this mode is to continuously monitor The Tech 2 Data List contains all engine related
data parameters. The current actual values of all parameters that are available on the Tech 2. Use the
important sensors and signals, solenoid commands in Tech 2 Data List only after the following is determined:
the system are display through this mode. • The Diagnostic System Check – Engine Controls
Refer to the Tech 2 Data List in this section. is completed.
• No diagnostic trouble codes (DTCs) are present.
F2: Snapshot
• On-board diagnostics are functioning properly.
“Snapshot” allow you to focus on making the condition Tech 2 values from a properly running engine may be
occur, rather than trying to view all of the data in used for comparison with the engine you are
anticipation of the fault. The snapshot will collect diagnosing. The Tech 2 Data List represents values
parameter information around a trigger point that you that would be seen on a normal running engine.
select.
Refer to the Tech 2 user instructions for more Important:
information. A Tech 2 that displays faulty data should not be used.
The Tech 2 problem should be reported to the
F3: Actuator Test manufacturer. Use of a faulty Tech 2 can result in
The purpose of this mode is to check for correct misdiagnosis and unnecessary parts replacement.
operation of electronic system actuators. Using Only the parameters listed below are referenced in this
actuator test menus can test the state of each actuator service manual for use in diagnosis.
and related sensors. Especially when DTC cannot be
detected, a faulty circuit can be diagnosed by testing.
Even DTC has been detected, the circuit tests using
these menus could help discriminate between a
mechanical trouble and an electrical trouble.
Typical Data Value at Typical Data Value at 1600

Tech 2 Parameter Units Displayed
Engine Idle RPM
Operating Conditions: Engine Idling or 1600 RPM / Engine Coolant Temperature is between 75-85°C (167-185°F) / Accelerator
Pedal is Constant / Neutral / Accessories OFF / Vehicle Located at Sea Level
Ignition Voltage V 22.0 – 30.0 22.0 – 30.0
Battery Voltage V 22.0 – 30.0 22.0 – 30.0
Desired Idle Speed RPM 650 650
Engine Speed RPM 600 – 700 1550 – 1650
APP Sensor 1 (Accelerator Pedal Position) V 0.3 – 0.7 1.2 – 1.6
APP Sensor 2 (Accelerator Pedal Position) V 4.1 – 4.5 3.4 – 3.8
Accelerator Pedal Position (APP) Angle % 0 20 – 26
Differential Fuel Rail Pressure MPa / psi -5 – 5 MPa / -725 – 725 psi -5 – 5 MPa / -725 – 725 psi
Fuel Rail Pressure Sensor V 1.4 – 1.6 More than 2.0 volts
Shutoff Mode /
Rail Pressure Feedback Wait Mode / Feedback Mode Feedback Mode
Feedback Mode
Fuel Rail Pressure (FRP) Regulator Command % 35 – 45 30 – 40
FRP Regulator Feedback mA 900 – 1300 800 – 1200
Coolant Temperature Sensor V 0.4 – 0.6 0.4 – 0.6
Typical Data Value at Typical Data Value at 1600

Tech 2 Parameter Units Displayed
Engine Idle RPM
Coolant Temperature °C / °F 75 – 85°C / 167 – 185°F 75 – 85°C / 167 – 185°F
Intake Air Temperature Sensor V 1.1 – 2.1 1.1 – 2.1
Intake Air Temperature °C / °F 20 – 40°C / 68 – 104°F 20 – 40°C / 68 – 104°F
Fuel Temperature Sensor V 2.4 – 2.8 2.4 – 2.8
Fuel Temperature °C / °F 20 – 50°C / 50 – 122°F 20 – 50°C / 50 – 122°F
Nearly 2.3 volts at sea Nearly 2.3 volts at sea
Barometric Pressure Sensor V
level level
Nearly 100 KPa / 14.5 psi Nearly 100 KPa / 14.5 psi
Barometric Pressure KPa / psi
at sea level at sea level
EGR Position Sensor V Less than 1.5 volts Less than 2.0 volts
EGR Position Variance % -5 – 5% -5 – 5%
EGR Solenoid Command % Less than 20% Less than 30%
Less than 1.3 volts at sea
Boost Pressure Sensor V Nearly 1.0 volt at sea level
level
Nearly 100 KPa / 14.5 psi Less than 115 KPa / 16.7
Boost Pressure KPa / psi
at sea level psi at sea level
ASR System Command APP Angle % 100 100
Vehicle Speed Km/h / MPH 0 0
3/st
Cylinder 1 Compensation mm -5.0 – 5.0 (Varies) 0.0
Cylinder 2 Compensation mm3/st -5.0 – 5.0 (Varies) 0.0
Halt Mode / Wait
Engine Mode Mode / Crank Fuel Mode Fuel Mode
Mode / Fuel Mode
Engine Warm Up Switch On / Off Off Off
Ignition Switch On / Off On On
Starter Switch On / Off Off Off
Clutch Pedal Switch Applied / Release Released Released
Park / Neutral Switch On / Off On On
Parking Brake Switch Applied / Released Applied Applied
Exhaust Brake Switch On / Off Off Off
Exhaust Brake Solenoid Valve Command On / Off Off Off
PTO Switch On / Off Off Off
PTO Remote Throttle Angle % 0 0
PTO Remote Throttle Sensor V Less than 0.4 volts Less than 0.4 volts
Idle Up Sensor V 0.3 – 0.6 0.3 – 0.6
A/C Clutch Switch (Air Conditioning) On / Off Off Off
ABS Exh. Brake Cut Request Yes / No No No
TCM Exh. Brake Cut Request Yes / No No No
Refrigerator Switch On / Off Off Off
Glow Relay Command On / Off Off Off
Glow Indicator Lamp Command On / Off Off Off
Tech 2 Data Definitions Differential Fuel Rail Pressure
This parameter displays the difference of actual and
A list of each message displayed on the Tech 2 will be
desired fuel rail pressure (actual value – desired value)
explained in Engine Controls. This information will
as calculated by the ECM using the signal from the fuel
assist in emission or driveability problems. The displays
rail pressure (FRP) sensor. The negative value is
can be viewed while the vehicle is being driven. Always
indicating a lower actual fuel rail pressure. The positive
perform the Diagnosis System Check – Engine
value is indicating a higher actual fuel rail pressure.
Controls first. The Diagnostic System Check will
confirm proper system operation. Fuel Rail Pressure Sensor
This parameter displays the voltage signal sent to the
Ignition Voltage
ECM from the fuel rail pressure (FRP) sensor. FRP
This parameter displays the ignition voltage measured
sensor is a range of values indicating a low voltage
at the ignition feed circuit of the ECM. Voltage is
when the fuel rail pressure is low to a high voltage
applied to the ECM when the ignition switch is ON
when the fuel rail pressure is high.
position.
Rail Pressure Feedback
Battery Voltage
This parameter displays the state of the fuel rail
This parameter displays the battery voltage measured
pressure feedback to the ECM. Wait Mode indicates
at the ECM main relay switched voltage feed circuit of
the ignition switch is turned ON position. Feedback
the ECM. Voltage is applied to the ECM when the ECM
Mode indicates the engine is during crank or run.
main relay is energized.
Shutoff Mode indicates the ignition switch is turned
Desired Idle Speed OFF position.
This parameter displays the idle speed requested by
Fuel Rail Pressure (FRP) Regulator Command
the ECM. The ECM will change desired idle speed
This parameter displays the fuel rail pressure (FRP)
based on engine coolant temperature (ECT) and Idle
regulator control duty ratio signal based on inputs to the
up sensor status.
ECM from various engine sensors. The Tech 2 will
Engine Speed display a low percentage when the FRP regulator is
This parameter displays the speed of the crankshaft as controlled to open (fuel supply quantity to the fuel rail is
calculated by the ECM based on inputs from the increased). The Tech 2 will display a high percentage
crankshaft position (CKP) sensor or camshaft position when the FRP regulator is controlled to close (fuel
(CMP) sensor. The Tech 2 will display the engine speed supply quantity to the fuel rail is reduced).
in revolution per minute (RPM).
FRP Regulator Feedback
APP Sensor 1 (Accelerator Pedal Position) This parameter displays the fuel rail pressure (FRP)
This parameter displays the voltage signal sent to the regulator control feedback current as calculated by the
ECM from the accelerator pedal position (APP) sensor ECM. The Tech 2 will display a low current when the
1 of the APP sensor assembly. APP sensor 1 is a range FRP regulator is controlled to open (fuel supply
of values indicating a low voltage when the accelerator quantity to the fuel rail is increased). The Tech 2 will
pedal is not depressed to a high voltage when the display a high current when the FRP regulator is
accelerator pedal is fully depressed. controlled to close (fuel supply quantity to the fuel rail is
reduced).
APP Sensor 2 (Accelerator Pedal Position)
This parameter displays the voltage signal sent to the Coolant Temperature Sensor
ECM from the accelerator pedal position (APP) sensor This parameter displays the voltage signal sent to the
2 of the APP sensor assembly. APP sensor 2 is a range ECM from the engine coolant temperature (ECT)
of values indicating a high voltage when the accelerator sensor. Coolant temperature sensor is a range of value
pedal is not depressed to a low voltage when the indicating a low voltage when the temperature is high
accelerator pedal is fully depressed. and a high voltage when the temperature is low.
Accelerator Pedal Position (APP) Angle Coolant Temperature
This parameter displays the angle of the accelerator This parameter displays the temperature of the engine
pedal as calculated by the ECM using the signals from coolant as calculated by the ECM using the signal from
the accelerator pedal position sensors. The APP the engine coolant temperature (ECT) sensor. The
indicated angle is a range of values indicating a low Tech 2 will display a low temperature when the ECT
percentage when the accelerator pedal is not sensor signal voltage is high, and a high temperature
depressed to a high percentage when the accelerator when the ECT sensor signal voltage is low.
pedal is fully depressed.
Intake Air Temperature Sensor
ECM from the intake air temperature (IAT) sensor. IAT
is a range of value indicating a low voltage when the
temperature is high and a high voltage when the
temperature is low.
Intake Air Temperature Boost Pressure Sensor
This parameter displays the temperature of the intake This parameter displays the voltage signal sent to the
air as calculated by the ECM using the signal from the ECM from the boost pressure sensor. Boost pressure
intake air temperature (IAT) sensor. The Tech 2 will sensor is a range of values indicating a low voltage
display a low temperature when the IAT sensor signal when the boost pressure is low (idle or lower engine
voltage is high, and a high temperature when the IAT load) and a high voltage when the boost pressure is
sensor signal voltage is low. high (higher engine load).
Fuel Temperature Sensor Boost Pressure
This parameter displays the voltage signal sent to the This parameter displays the boost pressure in the
ECM from the fuel temperature (FT) sensor. FT sensor intake duct as calculated by the ECM using the signal
is a range of value indicating a low voltage when the from the boost pressure sensor. The Tech 2 will display
temperature is high and a high voltage when the a low boost pressure when the low engine load to a
temperature is low. high boost pressure when the high engine load. Note
that the true boost pressure is determined by
Fuel Temperature
subtracting barometric pressure from the actual
This parameter displays the temperature of the fuel as
reading.
calculated by the ECM using the signal from the fuel
temperature (FT) sensor. The Tech 2 will display a low ASR System Command APP Angle
temperature when the FT sensor signal voltage is high, This parameter displays the controlled angle of the
and a high temperature when the FT sensor signal accelerator pedal calculated by the electric hydraulic
voltage is low. control module (EHCU) (ABS module) when anti slip
regulator (ASR) system operated. The Tech 2 will
Barometric Pressure Sensor
display 100% when the ECM is not controlled to reduce
fuel injection quantity. The Tech 2 will display a low
ECM from the barometric pressure (BARO) sensor.
percentage when the ECM is controlled to reduce fuel
BARO sensor is a range of values indicating a low
injection quantity to reduce drive wheels spinning.
voltage in high altitude area to a high voltage in low
altitude area. Vehicle Speed
This parameter indicates the vehicle speed calculated
Barometric Pressure
by the ECM using the signal from the vehicle speed
This parameter displays the barometric pressure
sensor (VSS). The Tech 2 will display a low value at
(BARO) as calculated by the ECM using the signal from
lower vehicle speeds, and a high value at higher
the barometric pressure (BARO) sensor. The Tech 2
vehicle speeds.
will display a low barometric pressure in high altitude
area to a high barometric pressure in low altitude area. Cylinder 1 Compensation
This parameter displays the adjustment of fuel volume
EGR Position Sensor
for cylinder 1 at low engine speed area as calculated by
the ECM. The Tech 2 will display a negative value if the
ECM from the EGR position sensor of the EGR valve.
fuel volume is lowered. The Tech 2 will display a
EGR position sensor is a range of values indicating a
positive value if the fuel volume is increased. If there is
low voltage when the EGR valve is closed to a high
a cylinder that is excessively high or low value, it may
voltage when the EGR valve is opened.
indicate faulty fuel injector, weak or slightly seized
EGR Position Variance cylinder or an incorrectly programmed fuel injector ID
This parameter displays the difference of actual and code.
desired EGR valve position (actual value – desired
Cylinder 2 Compensation
value) as calculated by the ECM using the signal from
This parameter displays the adjustment of fuel volume
the EGR position sensor. The negative value is
for cylinder 2 at low engine speed area as calculated by
indicating a lower actual valve position (more closed).
the ECM. The Tech 2 will display a negative value if the
The positive value is indicating a higher actual valve
position (more opened).
EGR Solenoid Command a cylinder that is excessively high or low value, it may
This parameter displays the EGR valve control duty indicate faulty fuel injector, weak or slightly seized
ratio signal based on inputs to the ECM from various cylinder or an incorrectly programmed fuel injector ID
engine sensors. The Tech 2 will display a low code.
percentage when the EGR valve is controlled to close.
The Tech 2 will display a high percentage when the
EGR valve is controlled to open.
Cylinder 3 Compensation Parking Brake Switch
This parameter displays the adjustment of fuel volume This parameter displays the input state of the parking
for cylinder 3 at low engine speed area as calculated by brake switch to the ECM. The Tech 2 will display
the ECM. The Tech 2 will display a negative value if the Applied or Released. Applied indicates the parking
fuel volume is lowered. The Tech 2 will display a brake lever is pulled position.
Exhaust Brake Switch
This parameter displays the input state of the exhaust
brake switch to the ECM. The Tech 2 will display On or
cylinder or an incorrectly programmed fuel injector ID
Off. On indicates the exhaust brake switch is closing
code.
the exhaust brake request circuit to the ECM and
Cylinder 4 Compensation allowing to energize the exhaust brake solenoid valve
This parameter displays the adjustment of fuel volume and intake throttle solenoid valve depending on driving
for cylinder 4 at low engine speed area as calculated by condition. Off indicates the exhaust brake switch is
the ECM. The Tech 2 will display a negative value if the open and exhaust brake will not engage.
Exhaust Brake Solenoid Valve Command
This parameter displays the commanded state of the
exhaust brake solenoid valve control circuit. The Tech 2
will display On or Off. On indicates the exhaust brake
cylinder or an incorrectly programmed fuel injector ID
solenoid valve is being energized by the ECM. Off
code.
indicates the exhaust brake solenoid valve is not being
Engine Mode commanded On by the ECM.
This parameter displays the state of engine. Wait Mode
PTO Switch
indicates the ignition switch is turned ON position.
This parameter displays the state of the PTO switch to
Crank Mode indicates the engine is during crank. Fuel
the ECM. The Tech 2 will display On or Off. On
Mode indicates the engine is run. Halt Mode indicates
indicates the PTO switch is being pressed by
the ignition switch is tuned OFF position.
controlling the PTO lever or button.
Engine Warm Up Switch
PTO Remote Throttle Angle
This parameter displays the input state of the engine
This parameter displays the angle of the PTO remote
warm up switch to the ECM. The Tech 2 will display On
throttle sensor as calculated by the ECM using the
or Off. On indicates the engine warm up switch is
signal from the PTO remote throttle sensor. The PTO
closing the engine warm up request circuit to the ECM
remote throttle angle is a range of values indicating a
and allowing to energize the exhaust brake solenoid
low percentage when the throttle sensor is not operated
valve and intake throttle solenoid valve depending on
to a high percentage when the throttle sensor is
engine condition. Off indicates the engine warm up
operated.
switch is open.
PTO Remote Throttle Sensor
Ignition Switch
This parameter displays the input state of the ignition
ECM from the PTO remote throttle sensor. The PTO
switch to the ECM. The Tech 2 will display On or Off.
remote throttle sensor is a range of values indicating a
On indicates the ignition switch is turned ON position.
low voltage when the throttle sensor is not operated to
Starter Switch a high voltage when the throttle sensor is operated.
This parameter displays the input state of the starter
Idle Up Sensor
On indicates the ignition switch is turned at START
ECM from the idle up sensor. The idle up sensor is a
position.
range of values indicating a low voltage when the idle
Clutch Pedal Switch up sensor rotates in a counterclockwise direction to a
This parameter displays the state of the clutch pedal high voltage when the idle up sensor rotates in a
switch to the ECM. The Tech 2 will display Applied or clockwise direction.
Released. Released indicates the clutch pedal is not
A/C Clutch Switch (Air Conditioning)
being push down. Applied indicates the clutch switch is
This parameter displays the state of the air conditioning
being depressed.
(A/C) compressor engage. On indicates the ECM
Park / Neutral Switch receiving an A/C compressor On signal. Off indicates
This parameter displays the input state of the neutral the ECM is not receiving an A/C compressor On signal.
On indicates the neutral switch is ON position (actual
position).
ABS Exh. Brake Cut Request Refrigerator Switch
This parameter displays the state of the exhaust brake This parameter displays the state of the refrigerator
cut request to the ECM from the electric hydraulic compressor engage. On indicates the ECM receiving a
control module (EHCU) (ABS module). The Tech 2 will refrigerator compressor On signal. Off indicates the
display Yes or No. Yes indicates the EHCU is ECM is not receiving a refrigerator compressor On
commanding to release the exhaust brake. No signal.
indicates the EHCU is not being commanded to the
Glow Replay Command
ECM.
TCM Exh. Brake Cut Request glow relay control circuit. The Tech 2 will display On or
This parameter displays the state of the exhaust brake Off. On indicates the glow relay control circuit is being
cut request to the ECM from the transmission control grounded by the ECM, allowing voltage to the glow
module (TCM). The Tech 2 will display Yes or No. Yes plugs. Off indicates the glow relay is not being
indicates the TCM is commanding to release the commanded On by the ECM.
exhaust brake. No indicate the TCM is not being
Glow Indicator Lamp Command
commanded to the ECM.
glow indicator lamp control circuit. The glow indicator
lamp should be On when the Tech 2 indicates the glow
indicator lamp command is On. The glow indicator
lamp should be Off when the Tech 2 indicates the glow
indicator lamp command is Off.
Tech 2 Output Controls
Additional Menu
Tech 2 Output Control Descriptions
Selection(s)
The purpose of this test is for checking whether the fuel rail pressure is
changing when commanded within 30 – 80 MPa (4,350 – 11,600 psi) when
Rail Pressure Control Fuel System commanded. Faulty fuel supply pump, fuel rail pressure (FRP) regulator
solenoid, pressure limiter valve or other fuel lines could be considered if the
Differential Fuel Rail Pressure is large.
The purpose of this test is for checking whether the fuel injector is operating
Injector Balancing Fuel System when commanded OFF. Faulty injector(s) could be considered if engine does
not change speed when commanded OFF.
The purpose of this test is for checking whether the main injection timing is
Injection Timing Fuel System
changing when commanded Retard / Advance within -4 – 5°CA.
The purpose of this test is for checking whether the pilot fuel injection is
Pre Injection Stop Fuel System operated when it is commanded to Off. Faulty injector(s) could be considered
if engine noise does not change when commanded Stop.
The purpose of this test is for checking whether the fuel injector is correctly
operating when commanded ON. Faulty injector(s) could be considered if it
Injector Forced Drive Fuel System
does not create a clicking noise (solenoid operating noise), contains an
interrupted noise or has abnormal noise when commanded ON.
The purpose of this test is for checking whether the glow relay is operating
Glow Plug Relay Device Controls when commanded ON. Faulty circuit(s) or a faulty glow relay could be
considered if not energizing when commanded ON.
The purpose of this test is for checking whether the exhaust brake solenoid
valve and intake throttle solenoid valve are operating when commanded ON.
Exhaust Brake Control Device Controls
Faulty circuit(s) or a solenoid valve(s) could be considered if not energizing
when commanded ON.
The purpose of this test is for checking whether the EGR valve is correctly
moved with command. Restricted valve movement by foreign materials,
EGR Control Device Controls
excessive deposits or a faulty valve could be considered if the EGR Position
Variance is large.
Breaker Box
Breaker Box Connection Type A
1 3
CAUTION
To avoid electric shock;
Set the key switch to the "OFF" or "LOCK"
position before checking or repairing the
computer, wiring or/and connectors.
4
5
N6A6474E
Legend
1. Engine Control Module (ECM) 4. Breaker Box
2. Adapter Harness 5. ECM disconnected
3. ECM – Harness Connector
Although probe to the engine control module (ECM)

harness connector is possible by Test Adapter, Breaker
Box Connection Type A is suitable usage to prevent
misprobe and damage of female terminals when test
open circuit or short to ground between the ECM and
electrical components, since the terminals where the
harness connector of the ECM is thin have gathered.
Breaker Box Connection Type B
2
CAUTION
N6A6475E
Legend
1. Engine Control Module (ECM) 4. Breaker Box
2. Adapter Harness 5. ECM connected
3. ECM – Harness Connector
The ECM and other connectors have water proof

terminal that is not allowed to back probe. Breaker Box
Connection Type B is suitable usage to test short to
voltage circuit or signal check between the ECM and
electrical components.
Engine Control System Check Sheet
ENGINE CONTROL SYSTEM CHECK SHEET Inspectors Name

Customer’s Name Model & Model Year
Driver’s Name Chassis No.
Date Vehicle Brought In Engine No.
License No. Odometer Reading Km/miles
Engine Does
Engine does not crank No initial combustion No complete combustion
Not Run
Hard Start Engine cranks slowly Other ( )
Abnormal idling speed High idling speed ( RPM) Low idling speed ( RPM)
Problem Symptoms
Incorrect Idle Rough idling

Other ( )
Hesitation, sag, stumble Surge, chuggles Cut out, misses
Poor
Lack of power, sluggishness, sponginess
Driveability
Other ( )
Soon after starting After accelerator pedal depressed
Engine Stall During A/C operation After accelerator pedal released Shifting from N to D
Other ( )
Black smoke White smoke Poor fuel economy
Others Fuel knock, combustion noise
Other ( )
Dates problem occurred

Constant Intermittently ( times per day/month) Once only
Problem frequency
Other ( )
Fine Cloudy Rainy Snow
Weather
Various/Other ( )
Outside Hot (approx. ) Warm Cool Cold (approx. )
Condition When Problem Occurs
Temperature Any temperature

Highway Suburbs City area Uphill
Place
Downhill Rough road Other ( )
Over (approx. tons) No load
Load Condition
Other (approx. tons)
Engine Cold Warming up After warming up Any temperature
Temperature Other ( )
Starting Just after starting ( Min.) Idling
Racing Driving Constant speed Acceleration
Engine Operation
Deceleration A/C switch On/Off
Other ( )
Fuel Amount Full Above 1/2 Below 1/2 Near empty
Fuel Bland
Condition of MIL Remains On Intermittently turns On Does not turn On
P or U Code
Present Code Nothing )
Diagnostic Trouble No. (
Code (DTC) or Flash
Code P or U Code
History Code Nothing )
Code No. (
Other Additional
Condition
N6A6476E
Diagnostic Starting Point – Engine • Component level DTCs, such as sensor DTCs,
Controls solenoid DTCs, actuator DTCs, and relay DTCs.
Diagnose the multiple DTCs within this category in
Begin the system diagnosis with Diagnostic System numerical order. Begin with the lowest numbered
Check – Engine Controls. The Diagnostic System DTC, unless the diagnostic table directs you
Check – Engine Controls will provide the following otherwise.
information:
• The identification of the control modules which Diagnostic System Check – Engine Controls
command the system.
Important:
• The ability of the control modules to communicate
• DO NOT perform this diagnostic if there is not a
through the serial data circuit.
driveability concern, unless another procedure
• The identification of any stored diagnostic trouble directs you to this diagnostic.
codes (DTCs) and the their statuses.
• Before you proceed with diagnosis, search for
The use of the Diagnostic System Check – Engine
applicable service bulletins.
Controls will identify the correct procedure for
diagnosing the system and where the procedure is • Unless a diagnostic procedure instructs you, DO
located. NOT clear the DTCs.
• If there is a condition with the starting system, refer
Important: to the starting system section in the engine
Engine Control System Check Sheet must be used to mechanical.
verify the customer complaint, you need to know the • Ensure the battery has a full charge.
correct (normal) operating behavior of the system and
• Ensure the battery cables (+) (−) are clean and
verify that the customer complaint is a valid failure of
tight.
the system.
• Ensure the ECM grounds are clean, tight, and in
the correct location.
Diagnostic System Check – Engine • Ensure the ECM harness connectors are clean
Controls and correctly connected.
Description • Ensure the ECM terminals are clean and correctly
The Diagnostic System Check – Engine Controls is an mating.
organized approach to identifying a condition that is • Ensure the vehicle maintenance has been done
created by a malfunction in the electronic engine enough.
control system. The Diagnostic System Check must be • Ensure the Fuel Injector ID Code Data is correctly
the starting point for any driveability concern. The programmed.
Diagnostic System Check directs the service technician • If there are fuel system DTC’s (P0087, P0088,
to the next logical step in order to diagnose the P0089, P1093, P1094 or P1095), diagnose sensor
concern. Understanding and correctly using the DTCs, solenoid DTCs, actuator DTCs and relay
diagnostic table reduces diagnostic time, and prevents DTCs FIRST.
the replacement of good parts.
Test Description
The numbers below refer to the step numbers on the
diagnostic table.
1. Lack of communication may be because of a partial
or a total malfunction of the Keyword 2000 serial data
circuit. The specified procedure determines the
particular condition.
4. The presence of DTCs which begin with U, indicate
that some other module is not communicating.
10. If there are other modules with DTCs set, refer to
the DTC list. The DTC list directs you to the appropriate
diagnostic procedure. If the control module stores
multiple DTCs, diagnose the DTCs in the following
order.
Step Action Value(s) Yes No

1. Install the Tech 2.
2. Turn ON the ignition, with the engine OFF.
3. Attempt to establish communication with the
listed control modules.
• Engine control module (ECM)
• Transmission control module (TCM)
1 (Smoother only) —
• Hill start aid (HSA) control module (If so
equipped)
• Supplemental restraint system (SRS)
control module (If so equipped) Go to Tech 2 Does
Not Communicate
Does the Tech 2 communicate with all the listed with Keyword
control modules? Go to Step 2 Device
Attempt to start the engine. Go to Engine
2 — Cranks but Does
Does the engine start and idle? Go to Step 3 Not Run
Select the DTC display function for the following
control modules:
• ECM
3 • TCM (Smoother only) —
• HSA control module (If so equipped)
• SRS control module (If so equipped)
Does the Tech 2 display any DTCs? Go to Step 4 Go to Step 11

Does the Tech 2 display DTCs which begin with a U
4 or other control module communication fault — Go to Applicable
DTCs? DTC Go to Step 5
Does the Tech 2 display ECM DTCs P0601, P0603, Go to Applicable
5 —
P0606, P0611, P0612 or P1630? DTC Go to Step 6
Does the Tech 2 display ECM DTC P1625? Go to Applicable
6 —
DTC Go to Step 7
7 —
P1633, P1634 or P1635? DTC Go to Step 8
8 —
P0336, P0340, P0341 or P1345? DTC Go to Step 9
9 —
P0202, P0203, P0204, P1261 or P1262? DTC Go to Step 10
Is there any other code in any controller that has Go to Applicable
10 —
not been diagnosed? DTC Go to Step 11
Is the customer’s concern with the transmission? Go to Diagnostic
System Check –
11 —
Transmission
Controls Go to Step 12
Is the customer’s concern with the HSA system? Go to Diagnostic
12 — System Check –
HSA Controls Go to Step 13
Is the customer’s concern with the SRS airbag Go to Diagnostic
13 system? — System Check –
SRS Controls Go to Step 14

1. Review the following symptoms.
2. Refer to the applicable symptom diagnostic
table:
• Hard Start
• Rough, Unstable, or Incorrect Idle and
Stalling
• High Idle
• Cuts Out, Misses
14 • Surge / Chuggles —
• Lack of Power, Sluggishness, or
Sponginess
• Hesitation, Sag, Stumble
• Fuel Knock / Combustion Noise
• Poor Fuel Economy
• Excessive Smoke (Black Smoke)
• Excessive Smoke (White Smoke)
Go to Intermittent
Did you find and correct the condition? System OK Conditions
Tech 2 Does Not Communicate with Keyword Device
Circuit Description • A Keyword serial data circuit open.
The engine control module (ECM), transmission control • A Keyword serial data circuit shorted to ground.
module (TCM) and supplemental restraint system • A Keyword serial data circuit shorted to voltage.
(SRS) control module communicates with the Tech 2 • An internal condition within a module or connector
over the Keyword 2000 serial data link. The hill start aid on the Keyword serial data circuit, that causes a
(HSA) control module communicates with the Keyword short to voltage or ground to the Keyword serial
82 serial data link. However, the ECM, TCM, electric data circuit.
hydraulic control module (EHCU) (ABS module) and
the data recording module (DRM) communicate with Tech 2 Does Not Communicate with Keyword 2000
each other over the controller area network (CAN) link. Device
The CAN link is not used for communication with the
Tech 2 and is shared only among each module. Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Controls
Diagnostic Aids Connector End Views or Engine Control Module (ECM)
Connector End Views
The following conditions will cause a loss of Keyword
serial data communication between the TCM, SRS
control module and HSA control module or between the
Tech 2 and any control module:

Did you perform the Diagnostic System Check – Go to Diagnostic
1 Engine Controls? — System Check –
Go to Step 2 Engine Controls
3. Attempt to communicate with the listed control
modules.
• Engine control module (ECM)
• Transmission control module (TCM)
2 (Smoother only) —
• Hill start aid (HSA) control module (If so
equipped)
• Supplemental restraint system (SRS)
control module (If so equipped)
Does the Tech 2 communicate with all the listed

control modules? Go to Step 3 Go to Step 8
Does the Tech 2 communicate with the ECM? Go to Lost
3 — Communication with
Go to Step 4 The ECM
Does the Tech 2 communicate with the TCM? Go to Diagnostic
System Check –
4 —
Transmission
Go to Step 5 Controls
Does the Tech 2 communicate with the HSA control Go to Diagnostic
5 module? — System Check –
Go to Step 6 HSA Controls
Does the Tech 2 communicate with the SRS control Go to Diagnostic
6 module? — System Check –
Go to Step 7 SRS Controls
Test the Keyword serial data circuit for an
intermittently short to ground or intermittently short
to voltage. Then, test the Keyword serial data
7 circuit for an intermittently open (based on which —
control module did not communicate) at the
connection in the circuit.
Did you find and correct the condition? Go to Step 17 System OK


1. Turn OFF the ignition.
2. Disconnect the ECM E-111 and J-191 harness
connectors.
8 —
4. Attempt to communicate with the TCM, HSA
control module and SRS control module.
Does the Tech 2 communicate with the TCM, HSA

control module and SRS control module? Go to Step 13 Go to Step 9
2. Reconnect the ECM E-111 and J-191 harness
connectors.
3. Disconnect the TCM B-425, B-426, B-427 and
B-428 harness connectors.
9 —
5. Attempt to communicate with the ECM, HSA
Does the Tech 2 communicate with the ECM, HSA

control module and SRS control module? Go to Step 14 Go to Step 10
2. Reconnect the TCM B-425, B-426, B-427 and
B-428 harness connectors.
3. Disconnect the HSA control module B-285
harness connectors.
10 —
5. Attempt to communicate with the ECM, TCM
and SRS control module.
Does the Tech 2 communicate with the ECM, TCM

and SRS control module? Go to Step 15 Go to Step 11
2. Reconnect the HSA control module B-285
harness connectors.
3. Disconnect the SRS B-243 control module
harness connector.
11 4. Turn ON the ignition, with the engine OFF. —
5. Attempt to communicate with the ECM, TCM

and HSA control module.
Does the Tech 2 communicate with the ECM TCM

and HSA control module? Go to Step 16 Go to Step 12
Repair the short to ground or short to voltage on
the Keyword serial data circuit between the DLC
12 and ECM, TCM, HSA control module and SRS —
control module.
Did you complete the repair? Go to Step 17 —

Important:
Replacement ECM must be programmed.
Replace the ECM. Refer to Engine Control Module
13 (ECM) Replacement / Fuel Injector ID Code Data —
Programming in this section.
Did you complete the replacement? Go to Step 17 —


Replace the TCM. Refer to Transmission Control
Module (TCM) Replacement in the transmission
14 section. —

Replace the HSA control module. Refer to Hill Start
Aid (HSA) Control Module Replacement in the
15 brake section. —

Replace the SRS control module. Refer to
Supplemental Restraint System (SRS) control
16 module Replacement in the restraint system —
section.

Attempt to communicate with the ECM, TCM, HSA
17 —
Does the Tech 2 communicate with the ECM, TCM,
HSA control module and SRS control module? System OK Go to Step 2
Lost Communication with The Engine Control Module (ECM)
Circuit Description Lost Communication with The Engine Control
The engine control module (ECM), transmission control Module (ECM)
module (TCM) and supplemental restraint system Schematic Reference: Engine Controls Schematics
(SRS) control module communicates with the Tech 2 Connector End View Reference: Engine Controls
over the Keyword 2000 serial data link. The hill start aid Connector End Views or Engine Control Module (ECM)
(HSA) control module communicates with the Keyword Connector End Views
82 serial data link. However, the ECM, TCM, electric
hydraulic control module (EHCU) (ABS module) and
the data recording module (DRM) communicate with
each other over the controller area network (CAN) link.
The CAN link is not used for communication with the
Tech 2 and is shared only among each module.

Attempt to establish engine control module (ECM)
2 communications with the Tech 2. — Go to Intermittent
Does the ECM communicate with the Tech 2? Conditions Go to Step 3
Check the ECM E-111 and J-191 connectors for
3 poor connections. —
Did you find and correct the condition? Go to Step 15 Go to Step 4
2. Check the ECM (40A) slow blow fuse, ECM
(10A) fuse and Engine (IG) (10A) fuse.
Replace and retest if open. If any fuse
continues to open, check for a short to ground
on each circuit fed by that fuse.
4 4. Disconnect the ECM J-191 harness —
connector.
6. Connect a test lamp to ground and check for
voltage at the ignition voltage supply circuit at
the ECM (pin 24 of J-191 connector).
Does the test lamp illuminate? Go to Step 5 Go to Step 12

2. Connect a DMM between the Keyword serial
data circuit at the ECM (pin 38 of J-191
connector) and the data link connector (DLC)
(pin 7 of B-79 connector).
5 —
3. Test the circuits for an open circuit or high
resistance.
4. Repair the circuit(s) as necessary.

Important:
An open in a ground circuit at the ECM will not
cause a loss of communication.
6 1. Check ECM ground for corrosion and —

tightness.
2. Clean or tighten grounds as necessary.


2. Reconnect the ECM harness connector if
previously disconnected.
7 4. Replace the ECM main relay with the glow —
relay or replace with a known good relay.
5. Attempt to establish Tech 2 communications
with the ECM.
Does the ECM communicate with the Tech 2? Go to Step 13 Go to Step 8

2. Remove the ECM main relay.
4. Using a test lamp, check for battery voltage at
8 both of the battery voltage supply circuits to —
the ECM main relay (pins 3 and 4 of X-18
connector).
5. Repair the open in the circuit(s) as necessary.

1. Reinstall the ECM main relay.
2. Turn the ignition ON and OFF while listening
or feeling for the ECM main relay click. Wait 7
9 seconds between transitions. —
Does the ECM main relay click when the ignition is

turned ON or OFF? Go to Step 11 Go to Step 10
Repair the ECM main relay ground circuit between
the ECM main relay (pin 5 of X-18 connector) and
chassis ground terminal (J-9) for the following
conditions:
10 • An open circuit —
• High resistance or a poor connection at ECM
main relay and ground terminal

1. Test the ECM main relay voltage feed circuit to
the ECM (pins 2 and 5 of J-191 connector) for
the following conditions:
• An open circuit
11 • High resistance or a poor connection at —
ECM and ECM main relay

Repair the open in the ignition voltage circuit to the
12 ECM. —
Replace the ECM main relay.
13 —
Important:


2. Reconnect all previously disconnected fuse,
relay and harness connector(s).
15 3. Turn the ignition ON with the engine OFF. —
4. Attempt to establish Tech 2 communications
with the ECM.
Does the Tech 2 communicate with the ECM? System OK Go to Step 3

Engine Cranks but Does Not Run
Description Diagnostic Aid
The Engine Cranks but Does Not Run diagnostic table If an intermittent condition is suspected, refer to
is an organized approach to identifying a condition that Intermittent Conditions in this section.
causes an engine to not start. The diagnostic table
directs the service technician to the appropriate system Test Description
diagnosis. The diagnostic table assumes the following The numbers below refers to the step number on the
conditions are met: diagnostic table.
• The battery is completely charged and terminals 5. If the fuel rail pressure (FRP) regulator low control
are cleaned and tight. circuits between the ECM and the FRP regulator are
• The engine cranking speed is normal. shorted to ground, FRP Regulator Feedback will be
• There is adequate fuel in the fuel tank. approximately 300 mA or more low as compared with
normal.
• There is no fuel leak in the fuel line.
• There is no air in the fuel line. Engine Cranks but Does Not Run
• Filters (Air, Fuel) are clean. Schematic Reference: Engine Controls Schematics
• Fuse and slow blow fuse are normal. Connector End View Reference: Engine Controls
Connector End Views or Engine Control Module (ECM)
Notice: Connector End Views
• The engine will start even if exhuast brake is fully
engage.

2. Turn OFF the ignition for 30 seconds.
3. Crank the engine for specified amount of time.
2 4. Monitor the Diagnostic Trouble Code (DTC) 15 seconds
Information with the Tech 2.
Go to Diagnostic
Does the Tech 2 display any DTCs that failed this Trouble Code (DTC)
ignition? List Go to Step 3
2. Wait 2 minutes for the fuel pressure to bleed
down from the fuel rail.
3. Turn ON the ignition, with the engine OFF. DO
3 NOT start the engine. 0.9 – 1.0 Volts
4. Observe the Fuel Rail Pressure (FRP) Sensor
parameter with a Tech 2.
Is the FRP Sensor parameter the specified value? Go to Step 4 Go to Step 6

Notice:
If the vehicle has run out of fuel, air may be trapped
in the fuel system.
1. Make sure the fuel tank(s) have adequate fuel
and the fuel quality is good (take a sample).
4 1.4 Volts
2. Observe the FRP Sensor parameter on the
Tech 2 while cranking over the engine for 5
seconds.
Does the FRP Sensor reach the specified value

during crank? Go to Step 9 Go to Step 5

Observe the FRP Regulator Feedback parameter
on the Tech 2 while cranking over the engine for 5
5 seconds. 800 mA Go to Fuel System
Does the SCV Feedback parameter more than the Check in the Fuel
specified value during crank? System Section Go to Step 8
2. Disconnect the FRP sensor harness
connector.
3. Inspect for an intermittent, for poor
connections and corrosion at the harness
connector of the FRP sensor (pins 1, 2 and 3
of E-113 connector).
4. Disconnect the ECM harness connector.
6 —
connections and corrosion on each FRP
sensor circuit at the harness connector of the
ECM (pins 82, 87, 90 and 101 of E-111
connector).
6. Test for high resistance on each FRP sensor
circuit.
7. Repair the connection(s) or circuit(s) as
necessary.

Replace the FRP sensor. Refer to Fuel Rail
Pressure (FRP) Sensor Replacement in this
7 section. —

1. Test the FRP regulator low control circuits
between the engine control module (ECM)
(pins 89 and 97 of E-111 connector) and the
FRP regulator (pin 2 of E-116 connector) for a
8 —
short to ground.

1. Check for normal readings at key up for the
following sensor inputs: Use the Tech 2 Data
List or a known good vehicle to determine
nominal values.
• Coolant Temperature
• Barometric Pressure (BARO)
9 —
• Boost Pressure Sensor
• EGR Valve Position Sensor
2. Repair the circuit(s) or replace the sensor as
necessary.


1. Other possible causes for the no-start
condition:
• Engine mechanical timing
• Flywheel installed incorrectly causing the
crankshaft position (CKP) sensor to be
incorrectly timed to the engine.
Disconnect sensor and attempt to start
10 engine to verify. —
• Heavily restricted intake or exhaust
plugged solid.
• Poor engine compression.
• Water or gasoline contamination in fuel.
2. Repair as necessary.
Did you find and correct the condition? Go to Step 12 —

Important:

1. Reconnect all previously disconnected
harness connector(s).
12 2. Turn OFF the ignition for 30 seconds. —

3. Attempt to start the engine.
Does the engine start and continue to run? Go to Step 13 Go to Step 2

Observe the DTC information with the Tech 2. Go to Diagnostic
13 — Trouble Code (DTC)
Are there any DTCs that you have not diagnosed? List System OK
Engine Starts and Stalls
Description Inspect harness connectors for backed-out
The engine control module (ECM) constantly monitors terminals, improper mating, broken locks,
the information from various sensors. The ECM improperly formed or damaged terminals, and poor
controls the systems that affect engine performance. terminal-to-wire connection.
The ECM performs the diagnostic function of the • Damaged harness
system. The ECM can recognize operational Inspect the wiring harness for damage, shorts to
conditions, alert the driver through the malfunction ground, shorts to battery, and open circuits. If the
indicator lamp (MIL), and store diagnostic trouble harness appears to be OK, observe the power
codes (DTCs). DTCs identify the faulty areas to aid the supply or data list display on the Tech 2 while
technician in making repairs. moving connectors and wiring harnesses related to
The main relay supplies power to external output the main relay. A change in the scan tool display
devices. will indicate the location of the fault.
• Air / water or gasoline contamination in the fuel
Diagnostic Aid system.
• Poor connection at the main relay
Engine Starts and Stalls

Does the engine fail to start? Go to Engine
2 — Cranks but Does
Not Run Go to Step 3
1. Perform the following checks before
proceeding with this chart.
• Make sure the idle up control knob to the
lowest position. (Full counterclockwise
direction)
• Check for an adequate supply of fuel in
the fuel tank(s) and the quality of the fuel
(water or gasoline contamination). If the
outside temperature is very cold, the fuel
may be gelled.
• Check the battery cables for corrosion
and for tightness.
3 • Make an under cab visual inspection for —
obvious fuel leaks and for fuel system
line problems.
• Make a vehicle inspection for obvious
intake or exhaust restrictions (collapsed
induction tubing or crushed exhaust).
• Check the engine control module (ECM)
connectors and ring terminal grounds for
tightness.
• Check the engine oil level viscosity and
quality.


1. Turn ON the ignition with the engine OFF.
2. Install the Tech 2 if not installed.
3. Observe the following parameters for skewed
sensor readings:
• Fuel Rail Pressure (FRP) Sensor with the
engine OFF. The FRP Sensor should
read 0.9 – 1.0 volt with the key ON and
engine OFF. After the engine has
stopped running for a minimum 2
minutes.
• Boost Pressure and Barometric Pressure
(BARO) with the engine OFF. The Boost
4 Pressure and BARO parameters should —
be within 7.0 kPa (1.0 psi) each other.
• Coolant Temperature with the engine
OFF and a cold engine. The Coolant
Temperature, Intake Air Temperature and
Fuel Temperature parameters should be
within 5°C (9°F) each other.
4. Refer to the Tech 2 Data List for nominal
values.
5. Refer to appropriate DTC or schematic if a
problem was found and repair as necessary.

1. Other possible causes of engine stall:
• Incorrect crankshaft to camshaft timing or
sensor tooth / gear surface damage /
incorrect machining
• Poor fuel quality (water or gasoline
contamination)
• Fuel supply pump problem. Perform the
Rail Pressure Control test with the Tech
2. The Differential Fuel Rail Pressure
parameter should be within ± 5 MPa (±
725 psi) when commanded pressure
range.
• Fuel injector(s) problem. Perform the
5 Injector Balancing test with the Tech 2. —
Repair the wire or replace the
appropriate fuel injector that does not
change engine speed when commanded
OFF. Perform the Injector Forced Drive
test with the Tech 2. Repair the wire or
replace the appropriate fuel injector that
does not create a clicking noise (solenoid
operating noise).
• ECM main relay circuit malfunction Possible fuel
• ECM power / grounding problem related. Refer to
2. Repair as necessary. Fuel System Check
in the Fuel System
Did you find and correct the condition? Go to Step 6 Section
2. Start the engine and accelerate up and down
6 the RPM band. —
Does the engine continue to run? System OK Go to Step 2

Diagnostic Trouble Code (DTC) List
Flash MIL Condition for Running Condition for Setting the

DTC DTC Name Possible Cause
Code Status the DTC DTC
P0087 227 ON Fuel Rail • DTCs P0090, Either of following • Fuel leaking at high
Pressure (FRP) P0192, P0193, condition is met: pressure side.
Too Low P0201 – P0204, • The ECM detects • Loss fuel or less fuel in
P0611, P0612, that the FRP sensor the fuel tank.
P1095, P1261, signal voltage is 1.0 • Pressure limiter valve
P1262, P1630 and volt for 10 seconds opening pressure drop.
P1635 are not set. when the engine
• Faulty fuel injector.
• The ignition switch is speed is between 0
ON. – 600 RPM. • Fuel suction side
looseness, kinks or
• The ignition voltage • The ECM detects
blocked.
is more than 18 that the FRP sensor
volts. signal voltage is less • Faulty or clogged fuel
than 1.2 volts for 10 filter.
seconds when the • FRP sensor circuit is
engine speed is intermittently open
higher than 900 circuit, poor connection
RPM. or corrosion.
• FRP sensor circuit high
resistance.
• FRP regulator circuit is
intermittently open
circuit, poor connection
or corrosion.
• FRP regulator circuit
high resistance.
• Faulty FRP sensor.
• Faulty FRP regulator.
• Faulty fuel supply pump.
P0088 118 ON Fuel Rail • DTCs P0192, First Stage DTC • Loss fuel or less fuel in
Pressure (FRP) P0193, P1630 and • The ECM detects the fuel tank.
Too High P1635 are not set. that the FRP sensor • Faulty fuel injector.
• The ignition switch is signal voltage is • Fuel suction side
ON. more than 3.9 volts looseness, kinks or
• The ignition voltage for longer than 10 blocked.
is more than 18 second.
• Faulty or clogged fuel
volts. Second Stage DTC
filter.
• The engine is • The ECM detects
• FRP sensor circuit is
running. that the FRP sensor
intermittently open
signal voltage is
more than 4.0 volts
or corrosion.
for longer than 10
second during the • FRP sensor circuit high
ignition cycle after resistance.
first stage has • FRP regulator circuit is
occurred. intermittently open
or corrosion.
high resistance.

P0089 151 ON Fuel Rail • DTCs P0090, Either of following • Faulty or clogged fuel
Regulator P0192, P0193, condition is met: filter.
Performance P0201 – P0204, • The ECM detects • FRP sensor circuit is
P0611, P0612, that the deferential intermittently open
P1261, P1262, fuel rail pressure is circuit, poor connection
P1630 and P1635 higher than 20 MPa or corrosion.
are not set. (2,900 psi) for longer • FRP sensor circuit high
• The ignition switch is than 10 seconds resistance.
ON. when the engine
• The ignition voltage speed is between 0
intermittently open
is more than 18 – 600 RPM.
volts. • The ECM detects or corrosion.
• The engine is that the differential
running. fuel rail pressure is
high resistance.
higher than 40 MPa
• The FRP regulator • Faulty FRP sensor.
(5,800 psi) for longer
command is more
than 10 seconds • Faulty FRP regulator.
than 40% or
when the engine • Faulty fuel supply pump.
commanded fuel
speed is higher than
supply is less than a
900 RPM.
predetermined
value.
P0090 247 ON Fuel Pressure • DTC P1630 is not Either of following • FRP regulator low
Regulator set. condition is met: control circuit is short to
Solenoid Control • The ignition switch is • The ECM detects battery, ignition voltage,
Circuit ON. that the FRP short to ground, short to
regulator solenoid the high control circuit,
• The ignition voltage
feedback current is open circuit or high
is more than 18
less than 50 mA. resistance.
volts.
• The ECM detects • FRP regulator high
• The FRP regulator
that the FRP control circuit is short to
command duty cycle
regulator solenoid battery, ignition voltage,
is between 10 –
feedback current is short to ground, open
90%.
more than 2400 mA. circuit or high resistance.
• The ECM detects • Poor harness connector
that the difference of connection.
commanded FRP • Faulty FRP regulator.
regulator solenoid • Faulty ECM.
current and
feedback current is
more than 1000 mA.
P0107 71 ON Barometric • DTCs P1630 and • The ECM detects • Sensor 5V reference
Pressure Sensor P1632 are not set. that the BARO circuit is short to ground
Circuit Low • The ignition switch is sensor signal or short to the low
Voltage ON. voltage is less than reference circuit. (P1632
0.5 volts for 10 may also set.)
seconds. • Sensor 5V reference
is more than 18
volts. circuit is open circuit,
high resistance.
• Sensor signal circuit is
open circuit, high
resistance, short to
ground or short to the
low reference circuit.
• Poor harness connector
connection.
• Faulty sensor.
• Faulty ECM.

P0108 71 ON Barometric • DTCs P1630 and • The ECM detects • Sensor 5V reference
Pressure Sensor P1632 are not set. that the BARO circuit is short to battery
Circuit High • The ignition switch is sensor signal or ignition voltage.
Voltage ON. voltage is more than (P1632 may also set.)
4.9 volts for 10 • Sensor signal circuit is
seconds. short to battery, ignition
is more than 18
volts. voltage or short to any
5V reference circuit.
• Sensor low reference
circuit is open circuit or
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.
P0112 22 ON Intake Air • DTCs P1630 and • The ECM detects • Sensor signal circuit is
Temperature P1632 are not set. that the IAT sensor short to ground or short
(IAT) Sensor • The ignition switch is signal voltage is less to the low reference
Circuit Low ON. than 0.1 volts for 10 circuit.
Voltage seconds. • Faulty sensor.
is more than 18 • Faulty ECM.
volts.
P0113 22 ON Intake Air • DTCs P1630 and • The ECM detects • Sensor signal circuit is
Temperature P1632 are not set. that the IAT sensor short to battery, ignition
(IAT) Sensor • The ignition switch is signal voltage is voltage, short to any 5V
Circuit High ON. more than 4.8 volts reference circuit, open
Voltage for 10 seconds. circuit, high resistance.
is more than 18 • Sensor low reference
volts. circuit is open circuit or
high resistance.
• The engine run time
is longer than 3 • Poor harness connector
minutes. connection.
• Faulty sensor.
• Faulty ECM.
P0117 23 ON Engine Coolant • DTCs P1630 and • The ECM detects • Sensor signal circuit is
Temperature P1634 are not set. that the ECT sensor short to ground or short
(ECT) Sensor • The ignition switch is signal voltage is less to the low reference
Circuit Low ON. than 0.1 volts for 10 circuit.
Voltage seconds. • Faulty sensor.
volts.
P0118 23 ON Engine Coolant • DTCs P1630 and • The ECM detects • Sensor signal circuit is
Temperature P1634 are not set. that the ECT sensor short to battery, ignition
(ECT) Sensor • The ignition switch is signal voltage is voltage, short to any 5V
Circuit High ON. more than 4.8 volts reference circuit, open
Voltage for 10 seconds. circuit, high resistance.
high resistance.
• Faulty sensor.
• Faulty ECM.

P0182 221 ON Fuel • DTCs P1630 and • The ECM detects • Sensor signal circuit is
Temperature P1634 are not set. that the FT sensor short to ground or short
Sensor Circuit • The ignition switch is signal voltage is less to the low reference
Low Voltage ON. than 0.1 volts for 10 circuit.
seconds. • Faulty sensor.
volts.
P0183 211 ON Fuel • DTCs P1630 and • The ECM detects • Sensor signal circuit is
Temperature P1634 are not set. that the FT sensor short to battery, ignition
Sensor Circuit • The ignition switch is signal voltage is voltage, short to any 5V
High Voltage ON. more than 4.8 volts reference circuit, open
for 10 seconds. circuit, high resistance.
high resistance.
• Faulty sensor.
• Faulty ECM.
P0192 245 ON Fuel Rail • DTCs P1630 and • The ECM detects • Sensor 5V reference
Pressure (FRP) P1635 are not set. that the FRP sensor circuit is short to ground
Sensor Circuit • The ignition switch is signal voltage is less or short to the low
Low Voltage ON. than 0.7 volts. reference circuit. (P1635
may also set.)
is more than 18 • Sensor 5V reference
high resistance.
short to ground or short
to the low reference
circuit.
connection.
• Faulty sensor.
• Faulty ECM.
P0193 245 ON Fuel Rail • DTCs P1630 and • The ECM detects • Sensor 5V reference
Pressure (FRP) P1635 are not set. that the FRP sensor circuit is short to battery,
Sensor Circuit • The ignition switch is signal voltage is ignition voltage. (P1635
High Voltage ON. more than 4.5 volts. may also set.)
• The ignition voltage • Sensor signal circuit is
is more than 18 short to battery, ignition
volts. voltage, short to any 5V
reference circuit, open
circuit or high resistance.
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.

P0201 271 ON Injector 1 Control • DTCs P0204, P0611 • The ECM detects • Cylinder #1 fuel injector
Circuit and P1261 are not that the cylinder #1 solenoid coil control
set. fuel injector solenoid circuit is open circuit,
• The ignition switch is coil control circuit is high resistance.
ON. open circuit, shorted • Cylinder #1 fuel injector
to voltage or shorted solenoid coil control
• The battery voltage
to common 1 fuel circuit is short to battery,
is more than 18
injector drive circuit ignition voltage or short
volts.
during engine to common 1 fuel injector
• The engine is rotations. drive circuit.
running.
• Faulty ECM.
is more than 18
volts.
running.
• Faulty ECM.
is more than 18
volts.
running.
• Faulty ECM.
is more than 18
volts.
running.
• Faulty ECM.
P0219 543 OFF Engine • The ignition switch is • The ECM detects • Engine over-running.
Overspeed ON. that the engine • Faulty CKP sensor.
speed is higher than
• Faulty ECM.
4300 RPM.
• Electromagnetic
interference and
electrical noise.

P0234 42 ON Turbocharger • DTCs P0237, • The ECM detects • Faulty turbocharger
Engine P0238, P1630 and that the boost wastegate valve.
Overboost P1634 are not set. pressure is higher • Faulty boost pressure
• The ignition switch is than 228 kPa (33 sensor.
ON. psi) for 3 seconds.
• Faulty BARO sensor.
is more than 18
volts.
• The engine is
running.
• The fuel injection
quantity is lower
than a
predetermined
value.
P0236 65 ON Turbocharger • DTCs P0107, Either of following • Air leakage.
Engine P0108, P0237, condition is met: • Intake duct is
Underboost P0238, P1630 and • The ECM detects disconnected.
P1634 are not set. that the boost • Intake system is
• The ignition switch is pressure is lower obstructed.
ON. than 78 kPa (11 psi)
• Intake throttle plate
• The ignition voltage for 20 seconds when
sticking in the closed
is more than 18 the engine speed is
position.
volts. lower than 900
RPM. • Faulty turbocharger
• The engine is wastegate valve.
running. • The ECM detects
that the boost • Faulty turbocharger.
• The fuel injection (Shaft stick)
pressure is lower
quantity is higher
than 82 – 151 kPa • Faulty boost pressure
than a
(12 – 22 psi) for 20 sensor.
predetermined
seconds when the • Faulty BARO sensor.
value.
engine speed is
• Faulty fuel system. (Low
between 1200 –
fuel pressure)
3000 RPM.
• The ECM detect that
the boost pressure is
lower than 100 –
158 kPa (15 – 23
psi) for 20 seconds
when the engine
speed is between
3300 – 3600 RPM.

P0237 32 ON Turbocharger • DTCs P1630 and • The ECM detects • Sensor 5V reference
Boost Sensor P1634 are not set. that the boost circuit is short to ground
Circuit Low • The ignition switch is pressure sensor or short to the low
Voltage ON. signal voltage is less reference circuit. (P1634
than 0.1 volts for 5 may also set.)
is more than 18
high resistance.
open circuit, high
connection.
• Faulty sensor.
• Faulty ECM.
P0238 32 ON Turbocharger • DTCs P1630 and • The ECM detects • Sensor 5V reference
Boost Sensor P1634 are not set. that the boost circuit is short to battery
Circuit High • The ignition switch is pressure sensor or ignition voltage.
Voltage ON. signal voltage is (P1634 may also set.)
more than 4.9 volts • Sensor signal circuit is
for 5 seconds. short to battery, ignition
is more than 18
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.
P0335 15 ON Crankshaft • DTCs P0336, • The ECM detects • Sensor installation is
Position (CKP) P0340, P0341 and that the CKP sensor poor condition.
Sensor Circuit P1345 are not set. pulses are not • Faulty sensor wheel.
• The ignition switch is generated during
• Sensor high circuit is
ON. engine rotations.
short to battery, ignition
• The CMP sensor voltage, short to any 5V
signal pulse is reference circuit, short to
detected. ground, open circuit or
high resistance.
• Sensor low circuit is
voltage, short to any 5V
reference circuit, short to
ground, open circuit or
high resistance.
• Sensor circuits short to
each other.
connection.
• Faulty sensor.
• Faulty ECM.
• Electromagnetic
interference and
electrical noise.

P0336 15 ON Crankshaft • DTCs P0335, • The ECM detects • Sensor installation is
Position (CKP) P0340, P0341 and extra or missing poor condition.
Sensor P1345 are not set. CKP sensor pulses • Faulty sensor wheel.
Performance • The ignition switch is during engine
• Sensor circuit is
ON. rotations.
intermittently open circuit
• The CKP sensor or poor connection.
signal is detected. • Faulty sensor.
• Electromagnetic
interference and
electrical noise.
P0340 14 ON Camshaft • DTCs P0335, • The ECM detects • Sensor installation is
Position (CMP) P0336, P0341 and that the CMP sensor poor condition.
Sensor Circuit P1345 are not set. pulses are not • Faulty sensor wheel.
• The ignition switch is generated during
• Sensor 12V reference
ON. engine rotations.
circuit is short to battery,
• The crankshaft ignition voltage, short to
position (CKP) any 5V reference circuit,
sensor signal pulse short to ground, open
is detected. circuit or high resistance.
voltage, short to any 5V
reference circuit, short to
ground, open circuit or
high resistance.
• Sensor circuits short to
each other.
connection.
• Faulty sensor.
• Faulty ECM.
• Electromagnetic
interference and
electrical noise.
P0341 14 ON Camshaft • DTCs P0335, • The ECM detects • Sensor installation is
Position (CMP) P0336, P0340 and extra or missing poor condition.
Sensor Circuit P1345 are not set. CMP sensor pulses • Faulty sensor wheel.
Performance • The ignition switch is during engine
• Sensor circuit is
ON. rotations.
intermittently open circuit
• The CMP sensor or poor connection.
signal pulse is • Faulty sensor.
detected.
• Electromagnetic
interference and
electrical noise.

P0380 66 ON Glow Plug Relay • The ignition switch is Either of following • Relay voltage feed circuit
Control Circuit ON. condition is met: is open circuit or high
• The battery voltage • The ECM detects a resistance.
is between 16 – 32 low voltage • Relay control circuit is
volts. condition on the short to battery, ignition
glow relay control voltage, short to ground,
circuit when the open circuit or high
relay is commanded resistance.
OFF for longer than • Poor harness connector
5 seconds. connection.
• The ECM detects a • Faulty relay.
high voltage
• Faulty ECM.
condition on the
glow relay control
circuit when the
relay is commanded
ON for longer than 5
seconds.
P0381 67 OFF Glow Plug Lamp • The ignition switch is Either of following • Lamp voltage feed circuit
• The ignition voltage • The ECM detects a resistance.
is more than 18 low voltage • Lamp control circuit is
glow indicator lamp voltage, short to ground,
control circuit when open circuit or high
the indicator is resistance.
commanded OFF for • Poor harness connector
longer than 5 connection.
seconds.
• Faulty instrument panel
• The ECM detects a cluster.
high voltage
• Faulty lamp.
condition on the
glow indicator lamp • Faulty ECM.
control circuit when
the indicator is
commanded ON for
longer than 5
seconds.
P0485 44 ON EGR Valve • DTCs P1630 and • The ECM detects • Sensor 5V reference
Position Sensor P1635 are not set. that the EGR valve circuit is short to ground
Circuit Low • The ignition switch is position sensor or short to the low
Voltage ON. signal voltage is less reference circuit. (P1635
than 0.1 volts for 5 may also set.)
is more than 18
high resistance.
open circuit, high
connection.
• Faulty sensor. (EGR
valve)
• Faulty ECM.

P0486 44 ON EGR Valve • DTCs P1630 and • The ECM detects • Sensor 5V reference
Position Sensor P1635 are not set. that the EGR valve circuit is short to battery
Circuit High • The ignition switch is position sensor or ignition voltage.
Voltage ON. signal voltage is (P1635 may also set.)
more than 4.9 volts • Sensor signal circuit is
for 5 seconds. short to battery, ignition
is more than 18
high resistance.
connection.
• Faulty sensor. (EGR
valve)
• Faulty ECM.
P0488 45 ON Exhaust Gas • DTCs P0485, • The ECM detects a • Valve stick.
Recirculation P0486, P1630 and variance between • Motor voltage feed circuit
(EGR) Valve P1635 are not set. the actual EGR is short to battery,
Performance • The ignition switch is valve position and ignition voltage, short to
ON. desired valve ground, short to the
position is more than sensor low reference
20% for longer than circuit, open circuit or
is between 20 – 32
20 seconds when high resistance.
volts.
the EGR solenoid
• The ignition voltage • Duty signal circuit is
command duty is
more than 90%.
volts. voltage, short to ground,
short to the sensor low
• The desired EGR
reference circuit, open
valve position is
stable.
connection.
• Faulty EGR valve.
• Faulty ECM.
P0500 25 ON Vehicle Speed • The ignition switch is • The ECM detects • Faulty sensor
Sensor (VSS) ON. that the VSS signals installation.
Circuit • The ignition voltage are not generated • Sensor voltage feed
is more than 18 for 5 seconds. circuit is open circuit or
volts. high resistance.
• The engine speed is • Sensor signal circuit is
more than 2000 short to battery, ignition
RPM. voltage, short to ground,
• The commanded open circuit or high
fuel is OFF resistance.
(accelerator pedal is • Sensor low reference
released). circuit is open circuit or
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.
• Electromagnetic
interference and
electrical noise.

P0501 25 ON Vehicle Speed • The ignition switch is • The ECM detects • Sensor installation is
Sensor (VSS) ON. that the VSS signal poor condition.
Performance • The ignition voltage are changed larger • Sensor circuit is
is more than 18 than a intermittently open circuit
volts. predetermined or poor connection.
vehicle speed.
• Faulty sensor.
• Electromagnetic
interference and
electrical noise.
P0601 53 ON Control Module — • The ECM detects a • Faulty ECM.
Read Only malfunction in its
Memory (ROM) internal flash read
memory (ROM).
P0603 54 ON Control Module — Either of following • Faulty ECM.
Read Only condition is met:
Memory (ROM) • The ECM detects a
malfunction in its
internal electrically
erasable &
programmable read
only memory
(EEPROM).
• The ECM detects
that the calculated
checksum does not
agree with the ECM
internal registered
checksum.
P0606 51/52 ON Control Module • The ignition switch is Either of following • ECM voltage feed circuit
Internal ON. condition is met: is high resistance.
Performance • The battery voltage • The ECM detects a • ECM ground circuit is
is more than 16 malfunction in its open circuit or high
volts. internal main central resistance.
processing unit • Faulty ECM.
(CPU). (Flash Code
51)
• The ECM detects a
malfunction in its
internal sub CPU.
(Flash Code 52)
P0611 34 ON Fuel Injector • The ignition switch is • The ECM detects • ECM voltage feed circuit
Control Module ON. that the common 1 is high resistance.
Performance • The battery voltage fuel injector charge • ECM ground circuit is
Group 1 is more than 18 up circuit is open circuit or high
volts. insufficient charge. resistance.
• Faulty ECM.
P0612 34 ON Fuel Injector • The ignition switch is • The ECM detects • ECM voltage feed circuit
Control Module ON. that the common 2 is high resistance.
Performance • The battery voltage fuel injector charge • ECM ground circuit is
Group 2 is more than 18 up circuit is open circuit or high
volts. insufficient charge. resistance.
• Faulty ECM.

P0615 19 ON Starter Relay • The ignition switch is Either of following • Relay voltage feed circuit
• The battery voltage • The ECM detects a resistance.
is between 16 – 32 low voltage • Relay control circuit is
starter cut relay voltage, short to ground,
control circuit when open circuit or high
the relay is resistance.
commanded OFF for • Poor harness connector
longer than 10 connection.
seconds.
• Faulty relay.
• The ECM detects a
• Faulty ECM.
high voltage
condition on the
starter cut relay
the relay is
commanded ON for
longer than 10
seconds.
P0650 77 OFF Malfunction • The ignition switch is Either of following • Lamp voltage feed circuit
Indicator Lamp ON. condition is met: is open circuit or high
(MIL) Control • The ignition voltage • The ECM detects a resistance.
Circuit is more than 18 low voltage • Lamp control circuit is
volts. condition on the MIL short to battery, ignition
control circuit when voltage, short to ground,
the indicator is open circuit or high
commanded OFF for resistance.
longer than 3 • Poor harness connector
seconds. connection.
• The ECM detects a • Faulty instrument panel
high voltage cluster.
condition on the MIL
• Faulty lamp.
the indicator is • Faulty ECM.
commanded ON for
longer than 3
seconds.

P1093 227 ON Fuel Rail • DTCs P0090, Either of following • Loss fuel or less fuel in
Pressure (FRP) P0192, P0193, condition is met: the fuel tank.
Too Low P0201 – P0204, • The ECM detects • Pressure limiter valve
P0611, P0612, that the differential opening pressure drop.
P1095, P1261, fuel rail pressure is - • Faulty fuel injector.
P1262, P1630 and 10 MPa (-1,450 psi)
P1635 are not set. • Fuel suction side
for longer than 15
looseness, kinks or
• The ignition switch is seconds when the
blocked.
ON. engine speed is
between 0 – 900 • Faulty or clogged fuel
RPM. filter.
is more than 18
volts. • The ECM detects • FRP sensor circuit is
that the deferential intermittently open
• The FRP regulator
fuel rail pressure is - circuit, poor connection
command is less
15 MPa (-2,170 psi) or corrosion.
than 33% or
commanded fuel for longer than 15 • FRP sensor circuit high
supply is more than seconds when the resistance.
a predetermined engine speed is • FRP regulator circuit is
value. higher than 1200 intermittently open
RPM. circuit, poor connection
or corrosion.
high resistance.

P1094 226 ON Fuel Rail FRP Regulator FRP Regulator • Fuel leaking at high
Pressure (FRP) Command High DTC Command High DTC pressure side.
Too Low • DTCs P0090, • The ECM detects • Loss fuel or less fuel in
P0117, P0118, that the FRP the fuel tank.
P0192, P0193, regulator • Pressure limiter valve
P0201 – P0204, commanded fuel is opening pressure drop.
P0500, P0501, more than a
P0611, P0612, predetermined
P1095, P1261, range for longer than • Fuel suction side
P1262, P1630 and 15 seconds when looseness, kinks or
P1635 are not set. the engine speed is blocked.
• The ignition switch is between 600 – 1500 • Faulty or clogged fuel
ON. RPM. filter.
FRP Drop DTC • FRP sensor circuit is
is more than 18 • The ECM detects intermittently open
volts. that the FRP sensor circuit, poor connection
signal voltage is or corrosion.
• The engine is
shapely dropped • FRP sensor circuit high
running.
more than 0.2 volts resistance.
• The accelerator when the engine
pedal position is 0%. • FRP regulator circuit is
cuts fuel.
intermittently open
• The engine coolant
temperature is more
or corrosion.
than 50°C (122°F).
• The vehicle speed is
high resistance.
less than 5 km/h (4
MPH). • Faulty FRP sensor.
• The engine speed • Faulty FRP regulator.
does not vary more • Faulty fuel supply pump.
than 50 RPM.
FRP Drop DTC
• DTCs P0090,
P0192, P0193,
P0201 – P0204,
P0611, P0612,
P1095, P1261,
P1262, P1630 and
P1635 are not set.
• The ignition switch is
ON.
is more than 18
volts.
• The engine is
running.
• The accelerator
pedal position is 0%.
• The engine coolant
temperature is more
than 50°C (122°F).
• The vehicle speed is
more than 50 km/h
(30 MPH).
• The commanded
fuel injection
quantity is OFF.

P1095 225 ON Fuel Pressure • DTCs P0192, • The ECM detects • Loss fuel or less fuel in
Limiter Activation P0193, P1630 and that the FRP sensor the fuel tank.
P1635 are not set. signal voltage drops • Faulty fuel injector.
• The ignition switch is quickly from more
• Fuel suction side
ON. than 3.7 volts to less
looseness, kinks or
than 2.3 volts, and
• The ignition voltage blocked.
then the differential
is more than 18 • Faulty or clogged fuel
fuel rail pressure is
volts. filter.
more than -30 MPa
(4,350 psi). • FRP sensor circuit is
intermittently open
or corrosion.
• FRP sensor circuit high
resistance.
intermittently open
or corrosion.
high resistance.
P1173 542 OFF Engine Overheat • DTCs P0117, • The ECM detects • Engine overheat.
P0118, P1630 and that the engine • Faulty engine cooling
P1634 are not set. coolant temperature system.
• The ignition switch is is more than 110°C
• Faulty engine coolant
ON. (230°F) for 15
temperature sensor.
seconds.
is more than 18
volts.
• The engine is
running.
P1220 28 ON PTO Engine • DTCs P1630 and • The ECM detects • Sensor 5V reference
Speed Selector P1631 are not set. that the PTO throttle circuit is short to battery
Sensor Circuit • The ignition switch is sensor signal or ignition voltage.
High Voltage ON. voltage is more than (P1631 may also set.)
4.8 volts. • Sensor signal circuit is
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.

P1225 31 ON Engine Idle • DTCs P1630 and Either of following • Sensor 5V reference
Speed Selector P1631 are not set. condition is met: circuit is short to battery
Sensor Circuit • The ignition switch is • The ECM detects or ignition voltage, short
ON. that the idle up to ground or short to the
sensor signal low reference circuit.
voltage is less than (P1631 may also set.)
is more than 18
volts. 0.1 volts for 5 • Sensor 5V reference
second. circuit is open circuit,
• The ECM detects high resistance.
that the idle up • Sensor signal circuit is
sensor signal short to battery, ignition
voltage is more than voltage or short to any
4.9 volts for 5 5V reference circuit,
second. short to ground, short to
the low reference circuit,
open circuit or high
resistance.
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.
P1261 158 ON Injector Positive • DTC P0611 is not Either of following • Cylinder #1 or #4 fuel
Voltage Control set. condition is met: injector solenoid coil
Circuit Group 1 • The ignition switch is • The ECM detects control circuit is short to
ON. that the common 1 ground.
• The battery voltage fuel injector drive • Common 1 fuel injector
is more than 18 circuit is open circuit, drive circuit is short to
volts. shorted to ground or battery, ignition voltage,
shorted to voltage short to ground, open
• The engine is
during engine circuit or high resistance.
running.
rotations. • Faulty fuel injector.
• The ECM detects • Faulty ECM.
that the cylinder #1
or #4 fuel injector
solenoid coil control
circuit is shorted to
ground during
engine rotations.
P1262 159 ON Injector Positive • DTC P0612 is not Either of following • Cylinder #2 or #3 fuel
Voltage Control set. condition is met: injector solenoid coil
Circuit Group 2 • The ignition switch is • The ECM detects control circuit is short to
ON. that the common 2 ground.
• The battery voltage fuel injector drive • Common 2 fuel injector
is more than 18 circuit is open circuit, drive circuit is short to
volts. shorted to ground or battery, ignition voltage,
shorted to voltage short to ground, open
• The engine is
during engine circuit or high resistance.
running.
rotations. • Faulty fuel injector.
that the cylinder
number 2 or number
3 fuel injector
solenoid coil control
circuit is shorted to
ground during
engine rotations.

P1271 24 ON Accelerator • DTCs P1630, P1631 • The ECM detects • Sensor 5V reference
Pedal Position and P1632 are not that the APP sensor circuit is high resistance.
(APP) Sensor 1- set. 1 and sensor 2 are • Sensor signal circuit is
2 Correlation • The ignition switch is more than 45% out high resistance.
ON. of range of each
other.
• The ignition voltage circuit is high resistance.
is more than 18 • Faulty sensor.
volts.
• Faulty ECM.
• Electromagnetic
interference and
electrical noise.
P1277 24 ON Accelerator • DTCs P1630 and • The ECM detects • Sensor 5V reference
Pedal Position P1631 are not set. that the APP sensor circuit is short to ground
(APP) Sensor 1 • The ignition switch is 1 signal voltage is or short to the low
Circuit Low ON. less than 0.2 volts. reference circuit. (P1631
Voltage may also set.)
high resistance.
open circuit, high
connection.
• Faulty sensor.
• Faulty ECM.
Pedal Position P1631 are not set. that the APP sensor circuit is short to battery
(APP) Sensor 1 • The ignition switch is 1 signal voltage is or ignition voltage.
Circuit High ON. more than 4.9 volts. (P1631 may also set.)
Voltage • Sensor signal circuit is
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.

Pedal Position P1632 are not set. that the APP sensor circuit is short to ground
(APP) Sensor 2 • The ignition switch is 2 signal voltage is or short to the low
Circuit Low ON. less than 0.2 volts. reference circuit. (P1632
Voltage may also set.)
high resistance.
open circuit, high
connection.
• Faulty sensor.
• Faulty ECM.
Pedal Position P1632 are not set. that the APP sensor circuit is short to battery
(APP) Sensor 2 • The ignition switch is 2 signal voltage is or ignition voltage.
Circuit High ON. more than 4.9 volts. (P1632 may also set.)
Voltage • Sensor signal circuit is
high resistance.
connection.
• Faulty sensor.
• Faulty ECM.
P1345 16 ON Crankshaft • DTCs P0335, • The ECM detects • Incorrect engine
Position (CKP) – P0336, P0340 and that the CKP sensor mechanical timing.
Camshaft P0341 are not set. signals and CMP
Position (CMP) • The ignition switch is sensor signals are
Correlation ON out of
synchronization
• The CKP sensor
during engine
signal is detected.
rotations.
• The CMP sensor
signal is detected.

P1625 416 ON Main Relay ECM main relay open ECM Main Relay Open • Relay switch side
System Error stuck DTC Stuck DTC voltage feed circuit is
• DTC P1630 is not • The ECM detects a open circuit or high
set. low voltage resistance.
• The ignition switch is condition on the • Relay switched voltage
ON. ECM main relay feed circuit is short to
voltage feed circuit battery or high
when the relay is resistance.
is more than 18
commanded ON for • Relay coil side voltage
volts.
longer than 5 supply circuit is short to
• The ignition ON time seconds. battery or high
is longer than 3 ECM Main Relay Close resistance.
seconds. Stuck DTC
• Relay coil side ground
• The ECM detects circuit is open circuit or
that the ECM has high resistance.
been ON when the
• Faulty relay.
relay is commanded
OFF for longer than • Faulty ECM
10 seconds.
P1630 36 ON Control Module — • The ECM detects a • Faulty ECM.
A/D Converter malfunction in its
Error internal analog /
digital (A/D)
converter.
P1631 55 ON 5V Reference • DTC P1630 is not Either of following • APP sensor 1 5V
Circuit 1 set. condition is met: reference circuit is short
• The ignition switch is • The ECM detects to battery, ignition
ON. that the 5 volts voltage or short to
reference circuit 1 ground.
is between 16 – 32 voltage is less than • Idle up sensor 5V
volts. 4.5 volts. reference circuit is short
• The ECM detects to battery, ignition
that the 5 volts voltage or short to
reference circuit 1 ground.
voltage is more than • PTO throttle sensor 5V
5.5 volts. reference circuit is short
to battery, ignition
voltage or short to
ground.
• Faulty APP sensor.
• Faulty idle up sensor.
• Faulty PTO throttle
sensor.
• Faulty ECM.

P1632 55 ON 5V Reference • DTC P1630 is not Either of following • APP sensor 2 5V
Circuit 2 set. condition is met: reference circuit is short
• The ignition switch is • The ECM detects to battery, ignition
reference circuit 2 or ground.
is between 16 – 32 5 voltage is less • FRP sensor 5V
volts. than 4.5 volts. reference circuit is short
• The ECM detects to battery, ignition
that the 5 volts voltage or short to
5 voltage is more • EGR valve position
than 5.5 volts. sensor 5V reference
circuit is short to battery,
ignition voltage or short
to ground.
• BARO sensor 5V
reference circuit is short
voltage or short to
ground.
• Faulty APP sensor.
• Faulty EGR valve.
• Faulty BARO sensor.
• Faulty ECM.
P1633 55 ON 5V Reference • DTC P1630 is not Either of following • Same as DTC P1634.
Circuit 3 set. condition is met:
• The ignition switch is • The ECM detects
ON. that the 5 volts
• The battery voltage reference circuit 3 or
is between 16 – 32 4 voltage is less
volts. than 4.5 volts.
• The ECM detects
that the 5 volts
reference circuit 3 or
4 voltage is more
than 5.5 volts.
P1634 55 ON 5V Reference • DTC P1630 is not Either of following • Boost pressure sensor
Circuit 4 set. condition is met: 5V reference circuit is
• The ignition switch is • The ECM detects short to battery, ignition
is between 16 – 32 4 voltage is less • Faulty boost pressure
volts. than 4.5 volts. sensor.
that the 5 volts
4 voltage is more
than 5.5 volts.

P1635 55 ON 5V Reference • DTC P1630 is not Either of following • Same as DTC P1632.
Circuit 5 set. condition is met:
• The ignition switch is • The ECM detects
ON. that the 5 volts
• The battery voltage reference circuit 2 or
is between 16 – 32 5 voltage is less
volts. than 4.5 volts.
• The ECM detects
that the 5 volts
5 voltage is more
than 5.5 volts.
P1681 46 ON Exhaust Brake • The ignition switch is • The ECM detects a • Exhaust brake solenoid
Valve Circuit Low ON. low voltage valve voltage feed circuit
Voltage • The battery voltage condition on the is open circuit or high
is between 16 – 32 exhaust brake resistance.
volts. solenoid valve • Exhaust brake solenoid
control circuit for valve control circuit is
• The engine is
longer than 10 short to ground, open
running.
seconds when the circuit or high resistance.
solenoid valve is
commanded OFF.
connection.
• Faulty exhaust brake
solenoid valve.
• Faulty ECM.
P1682 46 ON Exhaust Brake • The ignition switch is • The ECM detects a • Exhaust brake solenoid
Valve Circuit ON. high voltage valve control circuit is
High Voltage • The battery voltage condition on the short to battery or
is between 16 – 32 exhaust brake ignition voltage.
volts. solenoid valve • Faulty exhaust brake
control circuit for solenoid valve.
• The engine is
longer than 10
running. • Faulty ECM.
seconds when the
solenoid valve is
commanded ON.
U2104 84 ON CAN Bus Reset • The ignition switch is • The ECM detects • CAN Low circuit is short
Counter Overrun ON. that the CAN Bus to battery, ignition
OFF status. voltage, short to ground,
resistance.
• CAN High circuit is short
voltage, short to ground,
resistance.
• Faulty resistor 1.
• Faulty ECM.
• Faulty DRM.
• Faulty TCM.
• Faulty EHCU.
• Electromagnetic
interference and
electrical noise.

U2106 85 ON Lost CAN • The ignition switch is • The ECM detects • CAN Low circuit to the
Communications ON. that the CAN Bus TCM is open circuit.
With messages from the • CAN High circuit to the
Transmission TCM are not being TCM is open circuit.
Control System received.
• Faulty ECM.
• Faulty TCM.
• Electromagnetic
interference and
electrical noise.
P0087 (Flash Code 227)
Description • Normal FRP Sensor readings on the Tech 2 with
The common rail fuel system is comprised of two fuel the engine running in neutral at idle is around 1.4 –
pressure sections: a suction side between the fuel tank 1.6 volts.
and the fuel supply pump and a high-pressure side • An intermittently sticking fuel injector may have
between the fuel supply pump and the fuel injectors. allowed the fuel pressure to drop too much. Use
Fuel is drawn from the fuel tank via a feed pump and the Tech 2 to perform the Injector Balancing test
then pumped into the fuel rail by two plungers, all of for each injector. Verify a consistent engine speed
which are internal to the fuel supply pump. This high change when commanding each fuel injector ON
pressure is regulated by the engine control module and OFF.
(ECM) using the fuel rail pressure (FRP) regulator • A skewed FRP sensor value (shifted to a lower
dependant upon values from the FRP sensor attached pressure) can set this DTC. The FRP Sensor on
to the fuel rail. In case of fuel rail overpressure, a the Tech 2 should read 0.9 – 1.0 volt with the key
pressure limiter valve threaded into the fuel rail will ON and engine OFF after the engine has stopped
open to release overpressure and return fuel back to running for a minimum of 2 minutes.
the fuel tank.
If the ECM detects that the fuel rail pressure is certain Notice:
pressure low as compared with engine speed, this DTC • This DTC most likely indicates a loss of fuel
will set. pressure by a fuel leak from the high pressure
side. Inspect the high pressure side fuel leakage
Condition for Running the DTC between the fuel supply pump and fuel injector
• DTCs P0090, P0192, P0193, P0201 – P0204, FIRST.
P0611, P0612, P1095, P1261, P1262, P1630 and
P1635 are not set. Notice:
• The ignition switch is ON. • The fuel system from the fuel tank(s) to the fuel
supply pump is under a slight vacuum with the
• The ignition voltage is more than 18 volts.
engine running. As a result, air can enter the fuel
system if these connections are not tight or if there
Condition for Setting the DTC
is a crack in one of the fuel hoses. Air in the fuel
Either of following condition is met: system will cause fuel rail pressure fluctuations
• The ECM detects that the FRP sensor signal especially at high engine speed and load, which
voltage is 1.0 volt for 10 seconds when the engine may set this DTC.
speed is between 0 – 600 RPM.
Notice:
• The ECM detects that the FRP sensor signal
voltage is less than 1.2 volts for 10 seconds when • If the fuel tank is empty or near empty, air might be
the engine speed is higher than 900 RPM. allowed to go into the fuel system. With air in the
fuel system, smooth flow of fuel into the supply
Action Taken When the DTC Sets pump is interrupted and this DTC may set. Perform
bleeding of fuel system after refilling.
• The ECM illuminates the malfunction indicator
lamp (MIL) when the diagnostic runs and fails. Test Description
• The ECM limits accelerator control range.
The numbers below refers to the step number on the
• The ECM inhibits pilot injection. diagnostic table.
7. This step checks for a fuel restriction by determining
Condition for Clearing the MIL / DTC if a high vacuum is being pulled on the fuel system
• The ECM turns OFF the MIL when the key is during normal operation.
cycled after a current DTC clears. 8. This step checks for an air leak on the suction side of
• A current DTC clears when the diagnostic runs and the fuel system by determining if a vacuum can be
does not fail at next driving cycle. pulled when a fuel line is plugged.
• A history DTC clears after 20 consecutive driving
DTC P0087 (Flash Code 227)
cycles without a fault. Or clear with the Tech 2 or
accelerator pedal operation. Schematic Reference: Engine Controls Schematics
Diagnostic Aid Connector End Views or Engine Control Module (ECM)
Connector End Views
• An intermittently sticking FRP regulator may have
allowed the fuel pressure to become low enough to
set this DTC.

1. Inspect the high pressure side between the
fuel supply pump and the fuel injectors for fuel
leakage. The following components may
contain an external leak.
• Fuel supply pump
• Fuel rail
• Pressure limiter valve
• Flow damper valve
• Fuel rail pressure (FRP) sensor
• Fuel pipe between the fuel supply pump
and fuel rail
• Fuel pipe between the fuel rail and fuel
injectors
2 —
• Each fuel pipe sleeve nuts
Notice:
Fuel may leak under the cylinder head cover from
the inlet high pressure line. In such case, the
engine oil level will rise. Inspect for fuel leakage
into the engine oil.
Notice:
Remove and inspect the inlet high pressure joint to
the fuel injectors for fuel leaking from the sleeve
nut(s). Replace the fuel injector and injection pipe
when foreign material was in contact.
2. Repair any fuel system leaks as necessary.

1. Remove each glow plug from the cylinder
head.
2. Inspect the tip of the plugs for wet fuel.
Notice:
Use the engine compression gauge (5-8840-2675-
0 / J-26999-12) and gauge adapter (5-8840-2815-0
3 / EN-46722) to inspect the damage of engine. If —
poor engine compression (less than 1960 kPa [284
psi]) or variation of each cylinder (more than 294
kPa [43 psi]) is found, inspect the engine
mechanical. Refer to the Engine Mechanical
section. Repair as necessary.
Did you find wet fuel on the glow plug(s)? Go to Step 16 Go to Step 4
3. Start the engine.
4 4. Monitor the Diagnostic Trouble Code (DTC) —
Is DTC P0090, P0192, P0193, P0201 – P0204, Go to Applicable

P1094, P1095, P1261 or P1262 set? DTC Go to Step 5

3. Turn ON the ignition with the engine OFF. DO
5 NOT start the engine. 0.9 – 1.0 volt
4. Observe the FRP Sensor parameter with the
Tech 2.

2. Check the fuel system line connections
between the fuel tank and the fuel supply
pump for tightness and all fuel hoses for cuts,
cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel
system if these connections are not tight. Air in the
fuel system will cause fuel rail pressure fluctuations
especially at high engine speed and load, which
may set this DTC.
3. Pump the priming pump on the fuel filter until it
6 becomes firm. If there is a leak on the suction —
side of the fuel system between the priming
pump and the fuel supply pump, the priming
pump will not build up sufficient firmness and
fuel leakage may occur.
4. Start the engine and check for high side fuel
system leaks at the fuel supply pump and fuel
rail.
Notice:


2. Remove the rubber fuel hose from the fuel
filter housing (fuel supply pump side). Use a
pan to catch the fuel leakage from the
removed fuel line.
Important:
The fuel vacuum pump / pressure gauge connector
and the adapter hose must be cleaned before
connecting to the fuel line. Otherwise, foreign
material internal to the tools line may damage the
fuel supply pump.
3. Connect the suction side fuel pressure /
vacuum gauge adapter (5-8840-2844-0 / EN-
47667) with fuel pressure / vacuum gauge
7 assembly (5-8840-2844-0 / J-44638) in series 5 inHg
with the filter housing and the disconnected
fuel hose. Ensure the service tool and fuel line
connections are tight.
4. Bleed the fuel system by priming the priming
pump until it becomes firm, then crank over
the engine for a maximum of 5 seconds.
Repeat as necessary until the engine starts.
5. Let the engine run at idle for at least 1 minute.
6. Monitor the fuel pressure / vacuum gauge
while holding the engine speed higher than
2500 RPM for a minimum of 1 minute.
Does the fuel pressure / vacuum gauge ever

indicate a larger vacuum than the specified amount
during the test? Go to Step 9 Go to Step 8
1. Fully clamp off a fuel hose as close to the fuel
tank as possible (this will draw vacuum on the
fuel system). You can also disconnect a fuel
line and plug it.
2. Start the engine and turn the idle up control
knob to the highest position. (Full clockwise
direction. The idle speed is increased up to
1600 RPM.)
8 8 inHg
3. Monitor the fuel pressure / vacuum gauge.
Notice:
Release the clamp or open the plug when the
gauge is likely to be more than 8 inHg during the
test.
Can a vacuum of at least the specified amount be

pulled on the fuel system? Go to Step 11 Go to Step 10
1. Inspect the fuel lines between the fuel supply
pump and fuel tank for being crushed or
kinked.
2. Inspect for a plugged fuel tank vent hose.
3. Inspect inside the fuel tank (if possible) for any
9 foreign material that may be getting drawn into —
the fuel line pickup causing a blocked
condition.


10 pump for tightness and all fuel hoses for cuts, —

2. Unclamp or unplug the fuel line from the
previous step and reconnect the fuel line (if
disconnected).
3. Start the engine and allow it to run for at least
1 minute.
11 —
4. Perform the Injector Balancing test with the
Tech 2.
5. Command each injector OFF and verify an
engine speed change for each injector.
Is there an injector that does not change engine

speed when commanded OFF? Go to Step 17 Go to Step 19
2. Disconnect the FRP regulator harness
connector.
connector of the FRP regulator (pins 1 and 2
of E-116).
4. Disconnect the engine control module (ECM)
harness connector.
12 5. Inspect for an intermittent, for poor —
regulator circuit at the harness connector of
the ECM (pins 89, 97, 105 and 113 of E-111
connector).
6. Test for high resistance on each FRP regulator
circuit.
necessary.

connector.
ECM (pins 82, 87, 90 and 101 of E-111
connector).
6. Test for high resistance on each FRP circuit.
necessary.


Replace the fuel filter cartridge. Refer to Fuel Filter
14 Cartridge Replacement in the Fuel System Section. —
15 section. —

Important:
Replacement injector must be programmed.
Replace the appropriate injector that was leaking
16 fuel found at Step 3. Refer to Fuel Injector —
Replacement / Fuel Injector ID Code Data

Important:
Replace the appropriate fuel injector that does not
17 change engine speed when commanded OFF. —
Refer to Fuel Injector Replacement / Fuel Injector
ID Code Data Programming in this section.

Important:
The fuel supply pump must be timed to the engine
and adjustment value must be learned to the ECM.
Notice:
Always replace the fuel filter cartridge when a fuel
18 supply pump is replaced. —
Replace the fuel supply pump and fuel filter
cartridge. Refer to Fuel Supply Pump Replacement
in this section and Fuel Filter Cartridge
Replacement in Fuel System section.

Notice:
There is a possibility that the pressure limiter valve
stuck open or opening pressure has fallen.
19 Replace the pressure limiter valve. Refer to Fuel —
Rail Replacement in this section.

2. Clear the DTCs with the Tech 2.
20 —
5. Operate the vehicle within the Conditions for
Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 21

Observe the DTC Information with the Tech 2. Go to Diagnostic
Description Action Taken When the DTC Sets
The common rail fuel system is comprised of two fuel • The ECM illuminates the malfunction indicator
pressure sections: a suction side between the fuel tank lamp (MIL) when the diagnostic runs and fails.
and the fuel supply pump and a high-pressure side • The ECM limits accelerator control range.
between the fuel supply pump and the fuel injectors.
• The ECM inhibits pilot injection.
Fuel is drawn from the fuel tank via a feed pump and
then pumped into the fuel rail by two plungers, all of
Condition for Clearing the MIL / DTC
which are internal to the fuel supply pump. This high
pressure is regulated by the engine control module • The ECM turns OFF the MIL when the key is
(ECM) using the fuel rail pressure (FRP) regulator cycled after a current DTC clears.
dependant upon values from the FRP sensor attached • A current DTC clears when the diagnostic runs and
to the fuel rail. In case of fuel rail overpressure, a does not fail at next driving cycle.
pressure limiter valve threaded into the fuel rail will • A history DTC clears after 20 consecutive driving
open to release overpressure and return fuel back to cycles without a fault. Or clear with the Tech 2 or
the fuel tank. accelerator pedal operation.
If the ECM detects that the fuel pressure went
excessively high for a certain length of time, this DTC Diagnostic Aid
will set (First Stage DTC).
If the ECM detects that during the same ignition cycle • An intermittently sticking FRP regulator may have
the fuel pressure rose even higher than the amount to allowed the fuel pressure to become high enough
set DTC P0088 (Second Stage DTC) for a certain to set this DTC.
length of time, this DTC will also set. • Normal FRP Sensor readings on the Tech 2 with
the engine running in neutral at idle is around 1.4 –
Condition for Running the DTC 1.6 volts.
• DTCs P0192, P0193, P1630 and P1635 are not • A skewed FRP sensor value (shifted to a higher
set. pressure) can set this DTC. The FRP Sensor on
the Tech 2 should read 0.9 – 1.0 volt with the key
• The ignition switch is ON.
ON and engine OFF after the engine has stopped
• The ignition voltage is more than 18 volts. running for a minimum of 2 minutes.
• The engine is running.
Test Description
Condition for Setting the DTC The numbers below refer to the step number on the
First Stage DTC diagnostic table.
• The ECM detects that the FRP sensor signal 6. This step checks for a fuel restriction by determining
voltage is more than 3.9 volts for longer than 10 if a high vacuum is being pulled on the fuel system
second. during normal operation.
7. This step checks for an air leak on the suction side of
Second Stage DTC the fuel system by determining if a vacuum can be
pulled when a fuel line is plugged.
voltage is more than 4.0 volts for longer than 10
second during the ignition cycle after first stage
has occurred. Schematic Reference: Engine Controls Schematics
Connector End Views


Is DTC P0089, P0090, P0192, P0193, P0201 – Go to Applicable

2. Place the transmission in Neutral and set the
park brake.
3 parameter with the Tech 2. 3.9 volts
5. Accelerate the engine between idle and
W.O.T. (accelerator pedal full travel) many An intermittent
times while observing the Tech 2. problem by foreign
material in the fuel is
Does the FRP Sensor parameter ever exceed the suspected.
specified value? Go to Step 4 Go to Step 13
Tech 2.

Notice:
may set this DTC.
rail.
Notice:


removed fuel line.
Important:
fuel supply pump.

line and plug it.
1600 RPM.)
7 8 inHg
Notice:
test.

kinked.
condition.



disconnected).
1 minute.
10 —
Tech 2.

connector.
of E-116).
harness connector.
connector).
circuit.
necessary.

connector.
ECM (pins 82, 87, 90 and 101 of E-111
connector).
necessary.


14 section. —

Important:

Important:
Notice:

17 —
Running the DTC.

Description • The ECM detects that the differential fuel rail
The common rail fuel system is comprised of two fuel pressure is higher than 40 MPa (5,800 psi) for
pressure sections: a suction side between the fuel tank longer than 10 seconds when the engine speed is
and the fuel supply pump and a high-pressure side higher than 900 RPM.
between the fuel supply pump and the fuel injectors.
Fuel is drawn from the fuel tank via a feed pump and Action Taken When the DTC Sets
then pumped into the fuel rail by two plungers, all of • The ECM illuminates the malfunction indicator
which are internal to the fuel supply pump. This high lamp (MIL) when the diagnostic runs and fails.
pressure is regulated by the engine control module • The ECM limits accelerator control range.
(ECM) using the fuel rail pressure (FRP) regulator
dependant upon values from the FRP sensor attached
to the fuel rail. In case of fuel rail overpressure, a
pressure limiter valve threaded into the fuel rail will
open to release overpressure and return fuel back to • The ECM turns OFF the MIL when the key is
the fuel tank. cycled after a current DTC clears.
If the ECM detects that fuel pressure is a certain • A current DTC clears when the diagnostic runs and
pressure higher than the desired fuel pressure for a does not fail at next driving cycle.
certain length of time, this DTC will set. • A history DTC clears after 20 consecutive driving
Condition for Running the DTC accelerator pedal operation.
• DTCs P0090, P0192, P0193, P0201 – P0204,
P0611, P0612, P1261, P1262, P1630 and P1635 Diagnostic Aid
are not set. • An intermittently sticking FRP regulator may have
• The ignition switch is ON. allowed the fuel pressure to become high enough
• The ignition voltage is more than 18 volts. to set this DTC.
• The engine is running. • Normal FRP Sensor readings on the Tech 2 with
the engine running in neutral at idle is around 1.4 –
• The FRP regulator command is more than 40% or
1.6 volts.
commanded fuel supply is less than a
predetermined value. • A skewed FRP sensor value (shifted to a higher
pressure) can set this DTC. The FRP Sensor on
Condition for Setting the DTC the Tech 2 should read 0.9 – 1.0 volt with the key
Either of following condition is met:
running for a minimum of 2 minutes.
• The ECM detects that the deferential fuel rail
pressure is higher than 20 MPa (2,900 psi) for DTC P0089 (Flash Code 151)
longer than 10 seconds when the engine speed is
Schematic Reference: Engine Controls Schematics
between 0 – 600 RPM.
Connector End Views


P1261 or P1262 set? DTC Go to Step 3

parameter with the Tech 2.

connector.
of E-116).
harness connector.
connector).
circuit.
necessary.

connector.
ECM (pins 82, 87, 90 and 101 of E-111
connector).
necessary.

Park brake.
4. Let the engine idle with the engine coolant
± 5 MPa (± 725
6 temperature between 60 – 85°C (140 – 185°F)
psi)
and accessories OFF while observing the
Differential Fuel Rail Pressure parameter with
the Tech 2.
Is the Differential Fuel Rail Pressures parameter

with the specified value? Go to Step 7 Go to Step 9

Notice:
An intermittent problem by foreign material in the
fuel is suspected.
7 Replace the fuel filter cartridge. Refer to Fuel Filter —
Cartridge Replacement in the Fuel System Section.

8 section. —

Important:
Notice:

10 4. Start the engine. —

Running the DTC.

Circuit Description • The ECM limits accelerator control range.
The fuel rail pressure (FRP) regulator is installed to the • The ECM inhibits pilot injection.
fuel supply pump and controls the suction fuel quantity
into the fuel rail. The FRP regulator is fully opened in Condition for Clearing the MIL / DTC
the normal state and larger drive current results in • The ECM turns OFF the MIL when the key is
smaller opening. The engine control module (ECM) cycled after a current DTC clears.
calculates desired fuel rail pressure and fuel flow rate
• A current DTC clears when the diagnostic runs and
and it compares the calculated desired fuel rail
does not fail.
pressure to the actual value to determine the FRP
regulator position. When the actual fuel rail pressure is • A history DTC clears after 20 consecutive driving
higher than the desired value, the FRP regulator is cycles without a fault. Or clear with the Tech 2 or
closed to decease the flow rate. If the ECM detects an accelerator pedal operation.
excessively low or high FRP regulator solenoid
feedback current, this DTC will set. Diagnostic Aid
• If an intermittent condition is suspected, refer to
Condition for Running the DTC Intermittent Conditions in this section.
• DTC P1630 is not set.
Test Description
diagnostic table.
• The FRP regulator command duty cycle is 7. If the FRP regulator high control circuits between the
between 10 – 90%. ECM and the FRP regulator are shorted to voltage,
engine stalls and will not start.
Condition for Setting the DTC 8. If the FRP regulator low control circuits between the
Either of following condition is met: ECM and the FRP regulator are shorted to ground, this
• The ECM detects that the FRP regulator solenoid DTC may not set. This condition will cause engine stall
feedback current is less than 50 mA. or no engine start.
• The ECM detects that the FRP regulator solenoid
feedback current is more than 2400 mA.
• The ECM detects that the difference of Schematic Reference: Engine Controls Schematics
commanded FRP regulator solenoid current and Connector End View Reference: Engine Controls
feedback current is more than 1000 mA. Connector End Views or Engine Control Module (ECM)
Connector End Views
Action Taken When the DTC Sets
lamp (MIL) when the diagnostic runs and fails.

2 —
4. Monitor the Diagnostic Trouble Code (DTC)
Go to Diagnostic
Does the DTC fail this ignition? Go to Step 3 Aids
2. Observe the Fuel Rail Pressure (FRP)
Regulator Feedback parameter with the Tech
3 2. 300 mA
Is the FRP Regulator Feedback parameter more

than the specified value? Go to Step 4 Go to Step 5
Is the FRP Regulator Feedback parameter more
4 900 mA
than the specified value at Step 3? Go to Step 7 Go to Step 8

connector.
3. Connect a test lamp between the FRP
5 regulator high control circuit (pin 1 of E-116 —
connector) and a known good ground.
NOT start the engine.

2. Connect a test lamp between the FRP
regulator low control circuit (pin 2 of E-116
6 connector) and battery voltage. —
NOT start the engine.

1. Test the FRP regulator high control circuits
FRP regulator (pin 1 of E-116 connector) for a
7 —
short to battery or ignition voltage.

between the ECM (pins 89 and 97 of E-111
connector) and the FRP regulator (pin 2 of E-
8 116 connector) for a short to ground. —

1. Test the FRP regulator high control circuits
116 connector) for the following conditions:
• An open circuit
9 • A short to ground —
• A short to the low control circuits
• High resistance

Important:
The ECM may be damaged if the FRP regulator
low control circuit is shorted to a voltage source.
10 116 connector) for the following conditions: —
• An open circuit
• A short to battery or ignition voltage
• High resistance


connector.
3. Inspect for an intermittent and for poor
11 connections at the FRP regulator harness —
connector.
4. Repair the connection(s) as necessary.

connections on the FRP regulator circuits at
12 the harness connector of the ECM (pins 89, —
97, 105 and 113 of E-111 connector).

Important:
13 Replace the fuel supply pump. Refer to Fuel Supply —
Pump Replacement in this section. (FRP regulator
is part of the fuel supply pump assembly)

Important:

15 —
Running the DTC.

Circuit Description Condition for Setting the DTC
The barometric pressure (BARO) sensor is located • The ECM detects that the BARO sensor signal
under the instrument panel cluster (IPC) near the pedal voltage is less than 0.5 volts for 10 seconds.
bracket. The BARO sensor is a transducer that varies
voltage according to the barometric pressure changes Action Taken When the DTC Sets
and the generated voltage is input to the engine control • The ECM illuminates the malfunction indicator
module (ECM) for the BARO signal. The BARO sensor lamp (MIL) when the diagnostic runs and fails.
has the following circuits.
• The ECM uses a BARO substitution of 75 kPa (11
• 5 volts reference circuit. psi) for engine control.
• Low reference circuit. • The ECM inhibits EGR valve control.
• BARO sensor signal circuit.
The ECM supplies 5 volts to the BARO sensor on the 5 Condition for Clearing the MIL / DTC
volts reference circuit. The ECM also provides a ground
• The ECM turns OFF the MIL when the key is
on the low reference circuit. The BARO sensor
cycled after a current DTC clears.
provides a signal to the ECM on the BARO signal
circuit, which is relative to the pressure changes • A current DTC clears when the diagnostic runs and
barometric pressure. The ECM should detect a low does not fail.
signal voltage at a low barometric pressure, such as • A history DTC clears after 20 consecutive driving
high altitude place. The ECM should detect high signal cycles without a fault. Or clear with the Tech 2 or
voltage at a high barometric pressure. The ECM uses accelerator pedal operation.
this voltage signal to calibrate the fuel injection quantity
and injection timing for altitude compensation. If the Diagnostic Aid
ECM detects an excessively low BARO sensor signal • If an intermittent condition is suspected, refer to
voltage, this DTC will set. Intermittent Conditions in this section.
Condition for Running the DTC DTC P0107 (Flash Code 71)
• DTCs P1630 and P1632 are not set. Schematic Reference: Engine Controls Schematics
• The ignition switch is ON. Connector End View Reference: Engine Controls
• The ignition voltage is more than 18 volts. Connector End Views or Engine Control Module (ECM)
Connector End Views

2 —
Is DTC P1632 also set? Go to DTC P1632 Go to Step 3

2. Observe the Barometric Pressure (BARO)
3 Sensor parameter with the Tech 2. 0.5 volts
Is the BARO Sensor parameter less than the Go to Diagnostic
specified value? Go to Step 4 Aids
2. Disconnect the BARO sensor harness
connector.
3. Connect a DMM between the 5 volts reference
4 circuit of the BARO sensor harness (pin 3 of 4.5 volts
B-422 connector) and a known good ground.
Is the DMM voltage more than the specified value? Go to Step 5 Go to Step 6

2. Connect a 3-amp fused jumper wire between
the 5 volts reference circuit and the signal
circuit of the BARO sensor harness (pins 3
and 2 of B-422 connector).
5 3. Turn ON the ignition, with the engine OFF. 4.5 volts
4. Observe the BARO Sensor parameter with the
Tech 2.
Is the BARO Sensor parameter more than specified

value? Go to Step 8 Go to Step 7
1. Test the 5 volts reference circuit between the
engine control module (ECM) (pin 61 of J-191
connector) and the BARO sensor (pin 3 of B-
422 connector) for an open circuit or high
6 —
resistance.

1. Test the signal circuit between the ECM (pin
71 of J-191 connector) and the BARO sensor
(pin 2 of B-422 connector) for the following
conditions:
• An open circuit
• A short to the low reference circuit
• High resistance

connections at the harness connector of the
8 BARO sensor (pins 2 and 3 of B-422 —
connector).

connections on the BARO sensor circuits at
9 the harness connector of the ECM (pins 61 —
and 71 of J-191 connector).

Replace the BARO sensor. Refer to Barometric
Pressure (BARO) Sensor Replacement in this
10 section. —

Important:


12 —
Running the DTC.

The barometric pressure (BARO) sensor is located • The ECM detects that the BARO sensor signal
under the instrument panel cluster (IPC) near the pedal voltage is more than 4.9 volts for 10 seconds.
bracket. The BARO sensor is a transducer that varies
voltage according to the barometric pressure changes Action Taken When the DTC Sets
and the generated voltage is input to the engine control • The ECM illuminates the malfunction indicator
module (ECM) for the BARO signal. The BARO sensor lamp (MIL) when the diagnostic runs and fails.
has the following circuits.
• The ECM uses a BARO substitution of 75 kPa (11
• 5 volts reference circuit. psi) for engine control.
• Low reference circuit. • The ECM inhibits EGR valve control.
• BARO sensor signal circuit.
The ECM supplies 5 volts to the BARO sensor on the 5 Condition for Clearing the MIL / DTC
on the low reference circuit. The BARO sensor
provides a signal to the ECM on the BARO signal
circuit, which is relative to the pressure changes • A current DTC clears when the diagnostic runs and
barometric pressure. The ECM should detect a low does not fail.
signal voltage at a low barometric pressure, such as • A history DTC clears after 20 consecutive driving
high altitude place. The ECM should detect high signal cycles without a fault. Or clear with the Tech 2 or
voltage at a high barometric pressure. The ECM uses accelerator pedal operation.
this voltage signal to calibrate the fuel injection quantity
and injection timing for altitude compensation. If the Diagnostic Aid
ECM detects an excessively high BARO sensor signal • If an intermittent condition is suspected, refer to
voltage, this DTC will set. Intermittent Conditions in this section.
Condition for Running the DTC DTC P0108 (Flash Code 71)
• DTCs P1630 and P1632 are not set. Schematic Reference: Engine Controls Schematics
• The ignition switch is ON. Connector End View Reference: Engine Controls
• The ignition voltage is more than 18 volts. Connector End Views or Engine Control Module (ECM)
Connector End Views

2 4. Observe the Barometric Pressure (BARO) 4.9 volts
Sensor parameter with the Tech 2.
Is the BARO Sensor parameter more than the Go to Diagnostic

3 Information with the Tech 2. —
Is DTC P1632 also set? Go to Step 4 Go to Step 5

connector.
4 0.5 volts
Tech 2.
Is the BARO Sensor parameter less than the

specified value? Go to DTC P1632 Go to Step 7

connector.
5 0.5 volts
Tech 2.
Is the BARO Sensor parameter less than the

2. Connect a test lamp between the low
reference circuit of the BARO sensor harness
6 (pin 1 of B-422 connector) and battery voltage. —

Important:
The BARO sensor may be damaged if the sensor
signal circuit is shorted to a voltage source.
1. Test the signal circuit between the engine
control module (ECM) (pin 71 of J-191
connector) and the BARO sensor (pin 2 of B-
7 —
• A short to any 5 volts reference

1. Test the low reference circuit between the
ECM (pin 60 of J-191 connector) and the
BARO sensor (pin 1 of B-422 connector) for
8 an open circuit or high resistance. —

2. Inspect for an intermittent and for a poor
connection at the harness connector of the
9 BARO sensor (pin 1 of B-422 connector). —

connection on the BARO sensor circuit at the
10 harness connector of the ECM (pin 60 of J- —
191 connector).

11 section. —


Important:

13 —
Running the DTC.

Circuit Description • The ECM uses an IAT substitution of -10°C (14°F)
The intake air temperature (IAT) sensor is fitted for engine control.
between the air cleaner and turbocharger. The IAT • The ECM inhibits EGR valve control.
sensor is a variable resistor. The IAT sensor has a
signal circuit and a low reference circuit. The IAT Condition for Clearing the MIL / DTC
sensor measures the temperature of the air entering • The ECM turns OFF the MIL when the key is
the engine. The engine control module (ECM) supplies cycled after a current DTC clears.
5 volts to the IAT signal circuit and a ground for the IAT
low reference circuit. When the IAT sensor is cold, the
does not fail.
sensor resistance is high. When the air temperature
increases, the sensor resistance decreases. With high • A history DTC clears after 20 consecutive driving
sensor resistance, the ECM detects a high voltage on cycles without a fault. Or clear with the Tech 2 or
the IAT signal circuit. With lower sensor resistance, the accelerator pedal operation.
ECM detects a lower voltage on the IAT signal circuit. If
the ECM detects an excessively low IAT signal voltage, Diagnostic Aid
this DTC will set. • If an intermittent condition is suspected, refer to
Intermittent Conditions in this section.
Condition for Running the DTC • Use the Temperature vs. Resistance table to test
• DTCs P1630 and P1632 are not set. the IAT sensor at various temperature levels to
• The ignition switch is ON. evaluate the possibility of a skewed sensor. A
skewed sensor could result in poor driveability
concerns.
• The ECM detects that the IAT sensor signal
voltage is less than 0.1 volts for 10 seconds.
Connector End Views

2 4. Observe the Intake Air Temperature (IAT) 0.1 volts
Is the IAT Sensor parameter less than the specified Go to Diagnostic

value? Go to Step 3 Aids
2. Disconnect the IAT sensor harness connector.
3 4. Observe the IAT Sensor parameter with the 4.8 volts
Tech 2.
Is the IAT Sensor parameter more than the


connector) and the IAT sensor (pin 1 of J-190
connector) for the following conditions:

Replace the IAT sensor. Refer to Intake Air
Temperature (IAT) Sensor Replacement in this
5 section. —

3. Inspect connections on the IAT sensor circuits
at the harness connector of the ECM (pins 60
6 and 72 of J-191 connector) for corrosion. —
4. Repair or clean the connection(s) as
necessary.

Important:


Running the DTC.

Circuit Description • The ECM uses an IAT substitution of -10°C (14°F)
The intake air temperature (IAT) sensor is fitted for engine control.
between the air cleaner and turbocharger. The IAT • The ECM inhibits EGR valve control.
sensor is a variable resistor. The IAT sensor has a
signal circuit and a low reference circuit. The IAT Condition for Clearing the MIL / DTC
sensor measures the temperature of the air entering • The ECM turns OFF the MIL when the key is
the engine. The engine control module (ECM) supplies cycled after a current DTC clears.
5 volts to the IAT signal circuit and a ground for the IAT
low reference circuit. When the IAT sensor is cold, the
does not fail.
sensor resistance is high. When the air temperature
increases, the sensor resistance decreases. With high • A history DTC clears after 20 consecutive driving
sensor resistance, the ECM detects a high voltage on cycles without a fault. Or clear with the Tech 2 or
the IAT signal circuit. With lower sensor resistance, the accelerator pedal operation.
ECM detects a lower voltage on the IAT signal circuit. If
the ECM detects an excessively high IAT signal Diagnostic Aid
voltage, this DTC will set. • If an intermittent condition is suspected, refer to
Condition for Running the DTC • Use the Temperature vs. Resistance table to test
• DTCs P1630 and P1632 are not set. the IAT sensor at various temperature levels to
• The ignition switch is ON. evaluate the possibility of a skewed sensor. A
concerns.
• The engine run time is longer than 3 minutes.
• The ECM detects that the IAT sensor signal Connector End View Reference: Engine Controls
voltage is more than 4.8 volts for 10 seconds. Connector End Views or Engine Control Module (ECM)
Connector End Views

2 4. Observe the Intake Air Temperature (IAT) 4.8 volts
Is the IAT Sensor parameter more than the Go to Diagnostic

2. Disconnect the IAT sensor harness connector.
3. Connect a DMM between the signal circuit of
3 the IAT sensor harness (pin 1 of J-190 5.5 volts

Important:
The IAT sensor may be damaged if the sensor
4 connector) and the IAT sensor (pin 1 of J-190 —
connector) for a short to battery or ignition
voltage.

2. Connect a test lamp between the signal circuit
of the IAT sensor harness (pin 1 of J-190
5 3. Connect a DMM between the probe of the test 4.5 volts
lamp and a known good ground.
the signal circuit and low reference circuit of
the IAT sensor harness (pins 1 and 2 of J-190
connector).
4. Observe the IAT Sensor parameter with the
Tech 2.
Is the IAT Sensor parameter less than the specified

72 of J-191 connector) and the IAT sensor (pin
1 of J-190 connector) for an open circuit or
7 high resistance. —

ECM (pin 60 of J-191 connector) and the IAT
sensor (pin 2 of J-190 connector) for an open
8 circuit or high resistance. —

72 of J-191 connector) and the IAT sensor (pin
1 of J-190 connector) for a short to any 5 volts
9 reference circuit. —

10 IAT sensor (pins 1 and 2 of J-190 connector). —


connections on the IAT sensor circuits at the
11 harness connector of the ECM (pins 60 and —
72 of J-191 connector).

Replace the IAT sensor. Refer to Intake Air
Temperature (IAT) Sensor Replacement in this
12 section. —

Important:

14 —
Running the DTC.

Circuit Description • The ECM uses an ECT substitution of -20°C (-4°F)
The engine coolant temperature (ECT) sensor is for engine starting control.
installed to the thermostat housing. The ECT sensor is • The ECM uses an ECT substitution of 110°C
a variable resistor. The ECT sensor has a signal circuit (230°F) for engine control.
and a low reference circuit. The ECT sensor measures • The ECM inhibits EGR valve control.
the temperature of the engine coolant. The engine
control module (ECM) supplies 5 volts to the ECT Condition for Clearing the MIL / DTC
signal circuit and a ground for the ECT low reference
circuit. When the ECT sensor is cold, the sensor
resistance is high. When the engine coolant
temperature increases, the sensor resistance • A current DTC clears when the diagnostic runs and
decreases. With high sensor resistance, the ECM does not fail.
detects a high voltage on the ECT signal circuit. With • A history DTC clears after 20 consecutive driving
lower sensor resistance, the ECM detects a lower cycles without a fault. Or clear with the Tech 2 or
voltage on the ECT signal circuit. If the ECM detects an accelerator pedal operation.
excessively low ECT signal voltage, this DTC will set.
Diagnostic Aid
Condition for Running the DTC • If an intermittent condition is suspected, refer to
• DTCs P1630 and P1634 are not set. Intermittent Conditions in this section.
• The ignition switch is ON. • Use the Temperature vs. Resistance table to test
• The ignition voltage is more than 18 volts. the ECT sensor at various temperature levels to
evaluate the possibility of a skewed sensor. A
Condition for Setting the DTC skewed sensor could result in poor driveability
concerns.
• The ECM detects that the ECT sensor signal
voltage is less than 0.1 volts for 10 seconds. DTC P0117 (Flash Code 23)
Action Taken When the DTC Sets Schematic Reference: Engine Controls Schematics
• The ECM illuminates the malfunction indicator Connector End Views or Engine Control Module (ECM)
lamp (MIL) when the diagnostic runs and fails. Connector End Views

2 4. Observe the Coolant Temperature Sensor 0.1 volts
Is the Coolant Temperature Sensor parameter less Go to Diagnostic

than the specified value? Go to Step 3 Aids
2. Disconnect the engine coolant temperature
(ECT) sensor harness connector.
3 4.8 volts
4. Observe the Coolant Temperature Sensor
Is the Coolant Temperature Sensor parameter

more than the specified value? Go to Step 5 Go to Step 4

control module (ECM) (pin 84 of E-111
connector) and the ECT sensor (pin 1 of E-90

Replace the ECT sensor. Refer to Engine Coolant
Temperature (ECT) Sensor Replacement in this
5 section. —

3. Inspect connections on the ECT sensor
circuits at the harness connector of the ECM
6 (pins 84 and 109 of E-111 connector) for —
corrosion.
necessary.

Important:

8 —
Running the DTC.

Circuit Description • The ECM uses an ECT substitution of -20°C (-4°F)
The engine coolant temperature (ECT) sensor is for engine starting control.
installed to the thermostat housing. The ECT sensor is • The ECM uses an ECT substitution of 110°C
a variable resistor. The ECT sensor has a signal circuit (230°F) for engine control.
and a low reference circuit. The ECT sensor measures • The ECM inhibits EGR valve control.
the temperature of the engine coolant. The engine
control module (ECM) supplies 5 volts to the ECT Condition for Clearing the MIL / DTC
signal circuit and a ground for the ECT low reference
temperature increases, the sensor resistance • A current DTC clears when the diagnostic runs and
decreases. With high sensor resistance, the ECM does not fail.
detects a high voltage on the ECT signal circuit. With • A history DTC clears after 20 consecutive driving
lower sensor resistance, the ECM detects a lower cycles without a fault. Or clear with the Tech 2 or
voltage on the ECT signal circuit. If the ECM detects an accelerator pedal operation.
excessively high ECT signal voltage, this DTC will set.
Diagnostic Aid
• The ignition switch is ON. • Use the Temperature vs. Resistance table to test
• The ignition voltage is more than 18 volts. the ECT sensor at various temperature levels to
• The engine run time is longer than 3 minutes.
concerns.
• The ECM detects that the ECT sensor signal DTC P0118 (Flash Code 23)
voltage is more than 4.8 volts for 10 seconds.
• The ECM illuminates the malfunction indicator Connector End Views

2 4. Observe the Coolant Temperature Sensor 4.8 volts
Is the Coolant Temperature Sensor parameter Go to Diagnostic

more than the specified value? Go to Step 3 Aids
(ECT) sensor harness connector.
3 the ECT sensor harness (pin 1 of E-90 5.5 volts

Important:
The ECT sensor may be damaged if the sensor
4 connector) and the ECT sensor (pin 1 of E-90 —
voltage.

of the ECT sensor harness (pin 1 of E-90
the ECT sensor harness (pins 1 and 2 of E-90
connector).
4. Observe the Coolant Temperature Sensor
Is the Coolant Temperature Sensor parameter less

84 of E-111 connector) and the ECT sensor
(pin 1 of E-90 connector) for an open circuit or

ECM (pin 109 of E-111 connector) and the
ECT sensor (pin 2 of E-90 connector) for an
8 open circuit or high resistance. —

84 of E-111 connector) and the ECT sensor
(pin 1 of E-90 connector) for a short to any 5
9 volts reference circuit. —

10 ECT sensor (pins 1 and 2 of E-90 connector). —


connections on the ECT sensor circuits at the
109 of E-111 connector).

Replace the ECT sensor. Refer to Engine Coolant
Temperature (ECT) Sensor Replacement in this
12 section. —

Important:

14 —
Running the DTC.

Circuit Description • The ECM uses a FT substitution of 70°C (158°F)
The fuel temperature (FT) sensor is installed to the fuel for engine control.
supply pump. The FT sensor is a variable resistor. The
FT sensor has a signal circuit and a low reference Condition for Clearing the MIL / DTC
circuit. The FT sensor measures the fuel temperature • The ECM turns OFF the MIL when the key is
of the fuel. The engine control module (ECM) supplies cycled after a current DTC clears.
5 volts to the FT signal circuit and a ground for the FT • A current DTC clears when the diagnostic runs and
low reference circuit. When the FT sensor is cold, the does not fail.
sensor resistance is high. When the fuel temperature
increases, the sensor resistance decreases. With high
sensor resistance, the ECM detects a high voltage on
accelerator pedal operation.
the FT signal circuit. With lower sensor resistance, the
ECM detects a lower voltage on the FT signal circuit. If
Diagnostic Aid
the ECM detects an excessively low FT signal voltage,
this DTC will set. • Before starting a cold engine, FT sensor and
engine coolant temperature (ECT) sensor
Condition for Running the DTC temperature should be relatively close to each
other.
• DTCs P1630 and P1634 are not set.
• Use the Temperature vs. Resistance table to test
the ECT sensor at various temperature levels to
• The ECM detects that the FT sensor signal voltage skewed sensor could result in poor driveability
is less than 0.1 volts for 10 seconds. concerns.
Action Taken When the DTC Sets DTC P0182 (Flash Code 211)
• The ECM illuminates the malfunction indicator Schematic Reference: Engine Controls Schematics
lamp (MIL) when the diagnostic runs and fails. Connector End View Reference: Engine Controls
• The ECM uses a FT substitution of -20°C (-4°F) for Connector End Views or Engine Control Module (ECM)
engine starting control. Connector End Views

2 4. Observe the Fuel Temperature (FT) Sensor 0.1 volts
Is the FT Sensor parameter less than the specified Go to Diagnostic

value? Go to Step 3 Aids
2. Disconnect the FT sensor harness connector.
3 4. Observe the FT Sensor parameter with the 4.8 volts
Tech 2.
Is the FT Sensor parameter more than the


connector) and the FT sensor (pin 2 of E-93

Replace the FT sensor. Refer to Fuel Temperature
5 (FT) Sensor Replacement in this section. —
3. Inspect connections on the FT sensor circuits
at the harness connector of the ECM (pins 83
6 and 109 of E-111 connector) for corrosion. —
necessary.

Important:

8 —
Running the DTC.

Circuit Description • The ECM uses a FT substitution of 70°C (158°F)
The fuel temperature (FT) sensor is installed to the fuel for engine control.
FT sensor has a signal circuit and a low reference Condition for Clearing the MIL / DTC
circuit. The FT sensor measures the fuel temperature • The ECM turns OFF the MIL when the key is
of the fuel. The engine control module (ECM) supplies cycled after a current DTC clears.
5 volts to the FT signal circuit and a ground for the FT • A current DTC clears when the diagnostic runs and
low reference circuit. When the FT sensor is cold, the does not fail.
ECM detects a lower voltage on the FT signal circuit. If
Diagnostic Aid
the ECM detects an excessively high FT signal voltage,
this DTC will set. • Before starting a cold engine, FT sensor and
engine coolant temperature (ECT) sensor
Condition for Running the DTC temperature should be relatively close to each
other.
• Use the Temperature vs. Resistance table to test
• The engine run time is longer than 3 minutes. the ECT sensor at various temperature levels to
Condition for Setting the DTC skewed sensor could result in poor driveability
• The ECM detects that the FT sensor signal voltage concerns.
is more than 4.8 volts for 10 seconds.
• The ECM illuminates the malfunction indicator Connector End View Reference: Engine Controls
lamp (MIL) when the diagnostic runs and fails. Connector End Views or Engine Control Module (ECM)
• The ECM uses a FT substitution of -20°C (-4°F) for Connector End Views
engine starting control.

2 4. Observe the Fuel Temperature (FT) Sensor 4.8 volts
Is the FT Sensor parameter more than the Go to Diagnostic

2. Disconnect the FT sensor harness connector.
3 the FT sensor harness (pin 2 of E-93 5.5 volts

Important:
The FT sensor may be damaged if the sensor
4 connector) and the FT sensor (pin 2 of E-93 —
voltage.

of the FT sensor harness (pin 2 of E-93
the FT sensor harness (pins 1 and 2 of E-93
connector).
4. Observe the FT Sensor parameter with the
Tech 2.
Is the FT Sensor parameter less than the specified

83 of E-111 connector) and the FT sensor (pin
2 of E-93 connector) for an open circuit or high
7 resistance. —

ECM (pin 109 of E-111 connector) and the FT
sensor (pin 1 of E-93 connector) for an open

83 of E-111 connector) and the FT sensor (pin
2 of E-93 connector) for a short to any 5 volts
9 reference circuit. —

10 FT sensor (pins 1 and 2 of E-93 connector). —


connections on the FT sensor circuits at the

Replace the FT sensor. Refer to Fuel Temperature
12 (FT) Sensor Replacement in this section. —
Important:


Running the DTC.

The fuel rail pressure (FRP) sensor is installed to the • The ECM inhibits pilot injection.
fuel rail and it detects the fuel pressure in the fuel rail, • The ECM inhibits EGR valve control.
converts the pressure into a voltage signal, and sends
the signal to the engine control module (ECM). The Condition for Clearing the MIL / DTC
FRP sensor has the following circuits.
• 5 volts reference circuit. cycled after a current DTC clears.
• Low reference circuit. • A current DTC clears when the diagnostic runs and
• FRP sensor signal circuit. does not fail.
The ECM supplies 5 volts to the FRP sensor on the 5 • A history DTC clears after 20 consecutive driving
volts reference circuit. The ECM also provides a ground cycles without a fault. Or clear with the Tech 2 or
on the low reference circuit. Higher fuel rail pressure accelerator pedal operation.
provides higher FRP sensor voltage while lower
pressure provides lower FRP sensor voltage. The ECM Diagnostic Aid
calculates actual fuel rail pressure (fuel pressure) from
the voltage signal and uses the result in fuel injection
control and other control tasks. The ECM monitors the
FRP sensor signal for voltage outside the normal Notice:
range. If the ECM detects an excessively low FRP
sensor signal voltage, this DTC will set. • Electrical or magnetic interference may affect
intermittent condition.
Condition for Running the DTC
• The Differential Fuel Rail Pressure parameter on
• DTCs P1630 and P1635 are not set. the Tech 2 will be fixed at 0 MPa (0 psi) when this
• The ignition switch is ON. DTC is set.
Condition for Setting the DTC Schematic Reference: Engine Controls Schematics
• The ECM detects that the FRP sensor signal Connector End View Reference: Engine Controls
voltage is less than 0.7 volts. Connector End Views or Engine Control Module (ECM)
Connector End Views

2 —

Is the FRP Sensor parameter less than the Go to Diagnostic

connector.
4 4.5 volts
Is the FRP Sensor parameter more than the

circuit of the FRP sensor harness (pin 3 of E-
5 113 connector) and a known good ground. 4.5 volts
1. Test the signal circuits between the engine
control module (ECM) (pins 82 and 90 of E-
111 connector) and the FRP sensor (pin 2 of
E-113 connector) for the following conditions:

ECM (pin 87 of E-111 connector) and the FRP

8 FRP sensor (pin 3 of E-113 connector). —

connection on the FRP sensor circuit at the
9 harness connector of the ECM (pin 87 of E- —
111 connector).

10 section. —


Important:

12 —
Running the DTC.

Circuit Description Action Taken When the DTC Sets
The fuel rail pressure (FRP) sensor is installed to the • The ECM illuminates the malfunction indicator
fuel rail and it detects the fuel pressure in the fuel rail, lamp (MIL) when the diagnostic runs and fails.
converts the pressure into a voltage signal, and sends • The ECM limits accelerator control range.
the signal to the engine control module (ECM). The
FRP sensor has the following circuits.
• The ECM inhibits EGR valve control.
• 5 volts reference circuit.
• Low reference circuit. Condition for Clearing the MIL / DTC
• FRP sensor signal circuit. • The ECM turns OFF the MIL when the key is
The ECM supplies 5 volts to the FRP sensor on the 5 cycled after a current DTC clears.
on the low reference circuit. Higher fuel rail pressure
does not fail.
provides higher FRP sensor voltage while lower
pressure provides lower FRP sensor voltage. The ECM • A history DTC clears after 20 consecutive driving
calculates actual fuel rail pressure (fuel pressure) from cycles without a fault. Or clear with the Tech 2 or
the voltage signal and uses the result in fuel injection accelerator pedal operation.
control and other control tasks. The ECM monitors the
FRP sensor signal for voltage outside the normal Diagnostic Aid
range. If the ECM detects an excessively high FRP • If an intermittent condition is suspected, refer to
sensor signal voltage, this DTC will set. Intermittent Conditions in this section.
Condition for Running the DTC Notice:

• DTCs P1630 and P1635 are not set. • Electrical or magnetic interference may affect
• The ignition switch is ON. intermittent condition.
• The ignition voltage is more than 18 volts. • The Differential Fuel Rail Pressure parameter on
the Tech 2 will be fixed at 0 MPa (0 psi) when this
Condition for Setting the DTC DTC is set.
• The ECM detects that the FRP sensor signal DTC P0193 (Flash Code 245)
voltage is more than 4.5 volts.
Connector End Views

Did you perform the Diagnostic System Check- Go to Diagnostic
2 —

Is the FRP Sensor parameter more than the Go to Diagnostic

connector.
4 the FRP sensor harness (pin 2 of E-113 5.5 volts
Is the DMM voltage more than specified value? Go to Step 10 Go to Step 5

of the FRP sensor harness (pin 2 of E-113
the signal circuit and the low reference circuit
of the FRP sensor harness (pins 1 and 2 of E-
113 connector).
Tech 2.
Is the FRP Sensor parameter less than the

engine control module (ECM) (pin 101 of E-
111 connector) and the FRP sensor (pin 1 of
E-113 connector) for an open circuit or high
7 —
resistance.

1. Test the signal circuit between the ECM (pins
82 and 90 of E-111 connector) and the FRP

1. Test the signal circuits between the ECM (pins
82 and 90 of E-111 connector) and the FRP
sensor (pin 2 of E-113 connector) for a short to
9 any 5 volts reference circuit. —


Important:
The FRP sensor may be damaged if the sensor
1. Test the signal circuits between ECM (pins 82
10 and 90 of E-111 connector) and the FRP —
sensor (pin 2 of E-113 connector) for a short to
battery or ignition voltage.

11 FRP sensor (pins 1 and 2 of E-113 connector). —

connections on the FRP sensor circuits at the
12 harness connector of the ECM (pins 82, 90 —
and 101 of E-111 connector).

13 section. —

Important:


Running the DTC.

The engine control module (ECM) calculates the • The ECM illuminates the malfunction indicator
optimum fuel injection ON time using data sent from lamp (MIL) when the diagnostic runs and fails.
various engine sensors. The ECM supplies a high
voltage along with grounding the fuel injector control Condition for Clearing the MIL / DTC
circuit when it needs to energize the fuel injector (turn it • The ECM turns OFF the MIL when the key is
ON). The ECM also supplies battery voltage to the fuel cycled after a current DTC clears.
injector solenoid control circuit to allow for fault
detection. If the cylinder number 1 fuel injector solenoid
does not fail at next driving cycle.
control circuit is open circuit, shorted to voltage or
shorted to the common 1 fuel injector drive circuit, this • A history DTC clears after 20 consecutive driving
DTC will set. cycles without a fault. Or clear with the Tech 2 or
Diagnostic Aid
• DTCs P0204, P0611 and P1261 are not set.
• The battery voltage is more than 18 volts.
• The engine is running. DTC P0201 (Flash Code 271)
• The ECM detects that the cylinder number 1 fuel Connector End Views or Engine Control Module (ECM)
injector solenoid coil control circuit is open circuit, Connector End Views
shorted to voltage or shorted to common 1 fuel
injector drive circuit during engine rotations.

2 —
Go to Diagnostic
2. Disconnect the in-line harness connector (H-
125) from the cylinder head cover case.
3. Connect a DMM between the common 1 fuel
3 injector drive circuit (pin 1 of H-125 female 1.0 volt
side connector) and a known good ground.
Is the DMM voltage less than the specified value? Go to Step 4 Go to Step 9
Connect a DMM between the cylinder number 1
fuel injector control circuit (pin 5 of H-125 female
4 side connector) and a known good ground. 16.0 volts
Is the DMM voltage more than the specified value
5 12.0 volts
at Step 4? Go to Step 6 Go to Step 11

connection at the in-line harness connector
(pin 5 of H-125 connector).
6 —

1. Remove the cylinder head cover. Refer to Fuel
Injector Replacement in this section.
2. Inspect the fuel injector harness for loose
injector terminal nuts, objects touching injector
terminals.
7 3. Inspect for an intermittent and for a poor —

1. Test the cylinder number 1 fuel injector
solenoid control circuit between the fuel
injector terminal (pins 1, 2 and 3 of E-138
connector) and the in-line harness connector
(pins 1, 4 and 5 of H-126 connector) for the
following conditions:
• An open circuit
8 —
• A short to the common 1 fuel injector
drive circuit
• High resistance
2. Repair or replace the injector harness as
necessary.

solenoid control circuit and common 1 fuel
injector drive circuit for a short to each other
9 —
in-line harness connector (pins 1 or 4 and 5 of
H-125 connector).

solenoid control circuit between the ECM (pin
119 of E-111 connector) and the in-line
harness connector (pin 5 of H-125 connector)
10 —
for a short to battery or ignition voltage.

11 —
for an open circuit or high resistance.


connection on the cylinder number 1 fuel
12 injector control circuit at the harness —
connector of the ECM (pin 119 of E-111
connector).

Important:
Replace the cylinder number 1 fuel injector. Refer
13 to Fuel Injector Replacement / Fuel Injector ID —
Code Data Programming in this section.

Important:


Diagnostic Aid

2 —
Go to Diagnostic
5 12.0 volts

6 —

terminals.

• An open circuit
8 —
drive circuit
• High resistance
necessary.

9 —
H-125 connector).

10 —

11 —


connector).

Important:

Important:


Diagnostic Aid

2 —
Go to Diagnostic
5 12.0 volts

6 —

terminals.

• An open circuit
8 —
drive circuit
• High resistance
necessary.

9 —
H-125 connector).

10 —

11 —


connector).

Important:

Important:


Diagnostic Aid

2 —
Go to Diagnostic
5 12.0 volts

6 —

terminals.

• An open circuit
8 —
drive circuit
• High resistance
necessary.

9 —
H-125 connector).

10 —

11 —


connector).

Important:

Important:


Circuit Description • A history DTC clears after 20 consecutive driving
The crankshaft position (CKP) sensor is located on top cycles without a fault. Or clear with the Tech 2 or
of the flywheel housing. The engine control module accelerator pedal operation.
(ECM) calculates the engine speed and exact position
of the crankshaft based on the signal from the CKP Diagnostic Aid
sensor. If the ECM detects an engine overrun condition, • This DTC is caused by an engine overspeed
this DTC will set. condition, which was most likely caused by driver
error (i.e. downshifting a manual transmission on a
Condition for Running the DTC steep grade). Since this DTC does not illuminate
• The ignition switch is ON. any lamps, clear the DTC and ensure there are no
signs of engine damage. Excessive engine
Condition for Setting the DTC overspeed may damage internal engine
components.
• The ECM detects that the engine speed is higher
• Make sure the CKP sensor is tight and the sensor
than 4300 RPM.
wheel teeth are not damaged.
• The ECM does not illuminate the malfunction
indicator lamp (MIL) when the diagnostic runs and
fails.
Connector End Views
Condition for Clearing the DTC
does not fail.

Important:
If DTC P0335, P0336, P0340 or P0341 is also set,
diagnose that DTC first.
2 3700 RPM
3. Observe the Engine Speed parameter with the
Tech 2.
4. Accelerate the engine as necessary.
Does the Engine Speed parameter ever exceed the

Ask the driver if overrun is caused by gear slip-out,
shift error, down-slope driving, etc. If engine
3 overrun has experienced, the engine must be —
inspected and repaired as necessary.
Did you complete the action? Go to Step 17 —

1. Remove the crankshaft position (CKP) sensor.
Refer to CKP Sensor replacement in this
section.
2. Visually inspect the CKP sensor for the
4 —
• For physical damage
• For being loose
• For improper installation


Visually inspect for damage, metal particles on
5 magnet and for flywheel teeth damage. —
2. Disconnect the crankshaft position (CKP)
sensor harness connector.
3. Connect a DMM across the CKP sensor
6 terminals. 105 – 145 Ω
4. Measure the resistance across the CKP
sensor.
Does the CKP sensor resistance measure within

the specified range? Go to Step 7 Go to Step 15
terminals (measure sensor output voltage).
2. Place the DMM on the AC volt scale.
7 4. Monitor the DMM while accelerating the —
engine between idle and W.O.T. (accelerator
pedal full travel).
Does the DMM indicate an AC voltage increase in

accordance with an engine speed increase? Go to Step 8 Go to Step 15
2. Connect a DMM between the CKP sensor
harness (pin 1 of E-98 connector) and a
known good ground.
8 3. Connect a DMM between the CKP sensor 0.4 – 1.4 volts
known good ground.
Is each DMM voltage within the specified value? Go to Step 10 Go to Step 9

9 —
1. Test the CKP sensor circuits between the
engine control module (ECM) (pins 106 and
107 of E-111 connector) and CKP sensor (pins
1 and 2 of E-98 connector) for a short to each
10 —
other.

ECM (pins 106 and 107 of E-111 connector)
and CKP sensor (pins 1 and 2 of E-98
• An open circuit
11 —
• A short to ground
• High resistance


12 • A short to battery or ignition voltage —

13 CKP sensor (pins 1 and 2 of E-98 connector). —

connections on the CKP sensor circuits at the

Replace the CKP sensor. Refer to Crankshaft
15 Position (CKP) Sensor Replacement in this section. —
Important:

17 5. Accelerate the Accelerate the engine between 3700 RPM
idle and W.O.T. (accelerator pedal full travel)
many times while observing the Engine Speed
parameter with Tech 2.
Does the Engine Speed parameter ever exceed the

Circuit Description • A history DTC clears after 20 consecutive driving
The boost pressure sensor is located in the air cycles without a fault. Or clear with the Tech 2 or
induction tubing. The sensor is a transducer that varies accelerator pedal operation.
voltage according to changes in the air pressure inside
the air tubing. The engine control module (ECM) Diagnostic Aid
monitors the boost pressure sensor signal for abnormal • An open circuit or high resistance in the boost
values. If the ECM detects that the boost pressure pressure low reference circuit may set this DTC.
sensor signal is excessively high, this DTC will set. • Check the turbocharger wastegate valve for a
sticking or close stuck condition.
• Use the Tech 2 to verify the integrity of the boost
• DTCs P0237, P0238, P1630 and P1634 are not pressure sensor signal. Compare the sensor
set. values under all load conditions for an excessively
• The ignition switch is ON. high value. Use the Tech 2 data list values for
• The ignition voltage is more than 18 volts. nominal sensor readings.
• The engine is running. • The fuel with which gasoline was mixed may set
this DTC.
• The fuel injection quantity is lower than a
predetermined value.
Test Description
Condition for Setting the DTC The numbers below refer to the step number on the
diagnostic table.
• The ECM detects that the boost pressure is higher
2. A skewed boost pressure sensor value (shifted to a
than 228 kPa (33 psi) for 3 seconds.
higher pressure) can set this DTC. The Boost Pressure
on the Tech 2 should read near Barometric Pressure
(BARO) with the key ON and engine OFF.
• The ECM illuminates the malfunction indicator 3. A skewed BARO sensor value (shifted to a lower
lamp (MIL) when the diagnostic runs and fails. pressure) may indicate a wrong boost pressure sensor
reading. The BARO on the Tech 2 should read near
Condition for Clearing the MIL / DTC surrounding barometric pressure.
cycled after a current DTC clears. DTC P0234 (Flash Code 42)
• A current DTC clears when the diagnostic runs and Schematic Reference: Engine Controls Schematics
does not fail. Connector End View Reference: Engine Controls
Connector End Views

3. Observe the Boost Pressure and Barometric
Pressure (BARO) with the Tech 2. 7.0 kPa (1.0
2
psi)
Does the Tech 2 indicate that the difference
between the Boost Pressure and BARO is more
1. Observe the BARO parameter with the Tech 2.
2. Compare the BARO value to the range
specified in the altitude vs. barometric
3 pressure table. Refer to Altitude vs Barometric —
Pressure.
Is the BARO parameter within the range specified? Go to Step 5 Go to Step 8


1. Inspect the following for possible causes of
high boost pressure.
• Wastegate for a stuck closed condition.
Refer to the Turbocharger in Engine
Mechanical section for diagnosis.
• Oil in the air induction tubing causing an
4 incorrect boost pressure sensor signal. —
When there is adhesion of oil inside of
the tubing, intercooler or turbocharger it
needs to be wiped off.
2. Repair the condition as necessary.
Go to Diagnostic
Did you find and correction the condition? Go to Step 11 Aids
2. Disconnect the boost pressure sensor
harness connector.
5 connection at the boost pressure sensor —
harness connector (pin 1 of J-216 connector).

2. Connect a test lamp between the boost
6 pressure sensor low reference circuit (pin 1 of —
J-216 connector) and battery voltage.

Repair the high resistance in low reference circuit
between the engine control module (ECM) (pin 109
7 of E-111 connector) and boost pressure sensor (pin —
1 of J-216 connector).

connector.
connections at the BARO sensor harness
connector (pins 2 and 3 of B-422 connector).
8 connections and corrosion on each BARO —
ECM (pins 61 and 71 of J-191 connector).
6. Test for high resistance on each BARO sensor
circuit.
necessary.

Replace the boost pressure sensor. Refer to Boost
9 Pressure Sensor Replacement in this section. —
10 section. —


11 —
Running the DTC.

Circuit Description • A current DTC clears when the diagnostic runs and
The boost pressure sensor is located in the air does not fail.
induction tubing. The sensor is a transducer that varies • A history DTC clears after 20 consecutive driving
voltage according to changes in the air pressure inside cycles without a fault. Or clear with the Tech 2 or
the air tubing. The engine control module (ECM) accelerator pedal operation.
monitors the boost pressure sensor signal for abnormal
values. If the ECM detects that the boost pressure Diagnostic Aid
sensor signal is excessively low, this DTC will set. • Induction air leakage can cause a low boost
pressure condition. A whistling noise may be heard
Condition for Running the DTC if a component is allowing air to enter the induction
• DTCs P0107, P0108, P0237, P0238, P1630 and system. Close the throttle plate, remove the boost
P1634 are not set. pressure sensor and introduce shop air into the
• The ignition switch is ON. line. Feel around the air tubing for leaks.
• The ignition voltage is more than 18 volts. • Check for cracked air tubing that may only open
during certain engine movement conditions.
• Check the turbocharger wastegate valve for a
• The fuel injection quantity is higher than a
sticking or stuck open condition.
predetermined value.
• Use the Tech 2 to verify the integrity of the boost
Condition for Setting the DTC pressure sensor signal. Compare the sensor
values under all load conditions for an excessively
Either of following condition is met: low value. Use the Tech 2 data list values for
• The ECM detects that the boost pressure is lower nominal sensor readings.
than 78 kPa (11 psi) for 20 seconds when the • Fuel system problem (low fuel pressure condition)
engine speed is lower than 900 RPM. may set this DTC.
• The ECM detects that the boost pressure is lower
than 82 – 151 kPa (12 – 22 psi) for 20 seconds Test Description
when the engine speed is between 1200 – 3000
The numbers below refer to the step number on the
RPM.
diagnostic table.
• The ECM detect that the boost pressure is lower 3. A skewed boost pressure sensor value (shifted to a
than 100 – 158 kPa (15 – 23 psi) for 20 seconds low pressure) can set this DTC. The Boost Pressure on
when the engine speed is between 3300 – 3600 the Tech 2 should read near barometric pressure
RPM. (BARO) with the key ON and engine OFF.
4. A BARO sensor value (shifted to a higher pressure)
Notice: may indicate a wrong boost pressure sensor reading.
• If the barometric pressure (BARO) is lower than The BARO on the Tech 2 should read near surrounding
100 kPa (15 psi), a compensated value (100 kPa – barometric pressure.
BARO) is added to the above thresholds.
Connector End Views


low boost pressure.
• Air leakage around the boost pressure
sensor or debris in the sensor hole.
• Air leaking around any of the air induction
tubing between the turbocharger and
intake manifold. Check for damaged
components and for loose clamps.
• Turbine shaft binding causing lower
turbocharger shaft spinning speeds.
Refer to the Turbocharger in Engine
Mechanical section for diagnosis.
• Turbocharger wastegate valve for a stuck
open condition. Refer to the
2 Turbocharger in Engine Mechanical —
section for diagnosis.
• Restricted air cleaner element, restricted
or collapsed air tubing between the air
cleaner and the intake throttle.
• Intake throttle plate sticking in the closed
position. Move intake throttle plate rod by
hand to verify smooth operation.
• Oil in the air induction tubing causing an
incorrect boost pressure sensor signal.
When there is adhesion of oil inside of
the tubing, intercooler or turbocharger it
needs to be wiped off.

3. Observe the Boost Pressure and Barometric
Pressure (BARO) with the Tech 2. 7.0 kPa (1.0
3
psi)
Does the Tech 2 indicate that the difference
between the Boost Pressure and BARO is more Go to Diagnostic
than the specified value? Go to Step 4 Aids
1. Observe the BARO parameter with the Tech 2.
2. Compare the BARO value to the range
specified in the altitude vs. barometric
4 pressure table. Refer to Altitude vs Barometric —
Pressure.
Is the BARO parameter within the range specified? Go to Step 5 Go to Step 6


harness connector.
connections at the boost pressure sensor
harness connector (pins 2 and 3 of J-216
connector).
harness connector.
connections and corrosion on each boost
pressure sensor circuit at the harness
connector of the ECM (pins 91 and 95 of E-
111 connector).
6. Test for high resistance on each boost
pressure sensor circuit.
necessary.

connector.
6 connection at the BARO sensor harness —
connector (pin 1 of B-422 connector).

2. Connect a test lamp between the BARO
7 sensor low reference circuit (pin 1 of B-422 —
connector) and battery voltage.

Repair the high resistance in low reference circuit
between the ECM (pin 60 of J-191 connector) and
8 BARO sensor (pin 1 of B-422 connector). —

10 section. —

11 —
Running the DTC.


The boost pressure sensor is located in the air • The ECM detects that the boost pressure sensor
induction tubing. The boost pressure sensor is a signal voltage is less than 0.1 volts for 5 seconds.
transducer that varies voltage according to changes in
the air pressure inside the air tubing. The boost Action Taken When the DTC Sets
pressure sensor has the following circuits. • The ECM illuminates the malfunction indicator
• 5 volts reference circuit lamp (MIL) when the diagnostic runs and fails.
• Low reference circuit • The ECM uses a boost pressure substitution of
• Boost pressure sensor signal circuit 100 kPa (14.5 psi) for engine control.
The engine control module (ECM) supplies 5 volts to • The ECM inhibits EGR valve control.
the boost pressure sensor on the 5 volts reference
circuit. The ECM also provides a ground on the low Condition for Clearing the MIL / DTC
reference circuit. The boost pressure sensor provides a
signal to the ECM on the boost pressure signal circuit
which is relative to the pressure changes in the
manifold. The ECM should detect a low signal voltage • A current DTC clears when the diagnostic runs and
at a low boost pressure, such as low engine load. The does not fail.
ECM should detect high signal voltage at a high boost • A history DTC clears after 20 consecutive driving
pressure, such as high engine load. The ECM monitors cycles without a fault. Or clear with the Tech 2 or
the boost pressure sensor signal for voltage outside the accelerator pedal operation.
normal range of the boost pressure sensor. If the ECM
detects an excessively low boost pressure sensor Diagnostic Aid
signal voltage, this DTC will set. • If an intermittent condition is suspected, refer to
• DTCs P1630 and P1634 are not set. DTC P0237 (Flash Code 32)
• The ignition switch is ON. Schematic Reference: Engine Controls Schematics
• The ignition voltage is more than 18 volts. Connector End View Reference: Engine Controls
Connector End Views

2 —

2. Observe the Boost Pressure Sensor
Is the Boost Pressure Sensor parameter less than Go to Diagnostic
the specified value? Go to Step 4 Aids

harness connector.
4 circuit of the boost pressure sensor harness 4.5 volts
(pin 3 of J-216 connector) and a known good
ground.
circuit of the boost pressure sensor harness
(pins 3 and 2 of J-216 connector).
Is the Boost Pressure Sensor parameter more than

engine control module (ECM) (pin 95 of E-111
connector) and the boost pressure sensor (pin
3 of J-216 connector) for an open circuit or
6 —
high resistance.

91 of E-111 connector) and the boost pressure
sensor (pin 2 of J-216 connector) for the
• An open circuit
• High resistance

8 boost pressure sensor (pins 2 and 3 of J-216 —
connector).

connections on the boost pressure sensor
9 circuits at the harness connector of the ECM —
(pins 91 and 95 of E-111 connector).


Important:

12 —
Running the DTC.

The boost pressure sensor is located in the air • The ECM detects that the boost pressure sensor
induction tubing. The boost pressure sensor is a signal voltage is more than 4.9 volts for 5 seconds.
the air pressure inside the air tubing. The boost Action Taken When the DTC Sets
pressure sensor has the following circuits. • The ECM illuminates the malfunction indicator
• Low reference circuit • The ECM uses a boost pressure substitution of
• Boost pressure sensor signal circuit 100 kPa (14.5 psi) for engine control.
The engine control module (ECM) supplies 5 volts to • The ECM inhibits EGR valve control.
the boost pressure sensor on the 5 volts reference
circuit. The ECM also provides a ground on the low Condition for Clearing the MIL / DTC
reference circuit. The boost pressure sensor provides a
signal to the ECM on the boost pressure signal circuit
manifold. The ECM should detect a low signal voltage • A current DTC clears when the diagnostic runs and
at a low boost pressure, such as low engine load. The does not fail.
ECM should detect high signal voltage at a high boost • A history DTC clears after 20 consecutive driving
pressure, such as high engine load. The ECM monitors cycles without a fault. Or clear with the Tech 2 or
the boost pressure sensor signal for voltage outside the accelerator pedal operation.
normal range of the boost pressure sensor. If the ECM
detects an excessively high boost pressure sensor Diagnostic Aid
signal voltage, this DTC will set. • If an intermittent condition is suspected, refer to
Connector End Views

2 4. Observe the Boost Pressure Sensor 4.9 volts
Is the Boost Pressure Sensor parameter more than Go to Diagnostic


harness connector.
4 0.1 volts
Is the Boost Pressure Sensor parameter less than

the specified value? Go to DTC P1634 Go to Step 7

harness connector.
5 0.1 volts
Is the Boost Pressure Sensor parameter less than

the specified value? Go to Step 6 Go to Step 7
reference circuit of the boost pressure sensor
6 harness (pin 1 of J-216 connector) and battery —
voltage.

Important:
The boost pressure sensor may be damaged if the
sensor signal circuit is shorted to a voltage source.
7 2 of J-216 connector) for the following —
conditions:

boost pressure sensor (pin 1 of J-216
connector) for an open circuit or high
8 —
resistance.

9 boost pressure sensor (pin 1 of J-216 —
connector).

connection on the boost pressure sensor
10 circuit at the harness connector of the ECM —
(pin 109 of E-111 connector).


Important:

13 —
Running the DTC.

The crankshaft position (CKP) sensor is located on top • The ECM illuminates the malfunction indicator
of the flywheel housing. There are 56 notches spaced lamp (MIL) when the diagnostic runs and fails.
6° apart and a 30° section that is open span. This open
span portion allows for the detection of cylinder #1 top Condition for Clearing the MIL / DTC
dead center (TDC). The CKP sensor is a magnetic coil • The ECM turns OFF the MIL when the key is
type sensor, which generates an AC signal voltage cycled after a current DTC clears.
based on the crankshaft rotational speed. The engine
control module (ECM) monitors both the CKP sensor
and camshaft position (CMP) sensor signals to ensure
they correlate with each other. If the ECM receives a • A history DTC clears after 20 consecutive driving
certain amount of CMP sensor signal pulses without a cycles without a fault. Or clear with the Tech 2 or
CKP sensor signal, this DTC will set. accelerator pedal operation.
Condition for Running the DTC Diagnostic Aid

• DTCs P0336, P0340, P0341 and P1345 are not • If an intermittent condition is suspected, refer to
set. Intermittent Conditions in this section.
• The ignition switch is ON. • Ensure the sensor is tight and the flywheel teeth
are not damaged.
• The CMP sensor signal pulse is detected.
• The ECM detects that the CKP sensor pulses are
not generated during engine rotations.
Connector End Views

3. Start the engine (Note a slight start delay may
2 be noticed). —
Go to Diagnostic
2. Disconnect the crankshaft position (CKP)
3 terminals. 105 – 145 Ω
4. Measure the resistance across the CKP
sensor.
Does the CKP sensor resistance measure within

the specified range? Go to Step 4 Go to Step 13
terminals (measure sensor output voltage).
2. Place the DMM on the AC volt scale.
4 4. Monitor the DMM while accelerating the —
engine between idle and W.O.T. (accelerator
pedal full travel).
Does the DMM indicate an AC voltage increase in

accordance with an engine speed increase? Go to Step 5 Go to Step 10

known good ground.
5 0.4 – 1.4 volts
known good ground.
Is each DMM voltage within the specified value? Go to Step 7 Go to Step 6

6 —
engine control module (ECM) (pins 106 and
107 of E-111 connector) and CKP sensor (pins
1 and 2 of E-98 connector) for a short to each
7 —
other.

• An open circuit
8 —
• High resistance

9 • A short to battery or ignition voltage —

1. Inspect the CKP sensor for tightness. Retest if
the sensor was loose.
2. Remove the CKP sensor and check for
10 damage, metal particles on magnet and for —
flywheel teeth damage.

11 CKP sensor (pins 1 and 2 of E-98 connector). —


connections on the CKP sensor circuits at the

Important:


The crankshaft position (CKP) sensor is located on top • The ECM illuminates the malfunction indicator
of the flywheel housing. There are 56 notches spaced lamp (MIL) when the diagnostic runs and fails.
span portion allows for the detection of cylinder #1 top Condition for Clearing the MIL / DTC
dead center (TDC). The CKP sensor is a magnetic coil • The ECM turns OFF the MIL when the key is
type sensor, which generates an AC signal voltage cycled after a current DTC clears.
they correlate with each other. If the ECM receives • A history DTC clears after 20 consecutive driving
extra or missing CKP sensor signal pulses, this DTC cycles without a fault. Or clear with the Tech 2 or
will set. accelerator pedal operation.

• DTCs P0335, P0340, P0341 and P1345 are not • If an intermittent condition is suspected, refer to
set. Intermittent Conditions in this section.
• The ignition switch is ON. • An intermittent CKP sensor signal may set this
DTC.
• The CKP sensor signal is detected.
• Ensure the sensor is tight and the flywheel teeth
Condition for Setting the DTC are not damaged.
• The ECM detects extra or missing CKP sensor
pulses during engine rotations.
Connector End Views

2 —

1. Inspect all of the circuits going to the
crankshaft position (CKP) sensor for the
following:
• Routed too closely to fuel injection wiring
or components
• Routed too closely to after-market add-
3 on electrical equipment —
• Routed too closely to solenoids, relays,
and motors
2. If you find incorrect routing, correct the
harness routing.


2. Disconnect the CKP sensor harness
connector.
4 connections at the harness connector of the —
CKP sensor (pins 1 and 2 of E-98 connector).

harness connector.
5 connection on these CKP sensor circuits at —
the harness connector of the ECM (pins 106,
107 and 108 of E-111 connector).

1. Remove the CKP sensor. Refer to Crankshaft
Position (CKP) Sensor Replacement in this
section.
2. Visually inspect the CKP sensor for the
• Physical damage
• Loose or improper installation
3. The following conditions may cause this DTC
6 to set: —
• Excessive air gap between the CKP
sensor and the sensor rotor
• Electromagnetic interference in the CKP
sensor circuits
• Foreign material passing between the
CKP sensor and the sensor rotor

Inspect the CKP sensor rotor for the following
conditions:
• Physical damage
7 • Improper installation —
Refer to Flywheel Replacement in Engine
Mechanical section.


Circuit Description Condition for Clearing the MIL / DTC
The camshaft position (CMP) sensor is installed on the • The ECM turns OFF the MIL when the key is
cylinder head at the rear of the camshaft gear. The cycled after a current DTC clears.
CMP sensor has the following circuits. • A current DTC clears when the diagnostic runs and
• 12 volts reference circuit does not fail at next driving cycle.
• CMP sensor signal circuit • A history DTC clears after 20 consecutive driving
• CMP sensor shield circuit cycles without a fault. Or clear with the Tech 2 or
The engine control module (ECM) supplies 12 volts to accelerator pedal operation.
the CMP sensor on the 12 volts reference circuit. The
CMP sensor provides a signal to the ECM on the CMP Diagnostic Aid
signal circuit. The CMP sensor detects a total of five • If an intermittent condition is suspected, refer to
through holes (four holes arranged equally every 90° Intermittent Conditions in this section.
and one reference hole on the camshaft gear flange • Ensure the sensor is tight and the camshaft gear
surface) and sends signals to the engine control flange surface is not damaged.
module (ECM). Receiving these signals, the ECM
determines cylinder #1 compression top dead center Notice:
(TDC). If the ECM detects that CMP sensor signals are • If this DTC is set, the engine cranks but does not
not generated, this DTC will set. start.
Condition for Running the DTC Test Description
• DTCs P0335, P0336, P0341 and P1345 are not The numbers below refers to the step number on the
set. diagnostic table.
• The ignition switch is ON. 6. If the CMP sensor signal circuit between the ECM
• The crankshaft position (CKP) sensor signal pulse and the sensor is shorted to ground or shield circuit, the
is detected. voltage reading on the DMM indicates same level as
battery.
• The ECM detects that the CMP sensor pulses are DTC P0340 (Flash Code 14)
not generated during engine rotations. Schematic Reference: Engine Controls Schematics
Action Taken When the DTC Sets Connector End Views or Engine Control Module (ECM)
• The ECM illuminates the malfunction indicator Connector End Views

3. Start the engine. If engine does not start,
2 crank over the engine for 10 seconds. —
Go to Diagnostic
2. Disconnect the camshaft position (CMP)
3. Connect a DMM between the 12 volts
3 reference circuit (pin 3 of E-112 connector) 11 – 13 volts
and a known good ground.
Does the DMM voltage indicate within the specified


4 —
2. Connect a DMM between the signal circuit
5 (pin 2 of E-112 connector) and battery voltage. 22 volts
(pin 2 of E-112 connector) and battery voltage.
6 3. Connect a DMM between the probe of the test 22 volts
lamp and battery voltage.
2. Connect a test lamp between the shield circuit
7 (pin 1 of E-112 connector) and battery voltage. —

1. Test the CMP sensor 12 reference circuit
(pin 99 of E-111 connector) and the CMP
sensor (pin 3 of E-112 connector) for the
• An open circuit
8 —
• A short to the signal circuit
• A short to the shield circuit
• High resistance

1. Test the CMP sensor 12 volts reference circuit
between the ECM (pin 99 of E-111 connector)
and the CMP sensor (pin 3 of E-112
connector) for short to battery or ignition
9 —
voltage.


Important:
The CMP sensor may be damaged if the sensor
1. Test the CMP sensor signal circuit between
the ECM (pin 98 of E-111 connector) and the
CMP sensor (pin 2 of E-112 connector) for the
10 —
• An open circuit
• High resistance

1. Test the CMP sensor signal circuit between
CMP sensor (pin 2 of E-112 connector) for a
11 short to ground or short to the shield circuit. —

Important:
The ECM may be damaged if the sensor shield
circuit is shorted to a voltage source.
1. Test the CMP sensor shield circuit between
CMP sensor (pin 1 of E-112 connector) for the
12 following conditions: —
• An open circuit
• High resistance

13 CMP sensor (pins 1, 2 and 3 of E-112 —
connector).

connection on these CMP sensor circuits at
99 and 100 of E-111 connector).


1. Remove the CMP sensor. Refer to Camshaft
Position (CMP) Sensor Replacement in this
section.
2. Visually inspect the CMP sensor for the
15 —
• For physical damage
• For being loose
• For improper installation

Visually inspect the camshaft gear surface for
16 damage. —
Replace the CMP sensor. Refer to Camshaft
17 section. —

Important:

crank over the engine for 10 seconds.

The camshaft position (CMP) sensor is installed on the • The ECM illuminates the malfunction indicator
cylinder head at the rear of the camshaft gear. The lamp (MIL) when the diagnostic runs and fails.
CMP sensor has the following circuits.
• 12 volts reference circuit Condition for Clearing the MIL / DTC
• CMP sensor signal circuit • The ECM turns OFF the MIL when the key is
• CMP sensor shield circuit cycled after a current DTC clears.
The engine control module (ECM) supplies 12 volts to • A current DTC clears when the diagnostic runs and
the CMP sensor on the 12 volts reference circuit. The does not fail at next driving cycle.
CMP sensor provides a signal to the ECM on the CMP • A history DTC clears after 20 consecutive driving
signal circuit. The CMP sensor detects a total of five cycles without a fault. Or clear with the Tech 2 or
through holes (four holes arranged equally every 90° accelerator pedal operation.
and one reference hole on the camshaft gear flange
surface) and sends signals to the engine control Diagnostic Aid
module (ECM). Receiving these signals, the ECM
determines cylinder #1 compression top dead center
(TDC). If the ECM receives extra or missing CMP
sensor signal pulses, this DTC will set. • An intermittent CMP sensor signal may set this
DTC.
Condition for Running the DTC • Ensure the sensor is tight and the camshaft gear
flange surface is not damaged.
• DTCs P0335, P0336, P0340 and P1345 are not
set. Notice:
• The ignition switch is ON. • If this DTC is set, the engine cranks but does not
• The CMP sensor signal pulse is detected. start.
Condition for Setting the DTC DTC P0341 (Flash Code 14)
• The ECM detects extra or missing CMP sensor Schematic Reference: Engine Controls Schematics
pulses during engine rotations. Connector End View Reference: Engine Controls
Connector End Views


1. Inspect all of the circuits going to the camshaft
position (CMP) sensor for the following:
or components
and motors
harness routing.


2. Disconnect the CMP sensor harness
connector.
CMP sensor (pins 1, 2 and 3 of E-112
connector).

harness connector.
5 —
connection on these CMP sensor circuit at the
harness connector of the ECM (pins 98, 99

1. Remove the CMP sensor. Refer to Camshaft
section.
2. Visually inspect the CMP sensor for the
• Physical damage
• Loose or improper installation
to set:
6 —
• Excessive air gap between the CMP
sensor and the camshaft gear surface
(sensor rotor)
• Electromagnetic interference in the CMP
sensor circuits
• Foreign material passing between the
CMP sensor and the camshaft gear
surface (sensor rotor)

Inspect the camshaft gear surface (CMP sensor
7 rotor) for physical damage. —
Replace the CMP sensor. Refer to Camshaft
8 section. —


The engine control module (ECM) controls the glow • The ECM turns OFF the MIL when the key is
relay which supplies power to the glow plugs based on cycled after a current DTC clears.
engine coolant temperature. In the after glow phase, • A current DTC clears when the diagnostic runs and
the glow indicator light is not illuminated but glow plugs does not fail at next driving cycle.
remain active for a certain period. If the ECM detects
an open circuit or short circuit on the glow relay control
circuit, this DTC will set.
Diagnostic Aid
• The battery voltage is between 16 – 32 volts. Intermittent Conditions in this section.
Condition for Setting the DTC Test Description

Either of following condition is met: The numbers below refers to the step number on the
• The ECM detects a low voltage condition on the diagnostic table.
glow relay control circuit when the relay is 2. Listen for an audible click when the glow relay
commanded OFF for longer than 5 seconds. operates. Command both the ON and OFF states.
• The ECM detects a high voltage condition on the 6. Tests if ground is constantly being applied to the
glow relay control circuit when the relay is glow relay.
commanded ON for longer than 5 seconds.
Connector End Views

3. Perform the Glow Relay Test with the Tech 2.
2 4. Command the Glow Relay ON with the Tech —
2.
Does the glow relay click when commanded ON

with the Tech 2? Go to Step 3 Go to Step 4
(ECT) sensor harness connector in order to
3 gain glow ON time long enough. —
4. Turn ON the ignition for 30 seconds while
observing the Diagnostic Trouble Code (DTC)
Go to Diagnostic

2. Replace the glow relay with the starter relay or
replace with a known good relay.
4 4. Perform the Glow Relay Test with the Tech 2. —
5. Command the Glow Relay ON with the Tech
2.
Does the glow relay click when commanded ON

with the Tech 2? Go to Step 8 Go to Step 5
2. Remove the glow relay.
4. Probe the voltage feed circuit of the glow relay
5 —
coil side (pin 4 of X-20 connector) with a test
lamp that is connected to a known good
ground.

1. Test the control circuit of glow relay between
the engine control module (ECM) (pin 10 of J-
191 connector) and the glow relay (pin 5 of X-
• An open circuit
6 —

Repair the open circuit or high resistance on the
voltage feed circuit between the ENG (10A) fuse
7 and the glow relay coil side (pin 4 of X-20 —
connector). Check the ENG (IG) (10 A) fuse first.

2. Remove the glow relay.
8 connection on each glow plug relay terminal. —

connection on the glow relay circuit at the
191 connector).

Replace the glow relay.
10 —

Important:

relay or harness connector(s).
4. Disconnect the ECT sensor harness
12 connector in order to gain glow ON time long —
enough.
observing the DTC Information with the Tech
2.

Circuit Description • The ECM detects a high voltage condition on the
The glow indicator lamp is located on the instrument glow indicator lamp control circuit when the
panel cluster (IPC). The glow control system is indicator is commanded ON for longer than 5
operated when the engine coolant temperature is low, seconds.
which allows easier engine starting. If the ignition
switch is turned ON when the engine coolant Action Taken When the DTC Sets
temperature is low, the engine control module (ECM) • The ECM does not illuminate the malfunction
illuminates the glow indicator lamp and turns ON the indicator lamp (MIL) when the diagnostic runs and
glow plugs. After a fixed time passes, the ECM turns fails.
OFF the glow indicator lamp and the glow plugs. The
ECM monitors the glow indicator lamp control circuit for Condition for Clearing the DTC
conditions that are incorrect for the commanded state • A current DTC clears when the diagnostic runs and
of the glow indicator lamp. For example, a failure does not fail at next driving cycle.
condition exists if the ECM detects low voltage when
the glow indicator lamp is commanded OFF, or high
voltage when the glow indicator lamp is commanded
ON. If the ECM detects an improper voltage on the
glow indicator control circuit, this DTC will set.
Diagnostic Aid
• The ignition voltage is more than 18 volts. DTC P0381 (Flash Code 67)
Condition for Setting the DTC Schematic Reference: Engine Controls Schematics
Either of following condition is met: Connector End Views or Engine Control Module (ECM)
• The ECM detects a low voltage condition on the Connector End Views
glow indicator lamp control circuit when the
indicator is commanded OFF for longer than 5
seconds.

1. Verify whether the instrument cluster is
operational. If the instrument panel cluster
(IPC) is completely inoperative, refer to
Diagnostic System Check.
2 (ECT) sensor harness connector in order to —
gain glow ON time long enough.
Go to Diagnostic
3 2. Inspect the Meter (10A) fuse in the glove box. —
Is the Meter (10A) fuse open? Go to Step 4 Go to Step 5
Replace the Meter (10A) fuse. If the fuse continues
to open, repair the short to ground on one of the
circuits that is fed by the Meter (10A) fuse or
4 replace the shorted attached component fed by the —
Meter (10A) fuse.


5 J-191 harness connector. —
Is the glow indicator lamp OFF? Go to Step 6 Go to Step 13

1. Remove the Meter (10A) fuse that supplies
voltage to the glow indicator lamp.
3. Measure the voltage from the glow indicator
6 lamp control circuit in the ECM harness 1 volt
connector (pin 11 of J-191 connector) to a
good ground.
Is the voltage less than the specified value? Go to Step 7 Go to Step 14

2. Install the Meter (10A) fuse that supplies
ignition voltage to the glow indicator lamp.
7 4. Connect a 3-amp fused jumper wire between —
the glow indicator lamp control circuit of the
ECM harness connector (pin 11 of J-191
Is the glow indicator lamp illuminated? Go to Step 12 Go to Step 8

2. Remove the IPC.
8 3. Remove the glow indicator lamp bulb from the —
IPC.
Is the glow indicator bulb burned out? Go to Step 16 Go to Step 9

1. Connect a test lamp between the glow
indicator lamp ignition voltage circuit of the
IPC harness connector (pin 18 of B-51
9 connector) and a known good ground. —

1. Test the glow indicator lamp control circuit
between the ECM (pin 11 of J-191 connector)
and the IPC (pin 15 of B-52 connector) for an

11 IPC (pins 18 of B-51 and 15 of B-52 —
connector).


connection on the glow indicator lamp control
(pin 11 of J-191 connector).

Repair the short to ground on the control circuit of
the glow indicator lamp between the ECM (pin 11 of
13 J-191 connector) and the IPC (pin 15 of B-52 —
connector).

Repair the short to battery or ignition voltage on the
control circuit of the glow indicator lamp between
14 the ECM (pin 11 of J-191 connector) and the IPC —
(pin 15 of B-52 connector).

Repair the open or high resistance on the ignition
voltage circuit of the glow indicator lamp between
15 the Meter (10A) fuse and the IPC (pin 18 of B-51 —
connector).

Replace the glow indicator lamp bulb.
16 —
Did you compete the replacement? Go to Step 19 —
Repair or replace the IPC.
17 —
Did you complete the repair or replacement? Go to Step 19 —
Important:

1. Reconnect all previously disconnected fuse or
4. Disconnect the ECT sensor harness
19 connector in order to gain glow ON time long —
enough.
2.

The exhaust gas recirculation (EGR) valve position • The ECM detects that the EGR valve position
sensor is installed on the EGR valve body together with sensor signal voltage is less than 0.1 volts for 5
the EGR valve control motor. The EGR valve position seconds.
sensor changes output voltage according to EGR valve
position. The EGR position sensor has the following Action Taken When the DTC Sets
circuits. • The ECM illuminates the malfunction indicator
• Low reference circuit • The ECM inhibits EGR valve control.
• EGR valve position sensor signal circuit
The engine control module (ECM) supplies 5 volts to Condition for Clearing the MIL / DTC
the EGR valve position sensor on the 5 volts reference • The ECM turns OFF the MIL when the key is
circuit. The ECM also provides a ground on the low cycled after a current DTC clears.
reference circuit. The EGR valve position sensor
provides a signal to the ECM on the EGR valve position
does not fail.
signal circuit, which is relative to the position changes
of the EGR valve. The ECM monitors the EGR position • A history DTC clears after 20 consecutive driving
sensor signals for voltage outside the normal range of cycles without a fault. Or clear with the Tech 2 or
the EGR position. If the ECM detects an excessively accelerator pedal operation.
low EGR valve position signal voltage, this DTC will
set. Diagnostic Aid
Connector End Views

2 —

2. Observe the EGR Position Sensor parameter
3 with the Tech 2. 0.1 volts
Is the EGR Position Sensor parameter less than Go to Diagnostic
2. Disconnect the EGR valve harness connector.
circuit of the EGR position sensor harness (pin
4 1 of E-94 connector) and a known good 4.5 volts
ground.

circuit of the EGR valve position sensor
harness (pins 1 and 3 of E-94 connector).
with the Tech 2.
Is the EGR Position Sensor parameter more than

connector) and the EGR valve position sensor
(pin 1 of E-94 connector) for an open circuit or
6 —
high resistance.

86 of E-111 connector) and the EGR valve
position sensor (pin 3 of E-94 connector) for
the following conditions:
• An open circuit
• High resistance

EGR valve (pins 1 and 3 of E-94 connector).

connections on the EGR valve position sensor
(pins 86 and 87 of E-111 connector).

Replace the EGR valve. Refer to EGR Valve
Replacement in this section. (EGR valve position
10 sensor is internal to EGR valve) —

Important:


12 —
Running the DTC.

The exhaust gas recirculation (EGR) valve position • The ECM detects that the EGR valve position
sensor is installed on the EGR valve body together with sensor signal voltage is more than 4.9 volts for 5
the EGR valve control motor. The EGR valve position seconds.
sensor changes output voltage according to EGR valve
position. The EGR position sensor has the following Action Taken When the DTC Sets
• Low reference circuit • The ECM inhibits EGR valve control.
• EGR valve position sensor signal circuit
The engine control module (ECM) supplies 5 volts to Condition for Clearing the MIL / DTC
the EGR valve position sensor on the 5 volts reference • The ECM turns OFF the MIL when the key is
circuit. The ECM also provides a ground on the low cycled after a current DTC clears.
reference circuit. The EGR valve position sensor
provides a signal to the ECM on the EGR valve position
does not fail.
of the EGR valve. The ECM monitors the EGR position • A history DTC clears after 20 consecutive driving
sensor signals for voltage outside the normal range of cycles without a fault. Or clear with the Tech 2 or
the EGR position. If the ECM detects an excessively accelerator pedal operation.
high EGR valve position signal voltage, this DTC will
set. Diagnostic Aid
Connector End Views

2 4. Observe the EGR Position Sensor parameter 4.9 volts
with the Tech 2.
Is the EGR Position Sensor parameter more than Go to Diagnostic

the specified valve? Go to Step 3 Aids

4 0.1 volts
with the Tech 2.
Is the DMM voltage less than the specified value? Go to DTC P1635 Go to Step 7

5 0.1 volts
with the Tech 2.
reference circuit of the EGR position sensor
6 harness (pin 2 of E-94 connector) and battery —
voltage.

Important:
The EGR position sensor may be damaged if the
connector) and the EGR position sensor (pin 3
7 —
of E-94 connector) for the following conditions:

EGR position sensor (pin 2 of E-94 connector)
8 for an open circuit or high resistance. —

2. Disconnect the EGR position sensor
connector.
9 connection at the harness connector of the —
EGR position sensor (pin 2 of E-94
connector).

connection on the EGR position sensor circuit
10 at the harness connector of the ECM (pin 101 —



Important:

13 —
Running the DTC.

The engine control module (ECM) controls the EGR • The ECM illuminates the malfunction indicator
valve opening based on the barometric pressure, lamp (MIL) when the diagnostic runs and fails.
engine speed, engine coolant temperature and fuel • The ECM inhibits EGR valve control.
injection quantity. The ECM controls the EGR valve by
controlling the EGR motor. The EGR valve position is Condition for Clearing the MIL / DTC
detected by the EGR valve position sensor, and
relayed to ECM. If the ECM detects a variance between
the actual EGR position and desired EGR position for a
calibrated amount of time while the EGR valve is • A current DTC clears when the diagnostic runs and
commanded open, this DTC will set. does not fail at next driving cycle.
Condition for Running the DTC cycles without a fault. Or clear with the Tech 2 or
• DTCs P0485, P0486, P1630 and P1635 are not accelerator pedal operation.
set.
Diagnostic Aid
• The battery voltage is between 20 – 32 volts.
• A sticking or intermittently sticking EGR valve may
• The desired EGR valve position is stable. set this DTC.
• The ECM detects a variance between the actual Schematic Reference: Engine Controls Schematics
EGR valve position and desired valve position is Connector End View Reference: Engine Controls
more than 20% for longer than 20 seconds when Connector End Views or Engine Control Module (ECM)
the EGR solenoid command duty is more than Connector End Views
90%.

2 —
Go to Applicable
Is DTC P0485 or P0486 set? DTC Go to Step 3
4. Perform the EGR Control test with the Tech 2
several times.
3 ± 5%
5. Command the Desired EGR Position
“Increase” and “Decrease” with the Tech 2
while observing the EGR Position Variance.
Does the EGR Position Variance parameter follow Go to Diagnostic

within the specified value? Aids Go to Step 4

3. Connect a test lamp between the EGR valve
4 motor voltage feed circuit (pin 4 of E-94 —
Does the test lamp blink then go out? Go to Step 6 Go to Step 5

Does the test lamp continuously illuminate at Step
5 —
4? Go to Step 10 Go to Step 9
duty signal circuit (pin 6 of E-94 connector)
6 and a known good ground. —
Does the test lamp blink then go out (note that the
test lamp will not blink normally)? Go to Step 14 Go to Step 7
Does the test lamp continuously illuminate at Step
7 —
6? Go to Step 11 Go to Step 8
duty signal circuit (pin 6 of E-94 connector)
8 and battery voltage. —

1. Test the EGR valve motor voltage feed circuit
(pin 111 of E-111 connector) and the EGR
valve (pin 4 of E-94 connector) for the
• An open circuit
• A short to the EGR valve position sensor
low reference circuit
• High resistance

between the ECM (pin 111 of E-111 connector)
and the EGR valve (pin 4 of E-94 connector)
10 for a short to battery or ignition voltage. —

1. Test the EGR valve motor duty signal circuit
between the ECM (pin 103 of E-111
connector) and the EGR valve (pin 6 of E-94
11 —
voltage.


12 —
• A short to the EGR valve position sensor
low reference circuit

13 —
resistance.

and motor duty signal circuit between the
and the EGR valve (pins 4 and 6 of E-94
14 —
connector) for a short circuit each other.

connections at the EGR valve harness
connector (pins 4 and 6 of E-94 connector).
15 —
connection on the EGR valve motor duty
signal circuit at the harness connector of the
ECM (pin 103 of E-111 connector).

connection on the EGR valve motor voltage
16 feed circuit at the harness connector of the —

17 Replacement in this section. —

18 ± 5%
several times.
“Increase” and “Decrease” with the Tech 2
Does the EGR Position Variance parameter follow

within the specified value? Go to Step 20 Go to Step 19
Important:

20 —
Running the DTC.

The vehicle speed sensor (VSS) is used by the engine • The ECM illuminates the malfunction indicator
control module (ECM) and speedometer, which lamp (MIL) when the diagnostic runs and fails.
generates a speed signal from the transmission output
shaft. The VSS has the following circuits. Condition for Clearing the MIL / DTC
• Ignition voltage feed circuit • The ECM turns OFF the MIL when the key is
• VSS signal circuit cycled after a current DTC clears.
• VSS low reference circuit • A current DTC clears when the diagnostic runs and
The VSS uses a hall effect element. It interacts with the does not fail at next driving cycle.
magnetic field created by the rotating magnet and • A history DTC clears after 20 consecutive driving
outputs square wave pulse signal. The ECM calculates cycles without a fault. Or clear with the Tech 2 or
the vehicle speed by the VSS. If the ECM detects VSS accelerator pedal operation.
signals are not generated, this DTC will set.
Diagnostic Aid
• The ignition switch is ON. Intermittent Conditions in this section.
• The ignition voltage is more than 18 volts. • Electrical or magnetic interference may affect
• The engine speed is more than 2000 RPM. intermittent condition.
• The commanded fuel is OFF (accelerator pedal is
released). DTC P0500 (Flash Code 25)
Condition for Setting the DTC Connector End View Reference: Engine Controls
• The ECM detects that the VSS signals are not Connector End Views or Engine Control Module (ECM)
generated for 5 seconds. Connector End Views

2. Drive the vehicle.
3. Observe the Vehicle Speed parameter with
2 the Tech 2. —
Does the Vehicle Speed parameter indicate correct Go to Diagnostic

vehicle speed? Aids Go to Step 3
2. Inspect the Meter (10A) fuse in the glove box
3 fuse block. —

circuits that fed by the Meter (10A) fuse or replace
4 the shorted attached component fed by the Meter —
(10A) fuse.


1. Remove the vehicle speed sensor (VSS).
Refer to Vehicle Speed Sensor (VSS)
replacement in this section.
2. Visually inspect the VSS for the following
conditions:
• Physical damage
5 • Being loose —
• Improper installation
• For transmission output shaft teeth
damage
3. Repair or replace as necessary.

2. Disconnect the VSS harness connector.
3. Connect a test lamp between the ignition
6 voltage feed circuit of the VSS harness (pin 1 —
of J-32 connector) and a known good ground.

1. Keep the ignition switch ON.
7 reference circuit of the VSS harness (pin 2 of —
J-32 connector) and battery voltage.

2. Intermittently jump the signal circuit of the
VSS (pin 3 of J-32 connector) with a test lamp
that is connected to 12 volts (apply from a
8 battery) while monitoring the Vehicle Speed —
Does the Tech 2 indicate any vehicle speed when

the circuit is intermittently pulled to 12 volts? Go to Step 12 Go to Step 11
VSS ignition voltage feed circuit between the VSS
9 (pin 1 of J-32 connector) and the Meter (10A) fuse. —

Repair the open or high resistance in the VSS low
reference circuit between the VSS (pin 2 of J-32
10 connector) and ground terminal (B-1). —


1. Test the VSS signal circuit between the engine
connector) and the VSS (pin 3 of J-32
connector), then between the instrument
panel cluster (IPC) (pin 17 of B-52 connector)
and the VSS (pin 3 of J-32 connector) for the
11 • An open circuit —
• High resistance

VSS (pins 1, 2 and 3 of J-32 connector).

connection on the VSS signal circuit at the
191 connector).

Replace the VSS. Refer to Vehicle Speed Sensor
14 (VSS) Replacement in this section. —
Important:

16 4. Drive the vehicle. —
the Tech 2.
Does the Vehicle Speed parameter indicate correct

vehicle speed? Go to Step 17 Go to Step 3
The vehicle speed sensor (VSS) is used by the engine • The ECM illuminates the malfunction indicator
control module (ECM) and speedometer, which lamp (MIL) when the diagnostic runs and fails.
generates a speed signal from the transmission output
shaft. The VSS has the following circuits. Condition for Clearing the MIL / DTC
• Ignition voltage feed circuit • The ECM turns OFF the MIL when the key is
• VSS signal circuit cycled after a current DTC clears.
• VSS low reference circuit • A current DTC clears when the diagnostic runs and
The VSS uses a hall effect element. It interacts with the does not fail at next driving cycle.
magnetic field created by the rotating magnet and • A history DTC clears after 20 consecutive driving
outputs square wave pulse signal. The ECM calculates cycles without a fault. Or clear with the Tech 2 or
the vehicle speed by the VSS. If the ECM detects VSS accelerator pedal operation.
signals are changed sharply, this DTC will set.
Diagnostic Aid
• The ignition voltage is more than 18 volts. • Electrical or magnetic interference may affect
intermittent condition.
• The ECM detects that the VSS signal are changed DTC P0501 (Flash Code 25)
larger than a predetermined vehicle speed. Schematic Reference: Engine Controls Schematics
Connector End Views

1. Inspect all of the circuits going to the vehicle
speed sensor (VSS) for the following:
or components
and motors
harness routing.

VSS (pins 1, 2 and 3 of J-32 connector).


harness connector.
4 connection on VSS circuit at the harness —
connector of the ECM (pin 19 of J-191
connector).

1. Remove the VSS. Refer to Vehicle Speed
Sensor (VSS) Replacement in this section.
2. Visually inspect the VSS for the following
conditions:
• Physical damage
• Being loose
5 • Improper installation —
to set:
• Electromagnetic interference in the VSS
circuits

Replace the VSS. Refer to Vehicle Speed Sensor
6 (VSS) Replacement in this section. —
7 4. Drive the vehicle. —
the Tech 2.
Does the Vehicle Speed parameter indicate correct

vehicle speed? Go to Step 8 Go to Step 2
This diagnostic applies to internal microprocessor • The ECM turns OFF the MIL when the diagnostic
integrity conditions within the engine control module runs and does not fail at next ignition cycle.
(ECM). • A current DTC clears when the diagnostic runs and
does not fail.
Condition for Setting the MIL / DTC
• The ECM detects a malfunction in its internal flash cycles without a fault. Or clear with the Tech 2 or
read only memory (ROM). accelerator pedal operation.
Action Taken When the DTC Sets Diagnostic Aid

• The ECM illuminates the malfunction indicator • If this DTC is present, the engine cranks but does
lamp (MIL) when the diagnostic runs and fails. not start.
• The ECM stops engine running.

Does the DTC fail this ignition? Go to Step 3 Go to Step 4

Important:


This diagnostic applies to internal microprocessor • The ECM illuminates the malfunction indicator
integrity conditions within the engine control module lamp (MIL) when the diagnostic runs and fails.
(ECM).
Condition for Setting the DTC • The ECM turns OFF the MIL when the key is
Either of following condition is met: cycled after a current DTC clears.
• The ECM detects a malfunction in its internal • A current DTC clears when the diagnostic runs and
electrically erasable & programmable read only does not fail.
memory (EEPROM). • A history DTC clears after 20 consecutive driving
• The ECM detects that the calculated checksum cycles without a fault. Or clear with the Tech 2 or
does not agree with the ECM internal registered accelerator pedal operation.
checksum.

2 —

Important:

4 —

P0606 (Flash Code 51, 52)
This diagnostic applies to internal microprocessor • The ECM illuminates the malfunction indicator
integrity conditions within the engine control module lamp (MIL) when the diagnostic runs and fails.
(ECM). • The ECM limits accelerator control range.
Condition for Running the DTC Condition for Clearing the MIL / DTC
• The ignition switch is ON. • The ECM turns OFF the MIL when the key is
• The battery voltage is more than 16 volts. cycled after a current DTC clears.
Condition for Setting the DTC does not fail.
Either of following condition is met: • A history DTC clears after 20 consecutive driving
• The ECM detects a malfunction in its internal main cycles without a fault. Or clear with the Tech 2 or
central processing unit (CPU). (Flash Code 51) accelerator pedal operation.
• The ECM detects a malfunction in its internal sub
CPU. (Flash Code 52) DTC P0606 (Flash Code 51, 52)
Connector End Views

2 —

1. Test each ground circuit between the engine
control module (ECM) (pins 1, 3, 4, 43, 62 and
81 of J-191 connector) and the chassis ground
terminal (J-9) for an open circuit or high
3 —
resistance.

2. Inspect for an intermittent, for poor tightening
and corrosion at the chassis ground terminal
4 (J-9). —
3. Repair the tightening or clean the corrosion as
necessary.

1. Test each ECM main relay voltage feed circuit
between the ECM (pins 2 and 5 of J-191
connector) and the ECM main relay (pin 2 of
5 X-18 connector) for high resistance. —


6 connector of the ECM 1, 2, 3, 4, 5, 43, 62 and —
81 of J-191 connector.

Important:

1. Reconnect all previously disconnected relay
or harness connector(s).
2. Clear the DTCs with he Tech 2.

The charge up circuit in the engine control module • The ECM inhibits pilot injection.
(ECM) steps up the voltage for fuel injectors and is
divided into two banks, common 1 and 2. The common Condition for Clearing the MIL / DTC
1 covers fuel injectors in cylinders 1 and 4, and the • The ECM turns OFF the MIL when the key is
common 2 covers fuel injectors in cylinders 2 and 3. If cycled after a current DTC clears.
the common 1 fuel injector charge up voltage circuit in
the ECM is excessively low, this DTC will set.
does not fail.
Condition for Running the DTC • A history DTC clears after 20 consecutive driving
• The ignition switch is ON. accelerator pedal operation.
Diagnostic Aid
• The ECM detects that the common 1 fuel injector Intermittent Conditions in this section.
charge up circuit is insufficient charge.
Connector End Views

2 —

3 —
resistance.

4 (J-9). —
necessary.




Important:


The charge up circuit in the engine control module • The ECM inhibits pilot injection.
(ECM) steps up the voltage for fuel injectors and is
divided into two banks, common 1 and 2. The common Condition for Clearing the MIL / DTC
1 covers fuel injectors in cylinders 1 and 4, and the • The ECM turns OFF the MIL when the key is
common 2 covers fuel injectors in cylinders 2 and 3. If cycled after a current DTC clears.
the common 2 fuel injector charge up voltage circuit in
the ECM is excessively low, this DTC will set.
does not fail.
Diagnostic Aid
• The ECM detects that the common 2 fuel injector Intermittent Conditions in this section.
charge up circuit is insufficient charge.
Connector End Views

2 —

3 —
resistance.

4 (J-9). —
necessary.




Important:


The engine control module (ECM) controls the starter • The ECM illuminates the malfunction indicator
cut relay which de-energizes the starter relay based on lamp (MIL) when the diagnostic runs and fails.
engine speed inputs. The starter cut relay uses
normally close type relay. During engine stopping, the Condition for Clearing the MIL / DTC
relay is closed to allow grounding the starter relay. • The ECM turns OFF the MIL when the key is
Once engine run, the ECM energizes the starter cut cycled after a current DTC clears.
relay to open the starter relay circuit and starter motor
is cut even the ignition is positioned at START. If the
ECM detects an improper voltage on the starter cut
relay control circuit, this DTC will set. This diagnostic • A history DTC clears after 20 consecutive driving
only applies manual transmission model. cycles without a fault. Or clear with the Tech 2 or
Diagnostic Aid
• The ECM detects a low voltage condition on the Connector End View Reference: Engine Controls
starter cut relay control circuit when the relay is Connector End Views or Engine Control Module (ECM)
commanded OFF for longer than 10 seconds. Connector End Views
• The ECM detects a high voltage condition on the
starter cut relay control circuit when the relay is
commanded ON for longer than 10 seconds.

2 NOT start the engine. —

3 2. Monitor the DTC Information with the Tech 2. —
Go to Diagnostic
Start the engine.
4 —
Does the engine start? Go to Step 6 Go to Step 5
2. Replace the starter cut relay with the marker
5 lamp relay or replace with a known good relay. —


2. Remove the starter cut relay.
3. Connect a test lamp between the starter cut
6 relay voltage feed circuit (pin 3 of X-26 —

1. Reinstall the starter cut relay.
3. Disconnect the starter cut relay.
7 4. Connect a test lamp between the starter cut —
relay control circuit (pin 5 of X-26 connector)
and battery voltage.

1. Test the starter cut relay control circuit
(pin 14 of J-191 connector) and the starter cut
relay (pin 5 of X-26 connector) for a short to
8 —

and the starter cut relay (pin 5 of X-26
9 connector) for a short to ground. —

voltage feed circuit between the ECM (10A) fuse
10 and the starter cut relay (pin 3 of X-26 connector). —
Check the ECM (10A) fuse first.

and the starter cut relay (pin 5 of X-26
11 —
resistance.

2. Remove the starter cut relay.
12 connection on each starter cut relay terminal. —


connection on the starter cut relay circuit at
13 the harness connector of the ECM (pin 14 of —
J-191 connector).

Replace the starter cut relay.
14 —
Important:

relay or harness connector(s).

4. Turn ON the ignition for 5 seconds.

Circuit Description • The ECM detects a high voltage condition on the
The malfunction indicator lamp (MIL) is located on the MIL control circuit when the indicator is
instrument panel cluster (IPC). The MIL informs the commanded ON for longer than 3 seconds.
driver that an emission system or a performance
related fault has occurred and that the engine control Action Taken When the DTC Sets
system requires service. The engine control module • The ECM does not illuminate the MIL when the
(ECM) monitors the MIL control circuit for conditions diagnostic runs and fails.
that are incorrect for the commanded state of the MIL.
For example, a failure condition exists if the ECM Condition for Clearing the DTC
detects low voltage when the MIL is commanded OFF, • A current DTC clears when the diagnostic runs and
or high voltage when the MIL is commanded ON. If the does not fail at next driving cycle.
ECM detects an improper voltage on the MIL control
• The ignition switch is ON. Diagnostic Aid
• The ignition voltage is more than 18 volts. • If an intermittent condition is suspected, refer to
Either of following condition is met: DTC P0650 (Flash Code 77)
• The ECM detects a low voltage condition on the Schematic Reference: Engine Controls Schematics
MIL control circuit when the indicator is Connector End View Reference: Engine Controls
commanded OFF for longer than 3 seconds. Connector End Views or Engine Control Module (ECM)
Connector End Views

1. Verify whether the instrument cluster is
operational. If the instrument panel cluster
(IPC) is completely inoperative, refer to
Diagnostic System Check.

Go to Diagnostic
Meter (10A) fuse.

5 J-191 harness connector. —
Is the malfunction indicator lamp (MIL) OFF? Go to Step 6 Go to Step 13


voltage to the MIL.
6 3. Measure the voltage from the MIL control 1 volt
circuit in the ECM harness connector (pin 6 of
J-191 connector) to a good ground.

ignition voltage to the MIL.
7 4. Connect a 3-amp fused jumper wire between —
the MIL control circuit of the ECM harness
connector (pin 6 of J-191 connector) and a
known good ground.
Is the MIL illuminated? Go to Step 12 Go to Step 8

2. Remove the IPC.
8 3. Remove the MIL bulb from the IPC. —
Is the MIL bulb burned out? Go to Step 16 Go to Step 9

1. Connect a test lamp between the MIL ignition
voltage circuit of the IPC harness connector
(pin 18 of B-51 connector) and a known good
9 ground. —

1. Test the MIL control circuit between the ECM
(pin 6 of J-191 connector) and the IPC (pin 5
or 13 of B-51 connector) for an open circuit or

11 IPC (pins 5 or 13 and 18 of B-51 connector). —

connection on the MIL control circuit at the
12 harness connector of the ECM (pin 6 of J-191 —
connector).

the MIL between the ECM (pin 6 of J-191
13 connector) and the IPC (pin 5 or 13 of B-51 —
connector).


control circuit of the MIL between the ECM (pin 6 of
14 J-191 connector) and the IPC (pin 5 or 13 of B-51 —
connector).

Repair the open or high resistance on the ignition
voltage circuit of the MIL between the Meter (10A)
15 fuse and the IPC (pin 18 of B-51 connector). —

Replace the MIL bulb.
16 —
17 —
Important:

19 —
2.

The common rail fuel system is comprised of two fuel • An intermittently sticking FRP regulator may have
pressure sections: a suction side between the fuel tank allowed the fuel pressure to become low enough to
and the fuel supply pump and a high-pressure side set this DTC.
between the fuel supply pump and the fuel injectors. • Normal FRP Sensor readings on the Tech 2 with
Fuel is drawn from the fuel tank via a feed pump and the engine running in neutral at idle is around 1.4 –
then pumped into the fuel rail by two plungers, all of 1.6 volts.
• An intermittently sticking fuel injector may have
pressure is regulated by the engine control module
allowed the fuel pressure to drop too much. Use
the Tech 2 to perform the Injector Balancing test
for each injector. Verify a consistent engine speed
change when commanding each fuel injector ON
and OFF.
open to release overpressure and return fuel back to
the fuel tank. • A skewed FRP sensor value (shifted to a lower
If the ECM detects that the fuel pressure is a certain pressure) can set this DTC. The FRP Sensor on
pressure lower than the desired fuel rail pressure for a the Tech 2 should read 0.9 – 1.0 volt with the key
certain length of time, this DTC will set. ON and engine OFF after the engine has stopped
Notice:
• DTCs P0090, P0192, P0193, P0201 – P0204,
• This DTC most likely indicates a loss of fuel
P0611, P0612, P1095, P1261, P1262, P1630 and
pressure by a fuel leak from the high pressure
P1635 are not set.
• The ignition switch is ON. between the fuel supply pump and fuel injector
• The ignition voltage is more than 18 volts. FIRST.
• The FRP regulator command is less than 33% or
Notice:
commanded fuel supply is more than a
predetermined value. • The fuel system from the fuel tank(s) to the fuel
Condition for Setting the DTC engine running. As a result, air can enter the fuel
• The ECM detects that the differential fuel rail system will cause fuel rail pressure fluctuations
pressure is -10 MPa (-1,450 psi) for longer than 15 especially at high engine speed and load, which
seconds when the engine speed is between 0 – may set this DTC.
900 RPM.
• The ECM detects that the differential fuel rail Notice:
pressure is -15 MPa (-2,170 psi) for longer than 15 • If the fuel tank is empty or near empty, air might be
seconds when the engine speed is higher than allowed to go into the fuel system. With air in the
1200 RPM. fuel system, smooth flow of fuel into the supply
pump is interrupted and this DTC may set. Perform
Action Taken When the DTC Sets bleeding of fuel system after refilling.
lamp (MIL) when the diagnostic runs and fails. Test Description
• The ECM limits accelerator control range. The numbers below refers to the step number on the
• The ECM inhibits pilot injection. diagnostic table.
Condition for Clearing the MIL / DTC if a high vacuum is being pulled on the fuel system
during normal operation.
• The ECM turns OFF the MIL when the key is 6. This step checks for an air leak on the suction side of
cycled after a current DTC clears. the fuel system by determining if a vacuum can be
• A current DTC clears when the diagnostic runs and pulled when a fuel line is plugged.
• A history DTC clears after 20 consecutive driving DTC P1093 (Flash Code 227)
cycles without a fault. Or clear with the Tech 2 or Schematic Reference: Engine Controls Schematics
Connector End Views



Notice:
may set this DTC.
rail.
Notice:


removed fuel line.
Important:
fuel supply pump.
Does the fuel pressure / vacuum gauge indicate a

larger vacuum than the specified amount during the
test? Go to Step 7 Go to Step 6
line and plug it.
1600 RPM.)
6 8 inHg
Notice:
test.

kinked.
condition.



disconnected).
1 minute.
9 —
Tech 2.

connector.
of E-116).
harness connector.
connector).
circuit.
necessary.

connector.
ECM (pins 82, 87, 90 and 101 of E-111
connector).
necessary.


13 section. —

Important:

Important:
Notice:

Notice:


Running the DTC.

Description Condition for Setting the DTC
The common rail fuel system is comprised of two fuel FRP Regulator Command High DTC
pressure sections: a suction side between the fuel tank • The ECM detects that the FRP regulator
and the fuel supply pump and a high-pressure side commanded fuel is more than a predetermined
between the fuel supply pump and the fuel injectors. range for longer than 15 seconds when the engine
Fuel is drawn from the fuel tank via a feed pump and speed is between 600 – 1500 RPM.
then pumped into the fuel rail by two plungers, all of
which are internal to the fuel supply pump. This high FRP Drop DTC
voltage is shapely dropped more than 0.2 volts
when the engine cuts fuel.
open to release overpressure and return fuel back to
the fuel tank. • The ECM illuminates the malfunction indicator
If the ECM detects that the differential fuel rail pressure lamp (MIL) when the diagnostic runs and fails.
is small at low engine speed but the FRP regulator • The ECM limits accelerator control range.
commanded fuel is certain amount high for a certain • The ECM inhibits pilot injection.
length of time, this DTC will set. (FRP Regulator
Command High DTC) Condition for Clearing the MIL / DTC
If the ECM detects that the fuel rail pressure sensor
signal voltage is certain amount low for a certain length • The ECM turns OFF the MIL when the key is
of time when fuel cut, DTC will also set. (FRP Drop cycled after a current DTC clears.
DTC) • A current DTC clears when the diagnostic runs and
FRP Regulator Command High DTC cycles without a fault. Or clear with the Tech 2 or
• DTCs P0090, P0117, P0118, P0192, P0193,
P0201 – P0204, P0500, P0501, P0611, P0612,
Diagnostic Aid
P1095, P1261, P1262, P1630 and P1635 are not
set. • An intermittently sticking FRP regulator may have
allowed the fuel pressure to become low enough to
set this DTC.
• Normal FRP Sensor readings on the Tech 2 with
• The engine is running. the engine running in neutral at idle is around 1.4 –
• The accelerator pedal position is 0%. 1.6 volts.
• The engine coolant temperature is more than 50°C • An intermittently sticking fuel injector may have
(122°F). allowed the fuel pressure to drop too much. Use
• The vehicle speed is less than 5 km/h (4 MPH). the Tech 2 to perform the Injector Balancing test
• The engine speed does not vary more than 50 for each injector. Verify a consistent engine speed
RPM. change when commanding each fuel injector ON
and OFF.
FRP Drop DTC • A skewed FRP sensor value (shifted to a lower
• DTCs P0090, P0192, P0193, P0201 – P0204, pressure) can set this DTC. The FRP Sensor on
P0611, P0612, P1095, P1261, P1262, P1630 and the Tech 2 should read 0.9 – 1.0 volt with the key
P1635 are not set. ON and engine OFF after the engine has stopped
• The ignition voltage is more than 18 volts. Notice:
• The engine is running. • This DTC most likely indicates a loss of fuel
• The accelerator pedal position is 0%. pressure by a fuel leak from the high pressure
• The engine coolant temperature is more than 50°C
between the fuel supply pump and fuel injector
(122°F).
FIRST.
• The vehicle speed is more than 50 km/h (30 MPH).
• The commanded fuel injection quantity is OFF.
Notice: Test Description
• The fuel system from the fuel tank(s) to the fuel The numbers below refers to the step number on the
supply pump is under a slight vacuum with the diagnostic table.
engine running. As a result, air can enter the fuel 7. This step checks for a fuel restriction by determining
system if these connections are not tight or if there if a high vacuum is being pulled on the fuel system
is a crack in one of the fuel hoses. Air in the fuel during normal operation.
system will cause fuel rail pressure fluctuations 8. This step checks for an air leak on the suction side of
especially at high engine speed and load, which the fuel system by determining if a vacuum can be
may set this DTC. pulled when a fuel line is plugged.
Notice: DTC P1094 (Flash Code 226)

• If the fuel tank is empty or near empty, air might be Schematic Reference: Engine Controls Schematics
allowed to go into the fuel system. With air in the Connector End View Reference: Engine Controls
fuel system, smooth flow of fuel into the supply Connector End Views or Engine Control Module (ECM)
pump is interrupted and this DTC may set. Perform Connector End Views

1. Inspect the high pressure side between the
fuel supply pump and the fuel injectors for fuel
leakage. The following components may
contain an external leak.
• Fuel supply pump
• Fuel rail
• Pressure limiter valve
• Flow damper valve
• Fuel pipe between the fuel supply pump
and fuel rail
• Fuel pipe between the fuel rail and fuel
injectors
2 —
• Each fuel pipe sleeve nuts
Notice:
Notice:
Remove and inspect the inlet high pressure joint to
the fuel injectors for fuel leaking from the sleeve
nut(s). Replace the fuel injector and injection pipe
when foreign material was in contact.


1. Remove each glow plug from the cylinder
head.
2. Inspect the tip of the plugs for wet fuel.
Notice:
Use the engine compression gauge (5-8840-2675-
0 / J-26999-12) and gauge adapter (5-8840-2815-0
3 / EN-46722) to inspect the damage of engine. If —
poor engine compression (less than 1960 kPa [284
psi]) or variation of each cylinder (more than 294
kPa [43 psi]) is found, inspect the engine
mechanical. Refer to the Engine Mechanical
section. Repair as necessary.
Did you find wet fuel on the glow plug(s)? Go to Step 16 Go to Step 4

Tech 2.


Notice:
may set this DTC.
rail.
Notice:

removed fuel line.
Important:
fuel supply pump.


line and plug it.
1600 RPM.)
8 8 inHg
Notice:
test.

kinked.
condition.


disconnected).
1 minute.
11 4. Perform the Injector Balancing test with the —
Tech 2.


connector.
of E-116).
harness connector.
connector).
circuit.
necessary.

connector.
ECM (pins 82, 87, 90 and 101 of E-111
connector).
necessary.

15 section. —

Important:
Replace the appropriate injector that was leaking
16 fuel found at Step 3. Refer to Fuel Injector —
Replacement / Fuel Injector ID Code Data


Important:

Important:
Notice:

Notice:

20 —
Running the DTC.

The common rail fuel system is comprised of two fuel • An intermittently sticking FRP regulator may have
pressure sections: a suction side between the fuel tank allowed the fuel pressure to become high enough
and the fuel supply pump and a high-pressure side to open the pressure limiter valve.
between the fuel supply pump and the fuel injectors. • Normal FRP Sensor readings on the Tech 2 with
Fuel is drawn from the fuel tank via a feed pump and the engine running in neutral at idle is around 1.4 –
then pumped into the fuel rail by two plungers, all of 1.6 volts.
• A skewed FRP sensor value (shifted to a higher
pressure) can set this DTC. The FRP Sensor on
the Tech 2 should read 0.9 – 1.0 volt with the key
open to release overpressure and return fuel back to Notice:
the fuel tank.
• The fuel system from the fuel tank(s) to the fuel
If the ECM detects that the fuel rail pressure went
excessively high, then sharply decreased, this DTC will
set indicating high fuel pressure, which activated the
pressure limiter valve.
system will cause fuel rail pressure fluctuations
• DTCs P0192, P0193, P1630 and P1635 are not may set this DTC.
set.
• The ignition switch is ON. Notice:
• The ignition voltage is more than 18 volts. • If the fuel tank is empty or near empty, air might be
allowed to go into the fuel system. With air in the
Condition for Setting the DTC fuel system, smooth flow of fuel into the supply
pump is interrupted and this DTC may set. Perform
voltage drops quickly from more than 3.7 volts to
less than 2.3 volts, and then the differential fuel rail
Test Description
pressure is more than -30 MPa (4,350 psi).
Action Taken When the DTC Sets diagnostic table.
if a high vacuum is being pulled on the fuel system
during normal operation.
7. This step checks for an air leak on the suction side of
the fuel system by determining if a vacuum can be
• The ECM turns OFF the MIL when the key is pulled when a fuel line is plugged.
• A current DTC clears when the diagnostic runs and DTC P1095 (Flash Code 225)
does not fail at next driving cycle. Schematic Reference: Engine Controls Schematics
• A history DTC clears after 20 consecutive driving Connector End View Reference: Engine Controls
cycles without a fault. Or clear with the Tech 2 or Connector End Views or Engine Control Module (ECM)
accelerator pedal operation. Connector End Views


Is DTC P0089, P0090, P0192, P0193, P0201 – Go to Applicable

P0204, P1261 or P1262 set? DTC Go to Step 3
park brake.
3 4. Accelerate the engine between idle and —
W.O.T. (accelerator pedal full travel) many
times while observing the DTC Information
with the Tech 2.
Go to Diagnostic

Notice:
may set this DTC.
rail.
Notice:


removed fuel line.
Important:
fuel supply pump.

line and plug it.
1600 RPM.)
7 8 inHg
Notice:
test.

kinked.
condition.



disconnected).
1 minute.
10 —
Tech 2.

connector.
of E-116).
harness connector.
connector).
circuit.
necessary.

connector.
ECM (pins 82, 87, 90 and 101 of E-111
connector).
necessary.


14 section. —

Important:

Important:
Notice:

17 —
Running the DTC.

The engine coolant temperature (ECT) sensor is • The ECM does not illuminate the malfunction
installed to the thermostat housing. The ECT sensor is indicator lamp (MIL) when the diagnostic runs and
a variable resistor. The ECT sensor has a signal circuit fails.
and a low reference circuit. The ECT sensor measures
the temperature of the engine coolant. The engine Condition for Clearing the DTC
control module (ECM) supplies 5 volts to the ECT • A current DTC clears when the diagnostic runs and
signal circuit and a ground for the ECT low reference does not fail.
temperature increases, the sensor resistance
decreases. With high sensor resistance, the ECM
detects a high voltage on the ECT signal circuit. With
Diagnostic Aid
lower sensor resistance, the ECM detects a lower
voltage on the ECT signal circuit. If the ECM detects an • If an intermittent condition is suspected, refer to
excessive high coolant temperature, this DTC will set. Intermittent Conditions in this section.
• After starting the engine, the ECT should rise
Condition for Running the DTC steadily to about 80°C – 85°C (176°F – 185°F)
• DTCs P0117, P0118, P1630 and P1634 are not then stabilize when the thermostat opens.
set. • Use the Temperature vs. Resistance table to test
• The ignition switch is ON. the ECT sensor at various temperature levels to
• The engine is running. concerns.
Condition for Setting the DTC Notice:

• The ECM detects that the engine coolant • This DTC is caused by an engine overheat
temperature is more than 110°C (230°F) for 15 condition (i.e. low engine coolant level). Since this
seconds. DTC does not illuminate any lamps, clear the DTC
and ensure there are no signs of engine damage.
Excessive engine overheat may damage internal
engine components.

2 —

1. Start the engine and wait until engine is fully
warms upped.
2. Observe the Coolant Temperature parameter
3 with the Tech 2. 110°C (230°F)
Is the Coolant Temperature parameter more than


Ask the driver if overheat is caused by low engine
coolant level, etc.
4 If engine overheat has experienced, the engine —
must be inspected and repaired as necessary.
Did you complete the action? Go to Step 7 —

1. Test the engine coolant temperature (ECT)
sensor at various temperature levels to
evaluate the possibility if a skewed sensor.
5 —
2. Replace the ECT sensor as necessary.

1. Test the engine cooling system for the
following condition. Refer to diagnosis of the
engine cooling system section for testing.
• Engine coolant level
• Engine coolant leakage
• Cooling fan belt slippage
6 • Cooling fan clutch working —
• Thermostat working
• Water pump working
• Radiator clogging
Go to Diagnostic
Did you find and correct the condition? Go to Step 7 Aids
4. Start the engine and wait until engine is fully
7 110°C (230°F)
warms upped.
5. Observe the Coolant Temperature parameter
with the Tech 2.
Is the Coolant Temperature parameter more than

The power take off (PTO) throttle sensor (body builder • The ECM illuminates the malfunction indicator
installed) detects the PTO control throttle angle. The lamp (MIL) when the diagnostic runs and fails.
engine control module (ECM) receives the PTO control • The ECM disables PTO throttle sensor control.
throttle angle from the throttle sensor and controls the
fuel injection quantity (engine speed) during PTO. The Condition for Clearing the MIL / DTC
PTO throttle sensor has the following circuits.
• 5 volts reference circuit cycled after a current DTC clears.
• Low reference circuit • A current DTC clears when the diagnostic runs and
• PTO throttle sensor signal circuit does not fail.
The ECM supplies 5 volts to the PTO throttle sensor on • A history DTC clears after 20 consecutive driving
the 5 volts reference circuit. The ECM also provides a cycles without a fault. Or clear with the Tech 2 or
ground on the low reference circuit. The ECM monitors accelerator pedal operation.
the PTO throttle sensor signal for voltages outside the
normal range of the PTO throttle sensor. If the ECM Diagnostic Aid
detects an excessively high PTO throttle sensor signal
voltage, this DTC will set. • If an intermittent condition is suspected, refer to
Condition for Running the DTC • PTO throttle sensor may have an intermittent open
somewhere in the operating range.
• The ignition switch is ON. DTC P1220 (Flash Code 28)
• The ECM detects that the PTO throttle sensor Connector End Views
signal voltage is more than 4.8 volts.

4. Observe the PTO Remote Throttle Sensor
2 4.8 volts
parameter with the Tech 2 while turning the
PTO throttle sensor.
Does the PTO Remote Throttle Sensor parameter Go to Diagnostic

ever exceed specified value? Go to Step 3 Aids

2. Disconnect the PTO throttle sensor harness
connector.
4 0.2 volts
Is the PTO Remote Throttle Sensor parameter less

than the specified value? Go to DTC P1631 Go to Step 7

2. Disconnect the PTO throttle sensor harness
connector.
5 0.2 volts
Is the PTO Remote Throttle Sensor parameter less

reference circuit of the PTO throttle sensor
voltage.

Important:
The PTO throttle sensor may be damaged if the
connector) and the PTO throttle sensor (pin 2
7 of J-166 connector) for the following —
conditions:

ECM (pin 41 of J-191 connector) and the PTO
throttle sensor (pin 3 of J-166 connector) for
8 an open circuit or high resistance. —

9 PTO throttle sensor (pin 3 of J-166 connector). —

connection on the PTO throttle sensor circuit
10 at the harness connector of the ECM (pin 41 —
of J-191 connector).

Replace the PTO throttle sensor.
11 —

Important:

13 4.8 volts
parameter with the Tech 2 while turning the
PTO throttle sensor.
Is the PTO Remote Throttle Sensor parameter

more than the specified value? Go to Step 3 Go to Step 14
Circuit Description • The ECM detects that the idle up sensor signal
The idle up sensor controls the idle speed during warm- voltage is more than 4.9 volts for 5 second.
up and it is installed in the driver’s side instrument
panel. This sensor is active only when the gear position Action Taken When the DTC Sets
is in the neutral position. When the selector lever is • The ECM illuminates the malfunction indicator
moved to another position, the signal is ignored. The lamp (MIL) when the diagnostic runs and fails.
engine control module (ECM) receives the idle up • The ECM disables idle up sensor control.
signal from the idle up sensor and controls the fuel
injection quantity. The idle up sensor has following Condition for Clearing the MIL / DTC
circuits.
• 5 volts reference circuit cycled after a current DTC clears.
• Low reference circuit • A current DTC clears when the diagnostic runs and
• Idle up sensor signal circuit does not fail.
The ECM monitors the idle up sensor signals for • A history DTC clears after 20 consecutive driving
voltages outside the normal range of the idle up sensor. cycles without a fault. Or clear with the Tech 2 or
If the ECM detects an excessively low or high idle up accelerator pedal operation.
sensor voltage, this DTC will set.
Diagnostic Aid
• The ignition switch is ON. • Idle up sensor may have an intermittent open
• The ignition voltage is more than 18 volts. somewhere in the operating range.
Either of following condition is met: Schematic Reference: Engine Controls Schematics
• The ECM detects that the idle up sensor signal Connector End View Reference: Engine Controls
voltage is less than 0.1 volts for 5 second. Connector End Views or Engine Control Module (ECM)
Connector End Views

4. Fully turn the idle up sensor to lowest position
(full counterclockwise direction) and highest
2 0.2 – 4.8 volts
position (full clock wise direction) while
observing the Idle Up Sensor parameter with
the Tech 2.
Is the Idle Up Sensor parameter within the Go to Diagnostic

specified valve? Aids Go to Step 3

Is the Idle Up Sensor parameter less than the
4 0.1 volts
specified value at Step 2? Go to DTC P1631 Go to Step 8

2. Turn the idle up sensor to lowest position (full
counterclockwise direction).
5 3. Observe the Idle Up Sensor parameter with 0.1 volts
the Tech 2.

2. Disconnect the idle up sensor harness
connector.
6 circuit of the idle up sensor harness (pin 3 of 4.5 volts
circuit of the idle up sensor harness (pin 2 and
3 of B-281 connector).
4. Observe the Idle Up Sensor parameter with
the Tech 2.
Is the Idle Up Sensor parameter more than the

connector.
8 0.1 volts
the Tech 2.

connector.
9 0.1 volts
the Tech 2.

reference circuit of the idle up sensor harness


connector) and the idle up sensor harness (pin
3 of B-281 connector) for an open circuit or
11 —
high resistance.

66 of J-191 connector) and the idle up sensor
conditions:
• An open circuit
• High resistance

Important:
The idle up sensor may be damaged if the sensor
66 of J-191 connector) and the idle up sensor
13 —
conditions:

ECM (pin 41 of J-191 connector) and the idle
up sensor (pin 1 of B-281 connector) for an

connector.
idle up sensor (pins 1, 2 and 3 of B-281
connector).

connections on the idle up sensor circuits at
42 and 66 of J-191 connector).


Replace the idle up sensor. Refer to Idle Up Sensor
Important:

19 5. Fully turn the idle up sensor to lowest position 0.2 – 4.8 volts
(full counterclockwise direction) and highest
position (full clock wise direction) while
observing the Idle Up Sensor parameter with
the Tech 2.
Is the Idle Up Sensor parameter within the

specified valve? Go to Step 20 Go to Step 3
The common 1 fuel injector drive circuit is a high- • The ECM illuminates the malfunction indicator
voltage supply which drives injectors for cylinder lamp (MIL) when the diagnostic runs and fails.
number 1 and 4 in conjunction with the engine control • The ECM limits accelerator control range.
module (ECM) grounding the fuel injector control
circuit. The ECM also supplies battery voltage to the
fuel injector solenoid control circuit to allow for fault
detection. If the common 1 fuel injector drive circuit is
open circuit, short to ground or short to voltage, this • The ECM turns OFF the MIL and exhaust brake
DTC will set. Or, if the cylinder number 1 or number 4 indicator lamp when the key is cycled after a
fuel injector solenoid control circuit is shorted to current DTC clears.
ground, this DTC will also set. • A current DTC clears when the diagnostic runs and
• DTC P0611 is not set. cycles without a fault. Or clear with the Tech 2 or
Diagnostic Aid
• The ECM detects that the common 1 fuel injector Schematic Reference: Engine Controls Schematics
drive circuit is open circuit, shorted to ground or Connector End View Reference: Engine Controls
shorted to voltage during engine rotations. Connector End Views or Engine Control Module (ECM)
• The ECM detects that the cylinder number 1 or Connector End Views
number 4 fuel injector solenoid coil control circuit is
shorted to ground during engine rotations.

Important:
If DTC P0201 or P0204 is also set, diagnose that
DTC first.
Go to Diagnostic
3. Connect a DMM between the cylinder number
3 1 fuel injector control circuit (pin 5 of H-125 12.0 volt
female side connector) and a known good
ground.

1. Connect a test lamp between the common 1
fuel injector drive circuit (pin 1 or 4 of H-125
4 ground. —

fuel injector drive circuit (pins 1 or 4 of H-125
female side connector) and battery voltage.
5 —

1. Test the cylinder number 1 or number 4 fuel
injector solenoid control circuit between the
engine control module (ECM) and the in-line
harness connector (H-125 connector) for a
short to ground.
• Cylinder #1: Between pin 119 of E-111
6 —
connector and 5 of H-125 connector

1. Test the common 1 fuel injector drive circuit
(pins 1 and 4 of H-125 connector) for a short
7 —
to battery or ignition voltage.

8 —
to ground.

(pins 1 and 4 of H-125 connector).
connection on the common 1 fuel injector
drive circuit at the harness connector of the
9 4. Inspect for an open circuit or high resistance —
on the common 1 fuel injector drive circuit
necessary.


terminals.

1. Disconnect the fuel injector harness from the
cylinder number 1 and number 4 fuel injectors
(E-138 and E-141 connector).
2. Measure the insulation resistance between
cylinder number 1 fuel injector terminals and a
11 known good ground. 1 MΩ
known good ground.
Is the insulation resistance more than the specified

value on each measurement? Go to Step 12 Go to Step 13
Repair or replace the injector harness. Refer to
12 Fuel Injector Replacement in this section. —
Did you complete the repair or replace? Go to Step 15 —
Important:
Replace the appropriate fuel injector that was less
13 insulation resistance found at Step 11. Refer to —
Data Programming in this section.

Important:


The common 2 fuel injector drive circuit is a high- • The ECM illuminates the malfunction indicator
voltage supply which drives injectors for cylinder lamp (MIL) when the diagnostic runs and fails.
number 2 and 3 in conjunction with the engine control • The ECM limits accelerator control range.
module (ECM) grounding the fuel injector control
circuit. The ECM also supplies battery voltage to the
fuel injector solenoid control circuit to allow for fault
detection. If the common 2 fuel injector drive circuit is
open circuit, short to ground or short to voltage, this • The ECM turns OFF the MIL and exhaust brake
DTC will set. Or, if the cylinder number 2 or number 3 indicator lamp when the key is cycled after a
fuel injector solenoid control circuit is shorted to current DTC clears.
ground, this DTC will also set. • A current DTC clears when the diagnostic runs and
• DTC P0612 is not set. cycles without a fault. Or clear with the Tech 2 or
Diagnostic Aid
• The ECM detects that the common 2 fuel injector Schematic Reference: Engine Controls Schematics
drive circuit is open circuit, shorted to ground or Connector End View Reference: Engine Controls
shorted to voltage during engine rotations. Connector End Views or Engine Control Module (ECM)
• The ECM detects that the cylinder number 2 or Connector End Views
number 3 fuel injector solenoid coil control circuit is
shorted to ground during engine rotations.

Important:
If DTC P0202 or P0203 is also set, diagnose that
DTC first.
Go to Diagnostic
3. Connect a DMM between the cylinder number
3 2 fuel injector control circuit (pin 6 of H-125 12.0 volt
ground.

fuel injector drive circuit (pin 2 or 3 of H-125
4 ground. —

fuel injector drive circuit (pins 2 or 3 of H-125
female side connector) and battery voltage.
5 —

1. Test the cylinder number 2 or number 3 fuel
injector solenoid control circuit between the
engine control module (ECM) and the in-line
harness connector (H-125 connector) for a
short to ground.
6 —

7 —
to battery or ignition voltage.

8 —
to ground.

connection on the common 2 fuel injector
drive circuit at the harness connector of the
9 4. Inspect for an open circuit or high resistance —
on the common 2 fuel injector drive circuit
necessary.


terminals.

1. Disconnect the fuel injector harness from the
cylinder number 2 and number 3 fuel injectors
(E-139 and E-140 connector).
11 known good ground. 1 MΩ
known good ground.
Is the insulation resistance more than the specified

value on each measurement? Go to Step 12 Go to Step 13
Repair or replace the injector harness. Refer to
12 Fuel Injector Replacement in this section. —
Did you complete the repair or replace? Go to Step 15 —
Important:
Replace the appropriate fuel injector that was less
13 insulation resistance found at Step 11. Refer to —
Data Programming in this section.

Important:


The accelerator pedal position (APP) sensor is • The ECM detects that the APP sensor 1 and
mounted on the accelerator pedal control assembly. sensor 2 are more than 45% out of range of each
The sensor is made up of two individual sensors within other.
one housing. The APP sensor 1 and APP sensor 2 are
potentiometer type sensors, each with the following Action Taken When the DTC Sets
• Low reference circuit • The ECM blinks the exhaust brake indicator lamp
• Signal circuit when the diagnostic runs and fails.
The engine control module (ECM) supplies 5 volts to • The ECM inhibits exhaust brake control.
the APP sensor on the 5 volts reference circuits. The
ECM also provides a ground on the low reference Condition for Clearing the MIL / DTC
circuits. The APP sensor provides a signal to the ECM
• The ECM turns OFF the MIL and exhaust brake
on the APP sensor signal circuits, which is relative to
indicator lamp when the key is cycled after a
the position changes of the accelerator pedal angle.
current DTC clears.
The APP sensor 1 signal voltage is low at rest and
increases as the pedal is depressed. The APP sensor 2 • A current DTC clears when the diagnostic runs and
signal voltage is high at rest and decreases as the does not fail at next driving cycle.
pedal is depressed. If the ECM detects that the APP • A history DTC clears after 20 consecutive driving
sensor 1 signal and the APP sensor 2 signal are out of cycles without a fault. Or clear with the Tech 2 or
the correlation, this DTC will set. accelerator pedal operation.

• DTCs P1630, P1631 and P1632 are not set. • If an intermittent condition is suspected, refer to
Connector End Views

Is DTC P1277, P1278, P1282, P1283, P1631 or Go to Applicable

P1632 set? DTC Go to Step 3
3. Monitor the DTC Information with the Tech 2.
3 —
4. Fully depress and release the accelerator
pedal.
Go to Diagnostic

2. Disconnect the accelerator pedal position
(APP) sensor harness connector.
connector of the APP sensor (pins 1, 2, 3, 4, 5
harness connector.
connections and corrosion on each APP
ECM (pins 41, 42, 60, 61, 63 and 64 of J-191
connector).
6. Test for high resistance on each APP sensor
circuit.
necessary.

1. Test the APP sensor 1 and sensor 2 signal
circuit between the ECM (pin 63 and 64 of J-
191 connector) and the APP sensor (pin 2 and
5 of B-280 connector) for a short circuit each
5 —
other.

Replace the APP sensor. Refer to Accelerator
Pedal Position (APP) Sensor Replacement in this
6 section. (APP sensor 1 and sensor 2 is internal to —
APP sensor assembly)

7 —
pedal.

Important:

9 —
pedal.


The accelerator pedal position (APP) sensor is • The ECM illuminates the malfunction indicator
mounted on the accelerator pedal control assembly. lamp (MIL) when the diagnostic runs and fails.
The sensor is made up of two individual sensors within • The ECM blinks the exhaust brake indicator lamp
one housing. The engine control module (ECM) uses when the diagnostic runs and fails.
the APP sensors to determine the amount of
• The ECM inhibits exhaust brake control.
acceleration or deceleration desired by the person
driving the vehicle via the fuel injector control. The APP
sensor 1 has the following circuits.
• 5 volts reference circuit
• Low reference circuit current DTC clears.
• APP sensor 1 signal circuit • A current DTC clears when the diagnostic runs and
The ECM supplies 5 volts to the APP sensor 1 on the 5 does not fail at next driving cycle.
on the low reference circuit. The APP sensor 1
provides a signal to the ECM on the APP sensor 1
of the accelerator pedal angle. The ECM monitors the
Diagnostic Aid
APP sensor 1 signal for voltages outside the normal
range of the APP sensor 1. If the ECM detects an • If an intermittent condition is suspected, refer to
excessively low APP sensor 1 signal voltage, this DTC Intermittent Conditions in this section.
will set. • APP sensor 1 may have an intermittent open
somewhere in the pedal range.
Condition for Setting the DTC Connector End Views
• The ECM detects that the APP sensor 1 signal

voltage is less than 0.2 volts.

2 —

2. Observe the Accelerator Pedal Position (APP)
3 Sensor 1 parameter with the Tech 2. 0.2 volts
Is the APP Sensor 1 parameter less than the Go to Diagnostic

2. Disconnect the APP sensor harness
connector.
4 circuit of the APP sensor 1 harness (pin 4 of 4.5 volts
circuit of the APP sensor 1 harness (pins 4
4. Observe the APP Sensor 1 parameter with the
Tech 2.
Is the APP Sensor 1 parameter more than specified

connector) and the APP sensor 1 (pin 4 of B-
6 —
resistance.

63 of J-191 connector) and the APP sensor 1
conditions:
• An open circuit
• High resistance

8 APP sensor (pins 4 and 5 of B-280 —
connector).

connections on the APP sensor 1 circuits at


10 section. (APP sensor 1 is internal to APP sensor —
assembly)

Important:

12 0.2 volts
pedal while observing the APP Sensor 1
Is the APP Sensor 1 parameter less than the

Diagnostic Aid
excessively high APP sensor 1 signal voltage, this DTC Intermittent Conditions in this section.


2 pedal while observing the Accelerator Pedal 4.8 volts
Position (APP) Sensor 1 parameter with the
Tech 2.
Does the APP Sensor 1 parameter ever exceed the Go to Diagnostic

Is the DTC P1631 also set? Go to Step 4 Go to Step 5


connector.
4 0.2 volts
Tech 2.

connector.
5 0.2 volts
Tech 2.

reference circuit of the APP sensor 1 harness

Important:
The APP sensor 1 may be damaged if the sensor
7 —

ECM (pin 41 of J-191 connector) and the APP
sensor 1 (pin 6 of B-280 connector) for an

9 APP sensor (pin 6 of B-280 connector). —


connection on the APP sensor 1 circuit at the
191 connector).

assembly)

Important:

13 4.8 volts
Does the APP Sensor 1 parameter ever exceed the

Diagnostic Aid
excessively low APP sensor 2 signal voltage, this DTC Intermittent Conditions in this section.

voltage is less than 0.2 volts.

2 —

2. Observe the Accelerator Pedal Position (APP)
3 Sensor 2 parameter with the Tech 2. 0.2 volts
Is the APP Sensor 2 parameter less than the Go to Diagnostic

connector.
4 circuit of the APP sensor 2 harness (pin 1 of 4.5 volts
circuit of the APP sensor 2 harness (pins 1
Tech 2.
Is the APP Sensor 2 parameter more than specified

6 —
resistance.

64 of J-191 connector) and the APP sensor 2
conditions:
• An open circuit
• High resistance

8 APP sensor (pins 1 and 2 of B-280 —
connector).

connections on the APP sensor 1 circuits at


assembly)

Important:

12 0.2 volts

Diagnostic Aid
excessively high APP sensor 2 signal voltage, this DTC Intermittent Conditions in this section.


2 pedal while observing the Accelerator Pedal 4.8 volts
Position (APP) Sensor 2 parameter with the
Tech 2.
Does the APP Sensor 2 parameter ever exceed the Go to Diagnostic

Is the DTC P1632 also set? Go to Step 4 Go to Step 5


connector.
4 0.2 volts
Tech 2.

connector.
5 0.2 volts
Tech 2.

reference circuit of the APP sensor 2 harness

Important:
The APP sensor 2 may be damaged if the sensor
7 —

ECM (pin 60 of J-191 connector) and the APP
sensor 2 (pin 3 of B-280 connector) for an

9 APP sensor (pin 3 of B-280 connector). —


connection on the APP sensor 2 circuit at the
191 connector).

assembly)

Important:

13 4.8 volts
Does the APP Sensor 2 parameter ever exceed the

The crankshaft position (CKP) sensor is located on top • The ECM detects that the CKP sensor signals and
of the flywheel housing. There are 56 notches spaced CMP sensor signals are out of synchronization
6° apart and a 30° section that is open span. This open during engine rotations.
span portion allows for the detection of cylinder #1 top
dead center (TDC). Action Taken When the DTC Sets
The camshaft position (CMP) sensor is installed on the • The ECM illuminates the malfunction indicator
cylinder head at the rear of the camshaft gear. The lamp (MIL) when the diagnostic runs and fails.
CMP sensor detects a total of five through holes (four
holes arranged equally every 90° and one reference Condition for Clearing the MIL / DTC
hole on the camshaft gear flange surface).
Detecting the open span portion from the CKP sensor • The ECM turns OFF the MIL when the key is
and one reference hole from the CMP sensor, the cycled after a current DTC clears.
engine control module (ECM) determines cylinder #1 • A current DTC clears when the diagnostic runs and
compression top dead center (TDC) to ensure they does not fail at next driving cycle.
correlate with each other. If the ECM detects both • A history DTC clears after 20 consecutive driving
signals are out of synchronization, this DTC will set. cycles without a fault. Or clear with the Tech 2 or
• DTCs P0335, P0336, P0340 and P0341 are not Diagnostic Aid
set. • This DTC is caused by an incorrect mechanical
• The ignition switch is ON. timing condition, which was most likely cased by
• The CKP sensor signal is detected. wrong installation of timing gear, flywheel or
camshaft.
• The CMP sensor signal is detected.

2 —
Is the DTC P0335, P0336, P0340 or P0341 also Go to Applicable

set? DTC Go to Step 3
Inspect the engine mechanical timing. Refer to the
Engine Mechanical section. Repair as necessary.
Notice:
3 If the flywheel dowel pin is missing or pushed in —
and the flywheel is incorrectly installed, this DTC
may set.



Circuit Description • The ECM detects that the ECM has been ON
The engine control module (ECM) main relay is when the relay is commanded OFF for longer than
energized to feed the battery voltage to the ECM 10 seconds.
through the relay switch side when the ECM receives
an ignition voltage switch ON signal. When the ignition Action Taken When the DTC Sets
switch is OFF, the ECM main relay is de-energized • The ECM illuminates the malfunction indicator
after a certain length of time passed. lamp (MIL) when the diagnostic runs and fails.
If the ECM detects the ECM main relay is turned OFF
before ECM commanded OFF, this DTC will set. (ECM Condition for Clearing the MIL / DTC
main relay open stuck DTC) • The ECM turns OFF the MIL when the key is
If the ECM detects the ECM has been ON when the cycled after a current DTC clears.
relay is commanded OFF, this DTC will also set. (ECM
main relay close stuck DTC)
does not fail.
ECM main relay open stuck DTC
• The ignition voltage is more than 18 volts. • If an intermittent condition is suspected, refer to
• The ignition ON time is longer than 3 seconds. Intermittent Conditions in this section.
• Faulty or sticking ECM main relay will set this DTC.
ECM main relay open stuck DTC DTC P1625 (Flash Code 416)
• The ECM detects a low voltage condition on the Schematic Reference: Engine Controls Schematics
ECM main relay voltage feed circuit when the relay Connector End View Reference: Engine Controls
is commanded ON for longer than 5 seconds. Connector End Views or Engine Control Module (ECM)
Connector End Views
ECM main relay close stuck DTC

3. Turn ON the ignition.
2 —
Go to Diagnostic
3 Does the engine start? — Go to Step 4 Go to Step 8
4 2. Disconnect the ECM main relay. —
Repair the short to battery on the voltage feed
circuits to the engine control module (ECM)
5 connector) and the ECM main relay (pin 2 of X-18 —
connector).


2. Replace the ECM main relay with the glow
relay or replace with a known good relay.

5. Monitor the DTC Information with the Tech 2.

1. Test the voltage supply circuits to the ECM
main relay between the ECM (pins 21 and 40
of J-191 connector) and the ECM main relay
7 (pin 4 of X-18 connector) for a short to battery. —

2. Replace the ECM main relay with the glow
8 relay or replace with a known good relay. —

(J-9).
necessary.
9 4. Inspect the ECM (40A) slow blow fuse for —
open.
5. Replace the ECM (40A) slow blow fuse if
open. If it continues to open, repair the short to
ground on one of the circuits that is fed by the
ECM (40A) slow blow fuse.


2. Disconnect the ECM main relay.
connections and corrosion on each ECM main
relay terminal (pins 2, 3, 4 and 5 of X-18
connector).
connections and corrosion on the ECM main
relay voltage supply and feed circuits at the
harness connector of the ECM (pins 2, 5, 21
10 6. Test for high resistance on each ECM main —
relay circuit.
• Between pins 2 and 5 of J-191 and pin 2
of X-18 connector
• Between pins 21 and 40 of J-191
connector and pin 4 of X-18 connector
• Between ECM (40A) slow blow fuse and
pin 3 of X-18 connector
• Between pin 5 of X-18 connector and
chassis ground (J-9)
necessary.

Replace the ECM main relay.
11 —
Important:


This diagnostic applies to internal microprocessor • The ECM inhibits pilot injection.
integrity conditions within the engine control module
(ECM). Condition for Clearing the MIL / DTC
Condition for Setting the DTC cycled after a current DTC clears.
• The ECM detects a malfunction in its internal • A current DTC clears when the diagnostic runs and
analog / digital (A/D) converter. does not fail.
Action Taken When the DTC Sets cycles without a fault. Or clear with the Tech 2 or
• The ECM illuminates the malfunction indicator accelerator pedal operation.

2 —

Important:

4 —

The engine control module (ECM) provides 5 volts • The ECM illuminates the malfunction indicator
reference voltage through the reference circuit 1 to the lamp (MIL) when the diagnostic runs and fails.
following sensors: • The ECM blinks the exhaust brake indicator lamp
• Accelerator pedal position (APP) sensor 1 when the diagnostic runs and fails.
• PTO throttle sensor • The ECM inhibits exhaust brake control.
• Idle up sensor
The 5 volts reference circuits are bussed together Condition for Clearing the MIL / DTC
outside the ECM. Therefore, a short circuit condition on • The ECM turns OFF the MIL when the key is
one sensor 5 volts reference circuit may affect the cycled after a current DTC clears.
entire 5 volt reference circuit 1. The ECM monitors the • The ECM turns OFF the exhaust brake indicator
voltage on the 5 volts reference circuit 1. If the ECM lamp when the diagnostic runs and does not fail.
detects the voltage is excessively low or high, this DTC
will set.
does not fail.
• The battery voltage is between 16 – 32 volts. Diagnostic Aid
Condition for Setting the DTC Intermittent Conditions in this section.
• The ECM detects that the 5 volts reference circuit DTC P1631 (Flash Code 55)
1 voltage is less than 4.5 volts. Schematic Reference: Engine Controls Schematics
• The ECM detects that the 5 volts reference circuit Connector End View Reference: Engine Controls
1 voltage is more than 5.5 volts. Connector End Views or Engine Control Module (ECM)
Connector End Views

2 —
Go to Diagnostic
connector.
3 circuit of the idle up sensor harness (pin 3 of 5.5 volts
4. Turn ON the ignition, with engine OFF.
4 4.5 volts

1. Keep the DMM with connected to the idle up
5 (APP) sensor harness connector. 4.5 volts
Does the DMM voltage change to more than the

specified value when the APP harness connector is
disconnected? Go to Step 10 Go to Step 6
Notice:
If no PTO throttle sensor is installed, skip to Step 8.
1. Keep the DMM with connected to the idle up
6 3. Disconnect the PTO throttle sensor harness 4.5 volts
connector.

specified value when the PTO throttle sensor
harness connector is disconnected? Go to Step 11 Go to Step 8
1. Test the 5 volts reference circuit 1 between the
connector) and the following components for a
short to battery or ignition voltage:
• APP sensor 1 (pin 4 of B-280 connector)
7 • PTO throttle sensor (pin 1 of J-166 —
connector)
• Idle up sensor (pin 3 of B-281 connector)

following components for a short to ground or
short to the low reference circuit:
8 • PTO throttle sensor (pin 1 of J-166 —
connector)
• Idle up sensor (pin 3 of B-281 connector)

Replace the idle up sensor. Refer to Idle Up Sensor
assembly)

Replace the PTO throttle sensor.
11 —

Important:

13 —
Running the DTC.

• Accelerator pedal position (APP) sensor 2 when the diagnostic runs and fails.
• Barometric pressure (BARO) sensor • The ECM limits accelerator control range.
The ECM also provides 5 volts reference voltage • The ECM inhibits pilot injection.
through the reference circuit 5 to the following sensors:
• EGR valve position sensor
The 5 volts reference circuits 2 and 5 are independent Condition for Clearing the MIL / DTC
of each other outside of the ECM, but are bussed
together inside the ECM. Therefore, a short circuit
condition on one sensor 5 volts reference circuit may
current DTC clears.
affect the entire 5 volt reference circuit 2 and 5. The
ECM monitors the voltage on the 5 volts reference • A current DTC clears when the diagnostic runs and
circuit 2 and 5. If the ECM detects the voltage is does not fail.
excessively low or high, this DTC and DTC P1635 will • A history DTC clears after 20 consecutive driving
also set. cycles without a fault. Or clear with the Tech 2 or
• DTC P1630 is not set. Diagnostic Aid
• The ignition switch is ON. • If an intermittent condition is suspected, refer to
• The ECM detects that the 5 volts reference circuit Connector End Views or Engine Control Module (ECM)
2 or 5 voltage is less than 4.5 volts. Connector End Views
• The ECM detects that the 5 volts reference circuit
2 or 5 voltage is more than 5.5 volts.

2 —
Go to Diagnostic
circuit of the EGR valve position sensor
3 harness (pin 1 of E-94 connector) and a 5.5 volts
known good ground.
4 4.5 volts

1. Keep the DMM with connected to the EGR
valve position sensor harness connector.
3. Disconnect the fuel rail pressure (FRP) sensor
5 harness connector. 4.5 volts

specified value when the FRP sensor harness
connector is disconnected? Go to Step 11 Go to Step 6
3. Disconnect the barometric pressure (BARO)
6 sensor harness connector. 4.5 volts

specified value when the BARO sensor harness
7 (APP) sensor harness connector. 4.5 volts

specified value when the APP sensor harness
connector) and the following components for a
short to battery or ignition voltage:
• BARO sensor (pin 3 of B-422 connector)
8 ECM (pin 87 of E-111 connector) and the —
following components for a short to battery or
ignition voltage:
• FRP sensor (pin 3 of E-113 connector)
• EGR position sensor (pin 1 of E-94
connector)


• BARO sensor (pin 3 of B-422 connector)
9 ECM (pin 87 of E-111 connector) and the —
• FRP sensor (pin 3 of E-113 connector)
• EGR position sensor (pin 1 of E-94
connector)


11 section. —

assembly)

13 section. —

Important:

15 —
Running the DTC.

The engine control module (ECM) has ability to provide • The ECM illuminates the malfunction indicator
5 volts reference voltage through the reference circuit lamp (MIL) when the diagnostic runs and fails.
3. But it is not used. The ECM provides 5 volts • The ECM limits accelerator control range.
reference voltage through the reference circuit 4 to the
boost pressure sensor. The 5 volts reference circuits 3
and 4 are independent of each other outside of the • The ECM inhibits EGR valve control.
ECM, but are bussed together inside the ECM.
Therefore, a short circuit condition on one sensor 5 Condition for Clearing the MIL / DTC
volts reference circuit may affect the entire 5 volt • The ECM turns OFF the MIL when the key is
reference circuit 3 and 4. The ECM monitors the cycled after a current DTC clears.
voltage on the 5 volts reference circuit 3 and 4. If the • A current DTC clears when the diagnostic runs and
ECM detects the voltage is excessively low or high, this does not fail.
DTC and DTC P1634 will also set.
• The battery voltage is between 16 – 32 volts. • If an intermittent condition is suspected, refer to
• The ECM detects that the 5 volts reference circuit Schematic Reference: Engine Controls Schematics
3 or 4 voltage is less than 4.5 volts. Connector End View Reference: Engine Controls
Connector End Views

2 —
Go to Diagnostic
Does the DTC fail this ignition? Go to DTC P1634 Aids
boost pressure sensor. The ECM also has ability to • The ECM limits accelerator control range.
provide 5 volts reference voltage through the reference
circuit 3. But it is not used. The 5 volts reference
circuits 3 and 4 are independent of each other outside • The ECM inhibits EGR valve control.
of the ECM, but are bussed together inside the ECM.
Therefore, a short circuit condition on one sensor 5 Condition for Clearing the MIL / DTC
volts reference circuit may affect the entire 5 volt • The ECM turns OFF the MIL when the key is
reference circuit 3 and 4. The ECM monitors the cycled after a current DTC clears.
voltage on the 5 volts reference circuit 3 and 4. If the • A current DTC clears when the diagnostic runs and
ECM detects the voltage is excessively low or high, this does not fail.
DTC and DTC P1633 will also set.
• The battery voltage is between 16 – 32 volts. • If an intermittent condition is suspected, refer to
• The ECM detects that the 5 volts reference circuit Schematic Reference: Engine Controls Schematics
3 or 4 voltage is less than 4.5 volts. Connector End View Reference: Engine Controls
Connector End Views

2 —
Go to Diagnostic
harness connector.
3 circuit of the boost pressure sensor harness 5.5 volts
(pin 3 of J-216 connector) and a known good
ground.
4 4.5 volts

3 of J-216 connector) for a short to battery or
5 —
ignition voltage.

boost pressure sensor (pin 3 of J-216
connector) for a short to ground or short to the
6 —

Did you complete the replacement? Go to Step 9 Go to Step 8
Important:
Did you complete the replacement? Go to Step 9 Go to Step 8


Running the DTC.

• Fuel rail pressure (FRP) sensor when the diagnostic runs and fails.
• EGR valve position sensor • The ECM limits accelerator control range.
The ECM also provides 5 volts reference voltage • The ECM inhibits pilot injection.
through the reference circuit 2 to the following sensors:
• Accelerator pedal position (APP) sensor 2
• Barometric pressure (BARO) sensor
The 5 volts reference circuits 2 and 5 are independent Condition for Clearing the MIL / DTC
of each other outside of the ECM, but are bussed
together inside the ECM. Therefore, a short circuit
condition on one sensor 5 volts reference circuit may
current DTC clears.
affect the entire 5 volt reference circuit 2 and 5. The
ECM monitors the voltage on the 5 volts reference • A current DTC clears when the diagnostic runs and
circuit 2 and 5. If the ECM detects the voltage is does not fail.
excessively low or high, this DTC and DTC P1632 will • A history DTC clears after 20 consecutive driving
also set. cycles without a fault. Or clear with the Tech 2 or
• DTC P1630 is not set. Diagnostic Aid
• The ignition switch is ON. • If an intermittent condition is suspected, refer to
• The ECM detects that the 5 volts reference circuit Connector End Views or Engine Control Module (ECM)
2 or 5 voltage is less than 4.5 volts. Connector End Views

2 —
Go to Diagnostic
Does the DTC fail this ignition? Go to DTC P1632 Aids
Circuit Description • The ECM blinks the exhaust brake indicator lamp
The engine control module (ECM) controls the exhaust when the diagnostic runs and fails.
brake which energizes the intake throttle solenoid valve • The ECM inhibits exhaust brake control.
and exhaust brake solenoid valve based on vehicle
running condition. The ECM commands each solenoid Condition for Clearing the MIL / DTC
valve to close each throttle valve by applying vacuum. • The ECM turns OFF the MIL when the key is
If the ECM detects that an open circuit or short to cycled after a current DTC clears.
ground on the exhaust brake solenoid valve control
• The ECM turns OFF the exhaust brake indicator
lamp when the diagnostic runs and does not fail.
Condition for Running the DTC • A current DTC clears when the diagnostic runs and
does not fail.
• The battery voltage is between 16 – 32 volts. cycles without a fault. Or clear with the Tech 2 or
• The engine is running. accelerator pedal operation.
Condition for Setting the DTC Diagnostic Aid

• The ECM detects a low voltage condition on the • If an intermittent condition is suspected, refer to
exhaust brake solenoid valve control circuit for Intermittent Conditions in this section.
longer than 10 seconds when the solenoid valve is
commanded OFF. DTC P1681 (Flash Code 46)
• The ECM illuminates the malfunction indicator Connector End Views or Engine Control Module (ECM)
lamp (MIL) when the diagnostic runs and fails. Connector End Views

4. Perform the Exhaust Brake Control test with
the Tech 2.
2 5. Command the Exhaust Brake ON with the —
Tech 2.
Does the exhaust brake solenoid valve click when

commanded ON with the Tech 2 (note that intake
throttle solenoid valve also click when commanded
ON)? Go to Step 3 Go to Step 4
Go to Diagnostic
2. Disconnect the exhaust brake solenoid valve
harness connector.
3. Connect a test lamp between the voltage feed
4 circuit of the exhaust brake solenoid valve —
harness (pin 1 of J-31 connector) and a known
good ground.


2. Connect a test lamp between the control
circuit of the exhaust brake solenoid valve
voltage.

1. Keep the test lamp with connected.
the Tech 2.
6 —
3. Command the Exhaust Brake ON with the
Tech 2.

7 and the exhaust brake solenoid valve (pin 1 of J-31 —
connector). Check the ECM (10A) fuse first.

1. Test the control circuit between the engine
connector) and the exhaust brake solenoid
valve (pin 2 of J-31 connector) for an open
8 —

1. Test the control circuit between the ECM (pin
15 of J-191 connector) and the exhaust brake
solenoid valve (pin 2 of J-31 connector) for a
9 short to ground. —

harness connector.
exhaust brake solenoid valve (pins 1 and 2 of
J-31 connector).

connection on the exhaust brake solenoid
11 valve control circuit at the harness connector —
of the ECM (pin 15 of J-191 connector).

Replace the exhaust brake solenoid valve. Refer to
Exhaust Brake Solenoid Valve Replacement in
12 Exhaust System section. —


Important:

14 —
Running the DTC.

The engine control module (ECM) controls the exhaust • The ECM turns OFF the MIL when the key is
brake which energizes the intake throttle solenoid valve cycled after a current DTC clears.
and exhaust brake solenoid valve based on vehicle • The ECM turns OFF the exhaust brake indicator
running condition. The ECM commands each solenoid lamp when the diagnostic runs and does not fail.
valve to close each throttle valve by applying vacuum.
If the ECM detects that a short to battery or ignition
does not fail.
voltage on the exhaust brake solenoid valve control
circuit, this DTC will set. • A history DTC clears after 20 consecutive driving
Condition for Running the DTC accelerator pedal operation.
• The engine is running. Intermittent Conditions in this section.
Condition for Setting the DTC Test Description

• The ECM detects a high voltage condition on the The number below refers to the step number on the
exhaust brake solenoid valve control circuit for diagnostic table.
longer than 10 seconds when the solenoid valve is 3. If the exhaust brake solenoid valve control circuit
commanded ON. between the ECM and the solenoid valve is normal,
voltage level low DTC P1681 will set.
• The ECM illuminates the malfunction indicator DTC P1682 (Flash Code 46)
lamp (MIL) when the diagnostic runs and fails. Schematic Reference: Engine Controls Schematics
• The ECM blinks the exhaust brake indicator lamp Connector End View Reference: Engine Controls
when the diagnostic runs and fails. Connector End Views or Engine Control Module (ECM)
• The ECM inhibits exhaust brake control. Connector End Views

the Tech 2.
2 5. Command the Exhaust Brake ON with the —
Tech 2.
Does the exhaust brake solenoid valve click when

commanded ON with the Tech 2 (note that intake
throttle solenoid valve also click when commanded Go to Diagnostic
ON)? Aids Go to Step 3
harness connector.
Does DTC P1681 set, but not DTC P1682? Go to Step 5 Go to Step 4

1. Test the control circuit between the engine
connector) and the exhaust brake solenoid
valve (pin 2 of J-31 connector) for a short to
4 —

Replace the exhaust brake solenoid valve. Refer to
Exhaust Brake Solenoid Valve Replacement in
5 Exhaust System section. —

Important:

7 4. Lift the driving wheels or drive the vehicle. —
5. Let the vehicle run so that the exhaust brake
may operate enough time (longer than 3
seconds).

U2104, U2106 (Flash Code 84, 85)
Circuit Description • The ECM blinks the exhaust brake indicator lamp
The engine control module (ECM), the transmission when the diagnostic runs and fails.
control module (TCM), the electric hydraulic control • The ECM inhibits exhaust brake control.
module (EHCU) (ABS module) and the data recording
module (DRM) communicate control and diagnostic Condition for Clearing the MIL / DTC
information via a controller area network (CAN) • The ECM turns OFF the MIL when the key is
communication bus. The ECM monitors CAN cycled after a current DTC clears.
operational status by expecting a constant flow of
• The ECM turns OFF the exhaust brake indicator
messages from the TCM, EHCU and DRM. If the ECM
lamp when the diagnostic runs and does not fail.
fails to receive an expected message from the TCM,
EHCU and DRM, DTC U2104 or U2106 will set • A current DTC clears when the diagnostic runs and
depending on what communication is lost. does not fail.
Condition for Running the DTC cycles without a fault. Or clear with the Tech 2 or
Condition for Setting the DTC Diagnostic Aid
U2104 • If an intermittent condition is suspected, refer to

• The ECM detects that the CAN Bus OFF status.
Notice:
U2106
• Diagnostic charts are different depending on the
• The ECM detects that the CAN Bus messages specification of the vehicle.
from the TCM are not being received.
DTC U2104, U2106 (Flash Code 84, 85)
Connector End Views
Chart for without Smoother and ABS

3. Monitor the engine control module (ECM)
2 Diagnostic Trouble Code (DTC) Information —
with the Tech 2.
Go to Diagnostic
2. Measure the resistance across the controller
area network (CAN) Low and High circuits by
back probing the resistor 1 (pins 1 and 2 of B-
3 387 connector) (resistor 1 is located near the 50 – 70 Ω
driver’s side dash panel. It is blue connector).
Is the resistance within the specified value (parallel

resistance of the 120 Ω resister 1 and the 120 Ω
resistor 2 should be 60 Ω)? Go to Step 9 Go to Step 4
Is the resistance less than the specified value at
4 —
Step 3? Go to Step 5 Go to Step 7

1. Keep the DMM with connected.
5 harness connectors. 50 – 70 Ω
Is the resistance within the specified value? Go to Step 23 Go to Step 6

2. Disconnect the data recording module (DRM)
6 harness connector (DRM is located behind the 50 – 70 Ω
glove box).

1. Disconnect the resistor 1 harness connector.
7 2. Measure the resistance of the resistor 1. 110 – 130 Ω
1. Disconnect the resister 2 harness connector
(resistor 2 is located behind the radio and
above the heater unit. It is blue connector).
8 110 – 130 Ω
2. Measure the resistance of the resistor 2.

1. Disconnect the resistor 1 and resistor 2
harness connector.
3. Connect a DMM between the CAN Low circuit
ground at the resistor 1 harness connector.
9 Record the voltage reading. 1.3 – 3.7 volts
4. Connect a DMM between the CAN High circuit
Record the voltage reading.
Are both voltage readings within the specified

2. Disconnect the ECM harness connectors.


2. Reconnect the ECM harness connectors.
3. Disconnect the DRM harness connector.
11 1.3 – 3.7 volts
Are both voltage readings within the specified Go to Diagnostic

value? Aids Go to Step 15
12 5. Test the CAN Low and CAN High circuits —
among the resistor 1, resistor 2, ECM and
DRM for a short to ground and short to
voltage.


1. Test for an open or high resistance in the CAN
Low or High circuit (which ever voltage
reading did not read between 1.3 – 3.7 volts in
Step 10) between the DRM and joint
14 —
connection.

Step 11) between the ECM and joint
15 —
connection.


Repair the short circuit each other across the CAN
Low and High circuits among the resistor 1, resistor
16 2, ECM and DRM. —

1. Repair the open circuit or high resistance on
the CAN Low and High circuits between the
resistor 1 (pins 1 and 2 of B-387 connector)
and the resistor 2 (pins 1 and 2 of B-431
connector).
connections and corrosion on the CAN Low
and High circuits at the harness connector of
the each resistor.

18 the DRM (pins 2 and 8 of B-429 connector). —

19 the ECM (pins 18 and 37 of J-191 connector). —

Replace the resistor 1.
20 —
21 —
Replace the DRM. Refer to Data Recording Module
22 (DRM) Replacement. —
Important:


Chart for with Soother but without ABS

with the Tech 2.
Go to Diagnostic
Attempt to communicate with the transmission
control module (TCM) via the Transmission Data Go to Diagnostic
3 table. — System Check –
Transmission
Does the Tech 2 communicate with the TCM? Go to Step 4 Controls

5 —
6 2. Disconnect the TCM harness connectors. 50 – 70 Ω

glove box).

10 110 – 130 Ω


harness connector.

3. Disconnect the TCM harness connectors.
12 1.3 – 3.7 volts

2. Reconnect the TCM harness connectors.
3. Disconnect the DRM harness connectors.
13 1.3 – 3.7 volts

14 1.3 – 3.7 volts


15 —
6. Test the CAN Low and CAN High circuits
among the resistor 1, resistor 2, ECM, TCM
and DRM for a short to ground and short to
voltage.


2. Reconnect the TCM harness connectors.

18 —
connection.

Step 13) between the TCM and joint
19 —
connection.


20 —
connection.

Low and High circuits among the resistor 1, resistor
21 2, ECM, TCM and DRM. —

1. Repair the open circuit or high resistance on
the CAN Low and High circuits between the
resistor 1 (pins 1 and 2 of B-387 connector)
and the resistor 2 (pins 1 and 2 of B-431
connector).
the each resistor.


24 the TCM (pins 2 and 3 of B-427 connector). —


26 —
27 —
29 section. —


Important:


Chart for with ABS but without Smoother

with the Tech 2.
Go to Diagnostic
Attempt to communicate with the electrical
hydraulic control unit (EHCU) (ABS module) via the Go to Diagnostic
3 ABS Data table. — System Check –
Anti-lock Brake
Does the Tech 2 communicate with the EHCU? Go to Step 4 System Controls

5 —
6 2. Disconnect the EHCU harness connector. 110 – 130 Ω
Measure the resistance across the CAN Low and
High circuits by back probing the resistor 2 (pins 1
and 2 of B-431 connector) (resistor 2 is located
7 behind the radio and above the heater unit. It is 110 – 130 Ω
blue connector).



glove box).

11 110 – 130 Ω

harness connector.

3. Disconnect the EHCU harness connector.
13 1.3 – 3.7 volts


14 1.3 – 3.7 volts

15 —
among the resistor 1, resistor 2, ECM, EHCU
voltage.

2. Keep the ECM and DRM harness connectors
with disconnect.
3. Reconnect the EHCU harness connector.
16 ground at the resistor 1 harness connector. 1.3 – 3.7 volts



18 —
connection.

19 —
connection.

Low and High circuits between the resistor 1 and
20 EHCU. —

Low and High circuits among the resistor 2, ECM,
21 DRM and EHCU. —

1. Test the CAN Low and High circuits between
the resistor 1 (pins 1 and 2 of B-387
connector) and the EHCU (pins 14 and 15 of
J-177 connector) for an open circuit or high
resistance.
22 —
resistance.
the each resistor.
4. Repair the circuit(s) or connection(s) as
necessary.


the EHCU (pins 14, 15, 26 and 27 of J-177
24 —
connector).



26 —
27 —
Replace the EHCU. Refer to Electric Hydraulic
Control Unit (EHCU Replacement in the Anti-lock
29 Brake section). —

Important:


Chart for with Smoother and ABS

with the Tech 2.
Go to Diagnostic
Attempt to communicate with the transmission
control module (TCM) via the Transmission Data Go to Diagnostic
3 table. — System Check –
Transmission
Does the Tech 2 communicate with the TCM? Go to Step 4 Controls

Attempt to communicate with the electrical
hydraulic control unit (EHCU) (ABS module) via the Go to Diagnostic
4 ABS Data table. — System Check –
Anti-lock Brake
Does the Tech 2 communicate with the EHCU? Go to Step 5 System Controls

6 —
7 2. Disconnect the EHCU harness connector. 110 – 130 Ω
8 2. Disconnect the TCM harness connectors. 110 – 130 Ω
Measure the resistance across the CAN Low and
High circuits by back probing the resistor 2 (pins 1
and 2 of B-431 connector) (resistor 2 is located
9 behind the radio and above the heater unit. It is 110 – 130 Ω
blue connector).


glove box).

13 110 – 130 Ω


harness connector.

3. Disconnect the EHCU harness connectors.

2. Reconnect the DRM harness connector.

17 1.3 – 3.7 volts


among the resistor 1, resistor 2, ECM, EHCU
voltage.

2. Keep the ECM, TCM and DRM harness
connectors with disconnect.
3. Reconnect the EHCU harness connector.

2. Reconnect the TCM harness connector.



22 —
connection.

Step 15) between the TCM and joint
23 —
connection.

24 —
connection.

Low and High circuits among the resistor 1, TCM
25 and EHCU. —

Low and High circuits among the resistor 2, ECM,
26 DRM and EHCU. —

resistance.
27 —
resistance.
the each resistor.
4. Repair the circuit(s) or connection(s) as
necessary.



29 the TCM (pins 2 and 3 of B-427 connector). —

the EHCU (pins 14, 15, 26 and 27 of J-177
30 —
connector).


32 —
33 —
35 section. —

Replace the EHCU. Refer to Electric Hydraulic
Control Unit (EHCU Replacement in the Anti-lock
36 Brake section). —

Important:


EGR Control System Check
Description Condition for Running the EGR Control
The engine control module (ECM) controls the EGR • The engine coolant temperature is between 65°C
valve opening based on the barometric pressure, (149°F) and 95°C (198°F).
engine speed, engine coolant temperature and fuel • The barometric pressure (BARO) is more than 90
injection quantity. The ECM controls the EGR valve by kPa (13 psi).
controlling the EGR motor. The EGR valve position is
detected by the EGR valve position sensor, and EGR Control System Check
relayed to ECM.
Connector End Views

2 —
Are any DTCs set in which the “Action Taken When

the DTC Sets” under that particular code states, Refer to Applicable
“The ECM inhibits EGR valve control”? DTC Go to Step 3
2. Inspect for the following conditions:
• An EGR valve gasket that is missing or
damaged.
• EGR gas leakage any of the EGR
passages between the exhaust manifold
and intake manifold.
• Restricted or collapsed EGR passage
between the exhaust manifold and the
EGR valve.
• Any type of restriction in the exhaust
system.
• Restrict air cleaner element, restrict or
collapsed air tubing between the air
cleaner and the intake manifold.
• Skewed engine coolant temperature
3 —
(ECT) sensor. Refer to Temperature vs
Resistance table to test the ECT sensor
at various temperature levels to evaluate
the possibility of a skewed sensor.
• Skewed barometric pressure (BARO)
sensor. Determine the outside barometric
pressure from your location specified in
the altitude vs barometric pressure table.
Refer to Altitude vs Barometric Pressure.
• Any water intrusion in the induction
system.
• Air leaking around any of the air induction
tubing between the air cleaner and the
intake manifold.


2. Start the engine and warm up (allow engine
coolant temperature to reach at least 70°C
[158°F]).
4 ± 5%
3. Observe the EGR Position Variance
Does the EGR Position Variance parameter within

several times.
5 “Increase” and “Decrease” with the Tech 2 ± 5%
Does the EGR Position Variance parameter follow

within the specified value? System OK Go to Step 6
2. Remove the EGR valve assembly from the
engine. Refer to EGR Valve Replacement in
this section.
6 EGR valve sticking. —
• Restricted EGR valve by foreign
materials
• Excessive deposits at valve

7 connector of the EGR valve (pins 1, 2, 3, 4 —

harness connector.
connections and corrosion on the EGR valve
(pins 86, 87, 101, 103 and 111 of E-111
connector).

Reconnect all previously disconnected components
10 or harness connector(s). —
Is the action complete? Go to Step 2 —
Glow Control System Check
Description • The glow indicator lamp is illuminated between 0.5
The glow control system consists of the engine control seconds and 15 seconds according to the engine
module (ECM), the glow relay, the glow indicator lamp coolant temperature. It illuminates 0.5 seconds at
and glow plugs. The glow control system is operated 10°C (50°F) or more.
when the engine coolant temperature is low, which • The glow relay is energized between 1 second and
allows easier engine starting. The ECM commands the 30 seconds according to the engine coolant
glow relay ON for a certain length of time at ignition temperature. It energizes 1 second at 10°C (50°F)
switch is ON with engine OFF. In after glow phase, the or more.
glow plugs remain energized for a certain period with
engine run. Glow Control System Check
Glow Control Operation Connector End View Reference: Engine Controls
• The glow control system operates when the engine Connector End Views or Engine Control Module (ECM)
coolant temperature is less than 10°C (50°F). Connector End Views

2 —
Refer to Applicable
Is DTC P0117, P0118, P0380 or P0381 set? DTC Go to Step 3
2. Make sure the metal bus bar that connects
switched battery voltage supply terminal (E-3)
and all glow plugs is secured tightly.
4. Connect a test lamp between the metal bus
3 bar (glow plug power supply E-3 terminal) and —
a known good ground.
6. Command the Glow Relay ON with the Tech 2
while observing the test lamp.
Does the test lamp turn ON only when commanded

ON with the Tech 2? Go to Step 4 Go to Step 5
2. Remove the metal bus bar from the glow
plugs.
3. Measure resistance of each glow plug
between the glow plug terminals and a known
4 good ground. Make sure to record all 1Ω
measurements and take them quickly as to
not allow engine temperature changes
between measurements.
Are the resistances within the specified value each

other? System OK Go to Step 15

2. Replace the glow relay with the starter relay or
replace with a known good relay.
bar (glow plug power supply E-3 connector)
5 and a known good ground. —

Inspect the Glow (60A) slow blow fuse in the
6 chassis side fuse & relay box. —
Is the Glow (60A) slow blow fuse open? Go to Step 10 Go to Step 7
2. Remove the glow relay in the chassis side
fuse & relay box.
7 circuit of the glow relay terminal (pin 3 of X-20 —

2. Connect a test lamp between the power
8 supply circuit to the glow plugs (pin 2 of X-20 —

connections at the glow relay terminals (pins 2
9 and 3 of X-20 connector). —

1. Replace the Glow (60A) slow blow fuse. If the
slow blow fuse continues to open, repair the
short to ground on a circuit fed by the slow
blow fuse or check for a shorted attached
10 component. —
2. Repair the short to ground or replace the
component as necessary.

Repair the open circuit in the battery voltage supply
circuit between the Glow (60A) slow blow fuse and
11 the glow relay (pin 3 of X-20 connector). —

Repair the open circuit in the switched battery
voltage supply circuit between the glow relay (pin 2
12 of X-20 connector) and the glow plugs (E-3 —
terminal).


Important:
The glow plugs may be burnt out if the battery
voltage supply circuit is shorted to a voltage
source.
13 Repair the short to battery or ignition voltage on the —
switched battery voltage supply circuit between the
glow relay (pin 2 of X-20 connector) and the glow
plugs (E-3 terminal).

Replace the glow relay.
14 —
Replace the appropriate glow plug.
15 —
components, relay, fuse or harness
connector(s).
16 bar (glow plug power supply E-3 connector) —
and a known good ground.

Engine Warm Up Control System Check
Description • The vehicle is stationary.
The engine warm up system consists of the engine
control module (ECM), the intake throttle valve, the Test Description
intake throttle solenoid valve, the exhaust brake valve, The number below refers to the step number on the
the exhaust brake solenoid valve and the engine warm diagnostic table.
up switch. The engine warm up system is operated 7. Use the Tech 2 to observe the Accelerator Pedal
when the engine coolant temperature is low, which Position (APP) Angle. The APP Angle parameter
promotes engine warm up. The ECM commands the should change linearly from 0% to 100% according to
both intake throttle solenoid valve and the exhaust the accelerator pedal operation.
brake solenoid valve to close each valve by applying 8. Use the Tech 2 to observe the Vehicle Speed. The
vacuum pressure based on engine coolant temperature Vehicle Speed parameter should indicate correct
and warm up request switch input signal. vehicle speed.
Condition for Running the Engine Warm Up Control Engine Warm Up Control System Check
• The engine warm up switch is ON. Schematic Reference: Engine Controls Schematics
• The accelerator pedal is not depressed. Connector End View Reference: Engine Controls
• The engine coolant temperature is less than 65°C
Connector End Views
(149°F).

Does the exhaust brake operate correctly? Go to Exhaust
2 — Brake Control
Go to Step 3 System Check
3 —
Is DTC P0117, P0118, P1271, P1277, P1278,

P1282, P1283, P1631, P1632, P1635, P1681 or Refer to Applicable
P1682 set? DTC Go to Step 4
1. Park the vehicle.
2. Make sure the idle up control knob to the
lowest position. (Full counterclockwise
direction)
3. Cool down the engine as necessary (allow
4 engine coolant temperature to cool down at —
least 60°C [140°F]).
5. Turn ON the engine warm up switch.
Are the intake throttle valve and the exhaust brake

valve closed when switched ON? Go to Step 5 Go to Step 9
Does the engine warm up switch indicator lamp
5 —
illuminate? Go to Step 6 Go to Step 15
Turn OFF the engine warm up switch.
6 —
Does the engine warm up system cancel? Go to Step 7 Go to Step 19

1. Turn ON the engine warm up switch. Observe the
2. Press the accelerator pedal. Accelerator Pedal
Position (APP)
7 —
Does the engine warm up system cancel? Angle parameter
and refer to APP
Go to Step 8 sensor DTC
1. Lift the driving wheels or drive the vehicle. Observe the Vehicle
2. Turn ON the engine warm up switch. Speed parameter
8 —
and refer to DTC
Does the engine warm up system cancel? System OK P0500
3. Observe the Engine Warm Up Switch
9 —
Does the Engine Warm Up Switch parameter

indicate ON? Go to Step 10 Go to Step 11
Observe the Exhaust Brake Solenoid Command Problem is relating
parameter with the Tech 2. to either solenoid
valves, throttle
Does the Exhaust Brake Solenoid Command valves and vacuum
parameter indicate ON when engine warm up pressure lines.
switch is ON? Refer to applicable The ECM is not
10 —
diagnostic chart in allowing engine
the Exhaust System warm up control.
Section or refer to Refer to Condition
Exhaust Brake for Running the
Control System Engine Warm Up
Check Control
2. Remove the bezel surrounding the instrument
panel cluster (IPC) enough to disconnect the
engine warm up switch.
3. Disconnect the engine warm up switch.
11 4. Connect a test lamp between the voltage feed —
circuit of the engine warm up switch harness
ground.

2. Observe the Engine Warm Up Switch
parameter with the Tech 2 while momentarily
jumping 3-amp fused jumper wire across the
12 engine warm up switch harness connector —
between pins 3 and 6 of B-31 connector.
Does the Tech 2 indicate ON when the circuit is

jumpered and OFF when the circuit is not
jumpered? Go to Step 21 Go to Step 14
voltage feed circuit between the Fuel Heater (10A)
13 fuse and the engine warm up switch (pin 3 of B-31 —
connector).


1. Test the engine warm up switch signal circuit
(pin 51 of J-191 connector) and the engine
warm up switch (pin 6 of B-31 connector) for
14 —
an open circuit or high resistance.

2. Remove the bezel surrounding the IPC
enough to disconnect the engine warm up
switch.
3. Connect the engine warm up switch if
disconnected.
15 4. Probe a test lamp between the engine warm —
up switch indicator lamp harness (pin 4 of B-
31 connector) and a known good ground.

1. Probe a test lamp across the engine warm up
switch indicator lamp harness (pins 1 and 4 of
B-31 connector).

Repair the open circuit between the engine warm
up switch signal circuit and the indicator lamp
17 circuit (pins 4 and 6 of B-31 connector). —
Did you compete the repair? Go to Step 25 —

engine warm up switch indicator lamp ground
18 circuit between the engine warm up switch (pin 1 of —
B-31 connector) and ground terminal (B-1).

2. Remove the bezel surrounding the IPC
enough to disconnect the engine warm up
switch.
19 3. Disconnect the engine warm up switch if —
disconnected.
Does the engine warm up system cancel? Go to Step 23 Go to Step 20

1. Test the engine warm up switch signal circuit
and the engine warm up switch (pin 6 of B-31
20 —
voltage.


2. Disconnect the engine warm up switch
harness connector.
engine warm up switch (pins 1, 3, 4 and 6 of
B-31 connector).

connection on the engine warm up switch
22 signal circuit at the harness connector of the —
ECM (pin 51 of J-191 connector).

Replace the engine warm up switch.
23 —
Important:

Reconnect all previously disconnected fuse or
25 harness connector(s). —
Exhaust Brake Control System Check
Description Test Description
The exhaust brake control system consists of the The number below refers to the step number on the
engine control module (ECM), the intake throttle valve, diagnostic table.
the intake throttle solenoid valve, the exhaust brake 7. Use the Tech 2 to observe the Accelerator Pedal
valve, the exhaust brake solenoid valve and the Position (APP) Angle. The APP Angle parameter
exhaust brake switch. The ECM commands the both should change linearly from 0% to 100% according to
intake throttle solenoid valve and the exhaust brake the accelerator pedal operation.
solenoid valve to close each valve by applying vacuum 10. If the Exhaust Brake Solenoid Command parameter
pressure based on vehicle running conditions and indicates OFF, use the Tech 2 to observe the Vehicle
exhaust brake switch input signal. Speed, APP Angle, Clutch Switch and Neutral Switch
parameters which allows the exhaust brake control.
Condition for Running the Exhaust Brake Control Refer to Engine Controls Schematic for each input.
• The exhaust brake switch is ON.
Exhaust Brake Control System Check
• The accelerator pedal is not depressed.
• The clutch pedal is not depressed.
• The neutral switch is OFF (other than neutral). Connector End Views or Engine Control Module (ECM)
• The vehicle speed is higher than predetermined Connector End Views
range.
Chart 1 of 2

2 —
Are any DTCs set in which the “Action Taken When

the DTC Sets” under that particular code states, Refer to Applicable
“The ECM inhibits exhaust brake control”? DTC Go to Step 3
2. Turn ON the exhaust brake switch.
3 —
Does the exhaust brake indicator lamp in the Go to Chart 2 of 2
instrument panel cluster (IPC) illuminate? Go to Step 4 Step 1
Turn OFF the exhaust brake switch.
4 Does the exhaust brake indicator lamp in the IPC — Go to Chart 2 of 2
go out? Go to Step 5 Step 2
1. Turn ON the ignition, with the engine OFF. If both solenoid
2. Perform the Exhaust Brake Control test with valves or only
the Tech 2. exhaust brake
3. Command the Exhaust Brake ON with the solenoid valve is not
Tech 2. operated, refer to
5 — DTC P1681 or
Does the exhaust brake solenoid valve and intake P1682.
throttle solenoid valve click when commanded ON If only intake throttle
with the Tech 2 (note that intake throttle solenoid solenoid valve is not
valve and exhaust brake solenoid valve energized operated, Go to
at the same time)? Go to Step 6 Step 11

1. Lift the driving wheels or drive the vehicle.
2. Turn ON the exhaust brake.
6 may operate enough. —
Does the exhaust brake operate (note that if the

vehicle speed is reduced but engine valve noise is
heard, intake throttle valve may not be operated)? Go to Step 7 Go to Step 10
2. Let the vehicle run so that the exhaust brake Observe the
may operate enough. Accelerator Pedal
7 — Position (APP)
3. Press the accelerator pedal during the
exhaust brake is operating. Angle parameter
and refer to APP
Does the exhaust brake cancel? Go to Step 8 sensor DTC
Notice:
If the vehicle fitted with Smoother, skip to Step 9.
8 may operate enough. —
3. Press the clutch pedal during the exhaust
brake is operating.
Does the exhaust brake cancel? System OK Go to Step 18

may operate enough.
9 3. Operate the selector lever during the exhaust — Refer to Diagnostic
brake is operating. System Check –
Transmission
Does the exhaust brake cancel? System OK Controls
2. Trigger the Snapshot function in order to
capture and store engine parameters while
the vehicle is running.
3. Let the vehicle run so that the exhaust brake Problem is relating
may operate enough. to either solenoid
10 — valves, throttle The ECM is not
4. Review the Exhaust Brake Solenoid
Command parameter with the Tech 2 in order valves and vacuum allowing exhaust
to see the specific running conditions. pressure lines. brake control. Refer
Refer to applicable to Condition for
Does the Exhaust Brake Solenoid Command diagnostic chart in Running the
parameter indicate ON when the exhaust brake the Exhaust System Exhaust Brake
may operate enough? Section Control
2. Disconnect the intake throttle solenoid valve
harness connector.
11 circuit of the intake throttle solenoid valve —
harness (pin 1 of J-40 connector) and a known
good ground.


1. Connect a test lamp across the intake throttle
solenoid valve harness (pin 1 and 2 of J-40
connector).
12 the Tech 2. —
4. Command the Exhaust Brake ON with the
Tech 2.
Does the test lamp illuminate when commanded

ON with the Tech 2, then goes out? Go to Step 15 Go to Step 13
1. Test the control circuit of the intake throttle
solenoid valve between the engine control
module (ECM) (pin 102 of E-111 connector)
and the intake throttle solenoid valve (pin 2 of
J-40 connector) for the following conditions:
• An open circuit
13 —
• High resistance

14 and the intake throttle solenoid valve (pin 1 of J-40 —
connector).

2. Disconnect the intake throttle valve.
15 intake throttle solenoid valve (pins 1 and 2 of —
J-40 connector).

connection on the intake throttle solenoid
16 valve control circuit at the harness connector —
of the ECM (pin 102 of E-111 connector).

Replace the intake throttle solenoid valve.
17 —
2. Observe the Clutch Pedal Switch parameter
with the Tech 2 while fully depressing and Problem is
releasing the clutch pedal. intermittent. Refer to
18 —
Condition for
Does the Tech 2 indicate Applied when the clutch Running the
pedal is applied and Released when the clutch Exhaust Brake
pedal is released? Control Go to Step 19

1. Check to ensure the clutch pedal switch is
adjusted correctly. The plunger should be all
the way in when the pedal is released, yet
should not impede with the clutch pedal full
19 —
upward travel.
2. Adjust the clutch pedal switch as necessary.

2. Disconnect the clutch pedal switch harness
connector.
4. Observe the Clutch Pedal Switch parameter
with the Tech 2 while momentarily jumping
20 —
across the clutch pedal switch harness
connector between pins 1 and 2 of B-89
connector.
Does the Tech 2 indicate Applied when the circuit is

jumpered and Released when the circuit is not
1. Connect a test lamp between the ignition
voltage feed circuit of the clutch pedal switch
harness (pin 1 of B-89 connector) and a
21 known good ground. —

of the clutch pedal switch harness (pin 2 of B-
89 connector) and a known good ground.
22 —

ignition voltage feed circuit between the ENG (IG)
(10A) fuse and the clutch pedal switch (pin 1 of B-
23 89 connector). Check the ENG (IG) (10A) fuse is —
first.

1. Test the clutch pedal switch signal circuit
and the clutch pedal switch (pin 2 of B-89
24 —
voltage.

1. Test the clutch pedal switch signal circuit
and the clutch pedal switch (pin 2 of B-89
25 —
resistance.


26 clutch pedal switch (pins 1 and 2 of B-89 —
connector).

2. Disconnect for an intermittent and for a poor
connection on the clutch pedal switch signal

Replace the clutch pedal switch. Refer to Clutch
28 Pedal Switch Replacement. —
Important:

30 harness connector(s). —
Chart 2 of 2

1. Start the engine, if stopped.
3. Observe the Exhaust Brake Switch parameter
1 —
with the Tech 2.
Does the Exhaust Brake Switch parameter indicate

ON? Go to Step 14 Go to Step 5
1. Start the engine, if stopped.
2. Turn OFF the exhaust brake switch.
2 —
with the Tech 2.

OFF? Go to Step 16 Go to Step 3
2. Disconnect the exhaust brake switch B-69
harness connector (located on the steering
column support bracket).
with the Tech 2.

OFF? Go to Step 13 Go to Step 4

1. Test the exhaust brake switch signal circuit
(pin 45 of J-191 connector) and the exhaust
brake switch (pin 2 of B-69 connector) for a
4 —
short to battery or ignition voltage.

2. Inspect the Fuel Heater (10A) fuse in the
5 glove box fuse block. —
Is the Fuel Heater (10A) fuse open? Go to Step 6 Go to Step 7

Replace the Fuel Heater (10A) fuse. If the fuse
continues to open, repair the short to ground on
one of the circuits that fed by the Fuel Heater (10A)
6 fuse or replace the shorted attached component —
fed by the Fuel Heater (10A) fuse.

2. Disconnect the exhaust brake switch B-69
harness connector (located on the steering
column support bracket).
7 circuit of the exhaust brake switch harness —
(pin 5 of B-69 male side connector) and a
known good ground.

with the Tech 2 while momentarily jumping 3-
amp fused jumper wire across the exhaust
brake switch harness connector between pins
8 2 and 5 of the B-69 connector. —
Does the Tech 2 indicate ON when the circuit is

jumpered and OFF when the circuit is not
voltage feed circuit between the Fuel Heater (10A)
9 fuse and the exhaust brake switch (pin 5 of B-69 —
connector).

1. Test the exhaust brake switch signal circuit
and the exhaust brake switch (pin 2 of B-69
10 —
resistance.


11 exhaust brake switch (pins 2 and 5 of B-69 —
connector).

2. Disconnect for an intermittent and for a poor
connection on the exhaust brake switch signal

Repair or Replace the exhaust brake switch.
13 —
Meter (10A) fuse.

2. Disconnect the ECM J-191 harness
16 connector. —
Is the exhaust brake indicator lamp OFF? Go to Step 29 Go to Step 24

voltage to the exhaust brake indicator lamp.
3. Disconnect the ECM J-191 harness
connector.
17 4. Turn ON the ignition, with the engine OFF. 1 volt
5. Measure the voltage from the exhaust brake
indicator lamp control circuit in the ECM
harness connector (pin 7 of J-191 connector)
to a good ground.

ignition voltage to the exhaust brake indicator
lamp.
18 —
the exhaust brake indicator lamp control
circuit of the ECM harness connector (pin 7 of
J-191 connector) and a known good ground.
Is the exhaust brake indicator lamp illuminated? Go to Step 23 Go to Step 19


2. Remove the instrument panel cluster (IPC).
3. Remove the exhaust brake indicator lamp
19 bulb from the IPC. —
Is the exhaust brake indicator lamp bulb burned

out? Go to Step 27 Go to Step 20
1. Connect a test lamp between the exhaust
brake indicator lamp ignition voltage circuit of
the IPC harness connector (pin 18 of B-51
20 connector) and a known good ground. —

1. Test the exhaust brake indicator lamp control
circuit between the ECM (pin 7 of J-191
connector) and the IPC (pin 6 of B-51
21 —
resistance.

22 IPC (pins 6 and 18 of B-51 connector). —

connection on the exhaust brake indicator
23 lamp control circuit at the harness connector —
of the ECM (pin 7 of J-191 connector).

the exhaust brake indicator lamp between the ECM
24 (pin 7 of J-191 connector) and the IPC (pin 6 of B- —
51 connector).

control circuit of the exhaust brake indicator lamp
25 between the ECM (pin 7 of J-191 connector) and —
the IPC (pin 6 of B-51 connector).

Repair the open or high resistance on the voltage
feed circuit of the exhaust brake indicator lamp
26 between the Meter (10A) fuse and the IPC (pin 6 of —
B-51 connector).

Replace the exhaust brake indicator lamp bulb.
27 —

28 —
Important:

30 harness connector(s). — Go to Chart 1 of 2
Is the action complete? Step 2 —
Symptoms – Engine Controls

Symptoms – Engine Controls Reform or replace connector terminals in the problem
circuit in order to ensure proper contact tension.
Important Preliminary Inspections Before Starting
Remove the terminal from the connector body in order
Perform Diagnostic System Check – Engine Controls to inspect for poor terminal wire connection.
before using the symptom tables, and verify that all of Road test the vehicle with the DMM connected to the
the following are true: suspected circuit. An abnormal reading that occurs
• The engine control module (ECM) and malfunction when the malfunction occurs is a good indication that
indicator lamp (MIL) are operating correctly. there is a malfunction in the circuit being monitored.
• There are no diagnostic trouble codes (DTCs) Use the Tech 2 in order to help detect intermittent
stored, or a DTC exists but without the MIL. conditions. Useful features of the Tech 2 include the
following:
• The Tech 2 data is within the normal operating
range. Refer to Tech 2 Data List in this section. • Trigger the Snapshot feature in order to capture
and store engine parameters when the malfunction
• Verify the customer concern and locate the correct
occurs. Review this stored information in order to
symptom in the table of contents. Inspect the items
see the specific running conditions that caused the
indicated under that symptom.
malfunction.
Visual and Physical Inspection • Use the Plot Function on the Tech 2 in order to plot
selected data parameters. Review this stored
Several of the symptom procedures ask for careful information to aid in locating an intermittent
visual and physical inspection. This step is extremely problem. Refer to the Tech 2 Users Guide for more
important. The visual and physical inspection can lead information.
to correcting a problem without further inspections, and
can save valuable time. Ensure that: Important:
• The ECM grounds are clean, tight, and in their If the intermittent condition exists as a start and then
proper location. stall, test for DTCs relating to the vehicle theft deterrent
• The vacuum hoses are not split or kinked, and system. Test for improper installation of electrical
properly connected. Inspect throughly for any type options such as lights, cellular phones, etc.
of leak or restriction.
Any of the following may cause an intermittent MIL with
• The air intake ducts are not collapsed or damaged. no stored DTC:
• The engine harness wiring and terminals are • The ECM grounds are loose or dirty. Refer to
properly connected and are not pinched or cut. Engine Controls Schematics.
• The MIL circuit intermittently shorted to ground.
Intermittent
• Electrical system interference caused by a
Important:
malfunctioning relay, ECM driven solenoid, or
Inspect for improper installation of electrical
switch. The electrical component can cause a
components if an intermittent condition exists. Inspect
sharp electrical surge. Normally, the problem will
for aftermarket add-on electrical equipment devices,
occur when the malfunctioning component is
lights, and cellular phones. Verify that no aftermarket
operating.
equipment is connected to the keyword 2000 serial
data circuit. If you cannot locate an intermittent • There are any open diodes.
condition, a cellular phone communication signal may
Important:
cause the condition.
The following symptom tables contain groups of
Important: possible causes for each symptom. The order of these
The problem may or may not turn ON the MIL or store a procedures is not important. If the Tech 2 readings do
DTC. not indicate the problems, then proceed in a logical
order, easiest to check or most likely to cause first. In
Faulty electrical connections or wiring cause most order to determine if a specific vehicle is using a
intermittent problems. Perform a careful visual and particular system or component, refer to Engine
physical inspection of the suspect connectors for the Controls Schematics for an application.
Use the following tables when diagnosing a symptom
• Improperly mated connector halves
complaint:
• Terminals that are not seated
• Intermittent Conditions
• Terminals that are damaged or improperly formed
• Hard Start
• Rough, Unstable, or Incorrect Idle and Stalling
• High Idle • Fuel Knock / Combustion Noise
• Cuts Out, Misses • Poor Fuel Economy
• Surge / Chuggles • Excessive Smoke (Black Smoke)
• Lack of Power, Sluggishness, or Sponginess • Excessive Smoke (White Smoke)
• Hesitation, Sag, Stumble
Intermittent Conditions
Checks Action
DEFINITION: The problem is not currently present but is indicated in DTC History.
OR
There is a customer complaint, but the symptom cannot currently be duplicated, if the problem is not DTC related.
Preliminary Checks • Refer to Symptoms – Engine Controls before starting.
Harness / Connector Many intermittent open or shorted circuits are affected by harness / connector
movement that is caused by vibration, engine torque, bumps / rough pavement, etc.
Test for this type of condition by performing the applicable procedure from the following
list:
• Move related connectors and wiring while monitoring the appropriate Tech 2 data.
• Move related connectors and wiring with the component commanded ON, and
OFF, with the Tech 2. Observe the component operation.
• With the engine running, move related connectors and wiring while monitoring
engine operation.
If harness or connector movement affects the data displayed, component / system
operation, or engine operation, inspect and repair the harness / connections as
necessary.
Refer to Electrical Connections or Wiring.
Electrical Connections or Wiring Poor electrical connections, terminal tension or wiring problems cause most
intermittent. To perform the following inspections:
• Inspect for poor mating of the connector halves, or terminals improperly seated in
the connector body.
• Inspect for improperly formed or damaged terminals. Test for poor terminal tension.
• Inspect for poor terminal to wire connections including terminals crimped over
insulation. This requires removing the terminal from the connector body.
• Inspect for corrosion / water intrusion. Pierced or damaged insulation can allow
moisture to enter the wiring. The conductor can corrode inside the insulation, with
little visible evidence. Look for swollen and stiff sections of wire in the suspect
circuits.
• Inspect for wires that are broken inside the insulation.
• Inspect the harness for pinched, cut or rubbed through wiring.
• Ensure that the wiring does not come in contact with hot exhaust components.
Control Module Power and Grounds Poor power or ground connections can cause widely varying symptoms.
Component Power and Grounds • Test all control module power supply circuits. Many vehicles have multiple circuits
supplying power to the control module. Other components in the system may have
separate power supply circuits that may also need to be tested. Inspect
connections at the module / component connectors, fuses, and any intermediate
connections between the power source and the module / component. A test lamp
or a DMM may indicate that voltage is present, but neither tests the ability of the
circuit to carry sufficient current. Ensure that the circuit can carry the current
necessary to operate the component.
• Test all control module ground and system ground circuits. The control module may
have multiple ground circuits. Other components in the system may have separate
grounds that may also need to be tested. Inspect grounds for clean and tight
connections at the grounding point. Inspect the connections at the component and
in splice packs, where applicable. Ensure that the circuit can carry the current
necessary to operate the component.
Checks Action
Temperature Sensitivity • An intermittent condition may occur when a component / connection reaches
normal operating temperature. The condition may occur only when the component /
connection is cold, or only when the component / connection is hot.
• If the intermittent is related to heat, review the data for a relationship with the
following:
- High ambient temperatures
- Underhood / engine generated heat
- Circuit generated heat due to a poor connection, or high electrical load
- Higher than normal load conditions, towing, etc.
• If the intermittent is related to cold, review the data for the following:
- Low ambient temperatures-In extremely low temperatures, ice may form in a
connection or component. Test for water intrusion.
- The condition only occurs on a cold start.
- The condition goes away when the vehicle warms up.
• Information from the customer may help to determine if the trouble follows a pattern
that is temperature related.
Electromagnetic Interference (EMI) Some electrical components / circuits are sensitive to EMI or other types of electrical
and Electrical Noise noise. Inspect for the following conditions:
• A misrouted harness that is too close to high voltage / high current devices such as
injection components, motors, generator etc. These components may induce
electrical noise on a circuit that could interfere with normal circuit operation.
• Electrical system interference caused by a malfunctioning relay, or the engine
control module (ECM) driven solenoid or switch. These conditions can cause a
sharp electrical surge. Normally, the problem will occur when the malfunctioning
component is operating.
• Improper installation of non-factory or aftermarket add on accessories such as
lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell
phones, etc. These accessories may lead to an emission related failure while in
use, but do not fail when the accessories are not in use.
• Test for any open diodes. Some relays may contain a clamping diode.
• Test the generator for a bad rectifier bridge that may be allowing AC noise into the
electrical system.
Duplicating Failure Conditions • If none of the previous tests are successful, attempt to duplicate and/or capture the
failure conditions.
• An alternate method is to drive the vehicle with the DMM connected to a suspected
circuit. An abnormal reading on the DMM when the problem occurs, may help you
locate the problem.
Tech 2 Snapshot The Tech 2 can be set up to take a Snapshot of the parameters available via serial
data. The Snapshot function records live data over a period of time. The recorded data
can be played back and analyzed. The Tech 2 can also graph parameters singly or in
combinations of parameters for comparison. The Snapshot can be triggered manually
at the time the symptom is noticed, or set up in advance to trigger when a DTC sets.
An abnormal value captured in the recorded data may point to a system or component
that needs to be investigated further.
Refer to the Tech 2 user instructions for more information on the Snapshot function.
Hard Start
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start but
immediately dies.
Checks Action
Preliminary Checks • Diagnostic System Check – Engine Controls.
• Ensure the driver is using the correct starting procedure.
• Inspect the engine control module (ECM) grounds for being clean, tight, and in their
proper locations.
• Inspect that the harness connectors are correctly connected.
• Inspect the fuel type and quality.
• Inspect the programmed fuel injector ID code for each cylinder.
• Inspect the Tech 2 Data List in this section.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Coolant Temperature with the Intake Air
Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
• Use the Tech 2 to observe the Fuel Rail Pressure (FRP) Sensor parameter with the
engine OFF. The FRP Sensor on the Tech 2 should read 0.9 – 1.0 volt with the key
ON and engine OFF after the engine has stopped running for a minimum of 2
minutes. If not, check for high resistance in the 5 volts reference circuit, low
reference circuit, signal circuits or for a skewed sensor.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel teeth are not
damaged.
• Inspect the camshaft position (CMP) sensor is tight and the camshaft gear flange
surface is not damaged.
Fuel System Checks Inspect the fuel system for the following conditions. Refer to Fuel System Check Chart
and appropriate procedure in the Fuel System section.
• Inspect for air in the fuel system.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or high engine oil level.
• Measure the fuel return rate from the fuel injectors.
• Inspect the fuel lines between the fuel tank and fuel supply pump for being crushed
or kinked.
• Inspect for a plugged fuel tank vent hose.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition.
• Inspect the fuel lines between the fuel tank and fuel supply pump for tightness and
all fuel hoses for cuts, cracks and for the use of proper clamps.
• Inspect the fuel supply pump operation.
Notice:
The fuel supply pump must be timed to the engine and adjustment value must be
learned to the ECM.
• Perform the Injector Balancing test with the Tech 2. Repair the wire or replace the
appropriate fuel injector that does not change engine speed when commanded
OFF.
• Perform the Injector Forced Drive test with the Tech 2. Repair the wire or replace
the appropriate fuel injector that does not create a clicking noise (solenoid
operating noise), contents an interrupted noise or has abnormal nose when
commanded ON.
• Inspect the fuel rail pressure (FRP) regulator feedback current on the Tech 2.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect the intake throttle valve for a stuck closed position.
• Inspect for a restriction or leak in the intake manifold.
Checks Action
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect the exhaust brake valve for a stuck closed position.
• Inspect for a restriction in the exhaust pipes.
Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 1960 kPa
(284 psi) and variation of each cylinder is less than 294 kPa (43 psi).
• Improper mechanical timing (timing gear)
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
Electrical System Checks Inspect the engine electrical for the following conditions. Refer to the Engine Electrical
section.
• Inspect the glow plug control (preheating) system operation. Refer to Glow Control
System Check in this section.
• Inspect the fuel heater operation.
• Inspect for slow cranking speed.
• Inspect for weakened batteries.
Rough, Unstable, or Incorrect Idle And Stalling
Checks Action
DEFINITION: Engine runs unevenly at idle. If severe, the engine or vehicle may shake. Engine idle speed may vary in RPM.
Either condition may be severe enough to stall the engine.
• Remove the air cleaner and check for dirt, or for air ducts being plugged or
restricted. Replace as necessary.
• Inspect the Engine Control Module (ECM) grounds for being clean, tight, and in
their proper locations.
skewed sensor.
• Use the Tech 2 to observe the Differential Fuel Rail Pressure parameter at idle in
Neutral. Differential Fuel Rail Pressure parameter should always be within ± 5 MPa
(± 725 psi).
damaged.
Checks Action
• Inspect for external fuel leaks or high engine oil level.
• Measure the fuel return rate from the fuel injectors.
or kinked.
Notice:
learned to the ECM.
OFF.
commanded ON.
• Use the Tech 2 to observe the Cylinder Compensation for each cylinder at idle. If
there is a cylinder that is excessively high or low value, it may indicate faulty fuel
injector, weak or slightly seized cylinder or an incorrectly programmed fuel injector
ID code.
• Inspect the fuel rail pressure (FRP) regulator feedback current on the Tech 2.
section.
Mechanical section.
• Improper mechanical timing (timing gear)
• Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons,
etc.
Checks Action
Additional Checks • Electromagnetic interference (EMI) on the reference circuit can cause an engine
miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed.
A sudden increase in speed with little change in actual engine speed change
indicates that EMI is present. If a problem exists, check routing of high voltage
components, such as fuel injector solenoid valve wiring, near the sensor circuits.
• Inspect for faulty engine mounts.
• Inspect faulty crank pulley.
• Inspect faulty generator & A/C compressor.
• Inspect the generator output voltage.
• Inspect the EGR system operating correctly. Refer to EGR Control System Check
in this section.
• Inspect the A/C operation.
High Idle
Checks Action
DEFINITION: Engine idle speed is higher than normal in regardless of engine coolant temperature.
• Inspect the idle up control knob turned fully counterclockwise.
• Use the Tech 2 to compare the engine speed and tachometer on the instrument
panel cluster (IPC).
• Inspect the engine oil level.
skewed sensor.
• Use the Tech 2 to observe the Differential Fuel Rail Pressure parameter at idle in
Neutral. Differential Fuel Rail Pressure parameter should always be within ± 5 MPa
(± 725 psi).
• Use the Tech 2 to observe the Idle Up Sensor parameter. Idle Up Sensor parameter
should be less than 0.7 volts at full turned counterclockwise. If not, check for high
resistance in low reference circuit or skewed sensor.
• Use the Tech 2 to observe the Accelerator Pedal Position (APP) Angle. APP Angle
parameter should change linearly from 0% to 100% according to the accelerator
pedal operation.
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect the fuel injectors. Remove the injectors and visually inspect. (Injector tip(s)
may be damaged)
• Measure the fuel return from the fuel injectors. See Fuel System Check Chart in the
Fuel System section.
Cut Out, Misses
Checks Action
DEFINITION: A constant jerking that follows the engine speed, usually more pronounced as the engine load increase. The
exhaust has a steady spitting sound at idle, low speed, or hard acceleration for the fuel starvation that can cause the engine to
cut-out.
Preliminary Check • Diagnostic System Check – Engine Controls.
proper locations.
pedal operation.
• Use the Tech 2 to observe the Differential Fuel Rail Pressure parameter at idle and
W.O.T. (accelerator pedal full travel) in Neutral. Differential Fuel Rail Pressure
parameter should always be within ± 5 MPa (± 725 psi).
damaged.
or kinked.
OFF.
commanded ON.
ID code.
Checks Action
section.
Mechanical section.
• Improper valve timing
Additional Checks • Inspect the generator output voltage.
• Electromagnetic interference (EMI) on the reference circuit can cause an engine
miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed.
A sudden increase in speed with little change in actual engine speed change
indicates that EMI is present. If a problem exists, check routing of high voltage
components, such as fuel injector solenoid wiring, near the sensor circuits.
Surges / Chuggles
Checks Action
DEFINITION: The engine has a power variation under a steady throttle or cruise. The vehicle seems to speed up and slow
down with no change in the accelerator pedal.
• Ensure the driver understands the A/C compressor operation.
• Use the Tech 2 in order to make sure the Vehicle Speed parameter reading
matches the vehicle speedometer.
proper locations.
Checks Action
pedal operation. Also inspect the APP Angle when the accelerator pedal is steady.
If the indicating angle fluctuates, check for an intermittent open, high resistance in
the circuits or for a skewed sensor.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
circumference is not damaged.
damaged.
• Install a fuel pressure / vacuum gauge (5-8840-2844-0 / J-44638) between the fuel
filter and fuel tank to check the fuel pressure. If the fuel pressure at any engine
speed is a larger vacuum than 5 inHg, a restriction exists in the fuel supply lines
between the fuel tank and the fuel supply pump.
Notice:
learned to the ECM.
OFF.
commanded ON.
section.
in this section.
Lack of Power, Sluggishness, Sponginess
Checks Action
DEFINITION: The engine delivers less than expected power. There is little or no increase in speed when partially applying the
accelerator pedal.
• Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem.
• Have the tire sizes changed
• Are excessively heavy loads being carried?
• Inspect for clutch slip.
• Inspect brake drag.
• Inspect for a proper transmission shift pattern and down shift operation.
• Inspect the fuel quality (cetane index).
• Inspect the engine oil level and quality.
• Use the Tech 2 in order to make sure the Vehicle Speed parameter reading
matches the vehicle speedometer.
proper locations.
skewed sensor.
• Use the Tech 2 to observe the Boost Pressure and Barometric Pressure (BARO)
with ignition ON and engine OFF. Boost Pressure and BARO parameters should be
within the 1.0 psi (7.0 kPa) each other.
pedal operation.
Checks Action
Notice:
learned to the ECM.
OFF.
commanded ON.
• Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor
wheel. Refer to turbocharger inspection in the Engine Mechanical section.
• Inspect for turbocharger wastegate valve operation. Refer to wastegate valve
inspection in the Engine Mechanical section.
section.
Mechanical section.
in this section.
• Inspect the engine overheat condition. Refer to the Engine Cooling section.
Hesitation, Sag, Stumble
Checks Action
DEFINITION: The vehicle has a momentary lack of response when pushing down on the accelerator. The condition can occur
at any vehicle speed. The condition is usually most severe when trying to make the vehicle move from a stop. If severe enough,
the condition may cause the engine to stall.
Checks Action
• Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem.
proper locations.
skewed sensor.
pedal operation.
damaged.
Notice:
learned to the ECM.
OFF.
commanded ON.
Checks Action
• Inspect for turbocharger wastegate valve operation. Refer to wastegate valve
inspection in the Engine Mechanical section.
section.
Mechanical section.
in this section.
• Inspect the engine overheat condition. Refer to the Engine Cooling section.
Fuel Knock / Combustion Noise
Checks Action
DEFINITION: A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change
with the throttle opening.
• Ensure the vehicle has an actual problem.
• Inspect for smoke associated with the combustion noise.
Checks Action
skewed sensor.
damaged.
Notice:
learned to the ECM.
• Inspect the fuel injectors. Remove the injectors and visually inspect.
OFF.
commanded ON.
• Perform the Pre Injection Stop test with the Tech 2. Replace the injectors if engine
noise does not change when commanded Stop.
ID code.
Mechanical section.
etc.
• Inspect for any excessive oil entering combustion chamber.
Additional Checks • Inspect the EGR system operating correctly. Refer to EGR Control System Check
in this section.
• Inspect other possible causes that can make similar noise such as loose
component parts, bracket, mount and weak clutch damper spring.
Poor Fuel Economy
Checks Action
DEFINITION: Fuel economy, as measured by actual road tests and several tanks of fuel, is noticeably lower than expected.
Also, the economy is noticeably lower than it was on this vehicle at one time, as previously shown by actual road tests.
Preliminary Checks • Remove the air cleaner and check for dirt, or for air ducts being plugged or
• Inspect the driving habits of the owner.
• Is the A/C ON full time, defroster mode ON?
• Are the tires at the correct pressure?
• Are the tire sizes changed
• Are excessively heavy loads being carried?
• Is the acceleration too much, too often?
• Inspect for clutch slip.
• Inspect brake drag.
• Inspect dive belt tension.
• Suggest to the owner to fill the fuel tank and recheck the fuel economy.
• Suggest to the driver to read the Important Facts on Fuel Economy in the Owner
Manual.
• Inspect the odometer is correctly operated.
skewed sensor.
• Check fuel leak.
Cooling System Checks Inspect the cooling system for the following conditions. Refer to the Cooling System
Section.
• Inspect the engine coolant level.
• Inspect the engine thermostat for always being open or for the wrong heat range.
• Inspect the engine cooling fan for always being ON.
section.
Mechanical section.
Excessive Smoke (Black Smoke)
Checks Action
DEFINITION: Black smoke under load, idle or start up hot or cold.
Preliminary Check • Ensure the vehicle has an actual problem.
proper locations.
skewed sensor.
pedal operation.
Notice:
learned to the ECM.
OFF.
commanded ON.
ID code.
Checks Action
• Inspect the air intake system for the following conditions.
section.
Engine Mechanical Check Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
etc.
• Inspect for any excessive oil entering combustion chamber.
Additional Checks • Inspect the EGR system operating correctly. Refer to EGR Control System Check
in this section.
• Inspect the excessive blow-by gasses.
Excessive Smoke (White Smoke)
Checks Action
DEFINITION: White smoke under load, idle or start up hot or cold.
Preliminary Check • Ensure the vehicle has an actual problem.
proper locations.
Checks Action
skewed sensor.
pedal operation.
damaged.
Fuel System Checks • Check for a stuck open fuel injector. Remove each glow plug from the cylinder head
and inspect the tip of the glow plugs for wet fuel. Use the cylinder compression
gauge. Proper compression is more than 1960 kPa (284 psi) and variation of each
cylinder is less than 294 kPa (43 psi). If poor compression is observed, inspect the
engine mechanical.
OFF.
commanded ON.
ID code.
• Inspect the air intake system for the following conditions.
Checks Action
Mechanical section.
etc.
• Inspect for any excessive fuel entering combustion chamber.
• Inspect for coolant entering the combustion chamber.
Electrical System Checks Inspect the engine electrical for the following conditions.
• Inspect the glow plug control (preheating) system operation. Refer to Glow Control
System Check in this section.
Repair Instructions
Engine Control Module (ECM)
Replacement / Fuel Injector ID Code Data 6
Programming
If the ECM is replaced the Fuel Injector ID Code Data
(24, 0-9 or A-F characters for each fuel injector) MUST
be reprogrammed into the new ECM.
Uploading the Fuel Injector ID Code Data from the

ECM 5
Important:
Only perform this procedure if the ECM is being 1
replaced. The current fuel injector ID code data can be 2
determined with the Tech 2. If the ECM does not
communicate with the Tech 2, go to the next procedure. 3
4
2. Turn ON the ignition, with the engine OFF. N6A6477E
3. Select Diagnostics > appropriate vehicle Legend
identification > 4HK1 (Common Rail) > 1. Cylinder Number 1 Fuel Injector ID Code
Programming > Injector ID Code > Upload ID 2. Cylinder Number 2 Fuel Injector ID Code
Code. 3. Cylinder Number 3 Fuel Injector ID Code
4. After complete the upload, turn OFF the Tech 2. 4. Cylinder Number 4 Fuel Injector ID Code
5. Turn OFF the ignition. 5. Injector ID Code Label
6. Cylinder Head Cover
Retrieving the Fuel Injector ID Code Data with a
Non-communicating ECM
Recording from the each fuel injector ID plate
Important:
Only perform following procedure if the ECM is being 1. Remove the cylinder head cover. Refer to Fuel
replaced and the Tech 2 does not communicate. The Injector replacement in this section.
current fuel injector ID code data can not be 2. Record 24 figures of each fuel injector ID plate.
determined with the Tech 2, the fuel injector numbers The correct order for the fuel injector ID code for
must be recorded from the factory affixed label on the the following illustration is as follows:
cylinder head cover or each fuel injector ID plate. 56 00 D1 CA 00 00 EC 00 23 14 21 B7
Recording from the label on cylinder head cover;

Important:
Only perform this procedure if the fuel injectors are not
being replaced in the past.
1. Record all numbers of each cylinder on the label.

Installation Procedure
1
Important:
2
Do not use a fallen ECM or the ECM that received a
strong impact.
5600 D1CA 1. Install the ECM on the ECM bracket.
0000 EC00
Tighten:
2314 2100 Bolts to 8.6 — 13.5 N⋅m (0.88 — 1.38 kg⋅m / 6.4 —
0000 B7 10.0 lb⋅ft)
2. Install the ECM bracket with the ECM.
3 3. Tighten the ECM bracket fixing nuts.
4. Connect the ECM connectors.
5. Connect the negative battery cable.
Fuel Injector ID Code Data Programming Procedure

Important:
N6A6524E
Only perform this procedure if the fuel injector ID code
Legend data can be uploaded with the Tech 2. If the ECM can
1. Fuel Injector ID Plate not be uploaded with the Tech 2, go to the next
2. Fuel Injector ID Code procedure.
3. Fuel Injector
Removal Procedure 2. Turn ON the ignition, with the engine OFF.
3. Select Diagnostics > appropriate vehicle
Important:
identification > 4HK1 (Common Rail) >
Take care not to give a strong impact to the ECM.
Programming > Injector ID Code > Download ID
1. Turn OFF the ignition. Code.
2. Disconnect the negative battery cable. 4. After complete the download, turn OFF the ignition
for 30 second.
3. Disconnect the ECM connectors.
4. Remove the ECM bracket fixing nuts.
5. Remove the ECM bracket with the ECM.
6. Remove the ECM fixing bolts. Programming > Injector ID Code > Injector ID
7. Remove the ECM. Code. At this point, all downloaded fuel injector ID
code data can be verified. Compare the ID code
values downloaded into the ECM and each fuel
injector.
7. Start the engine and let idle.
Important:
In order to make the fuel supply pump characteristic
learn into the replaced ECM, let the engine idle until
warm-up. If the fuel system DTC’s stored in the
meantime, once clear DTC and warm-up the engine
again.
8. Inspect for a proper engine running condition and

for no DTC’s. Refer to the Diagnostic System
Check-Engine Controls if needed.
Important:
If the current injector ID code data can not be uploaded
N6A6561E with the Tech 2, the recorded all numbers must be
Legend entered into the Tech 2.
1. ECM Bracket
2. ECM 1. Install the Tech 2.
Programming > Injector ID Code > ID Code 2 1
Registration.
4. Select the cylinder 1 to 4 and press Change. If the
ID code data are recorded from the label on 5600 D1CA
cylinder head cover, go to a.. 0000 EC00
If the ID code data are recorded from the each fuel 2314 2100
injector ID plate, go to b.. 0000 B7
a. Input 22 figures. The correct order for the
cylinder number 1 fuel injector ID code for the
following illustration is as follows: 3
56 00 D1 CA 00 00 EC 00 23 14 21
Important:
The number of places required for input is 22 figures
except last 2 figures.
N6A6525E
Legend
6
1. Fuel Injector ID Plate
2. Fuel Injector ID Code
3. Fuel Injector
5. After complete the registration, turn OFF the

ignition for 30 second.
5 7. Select Diagnostics > appropriate vehicle
1 Programming > Injector ID Code > Injector ID
2 Code. At this point, all registered fuel injector ID
code data can be verified. Compare the ID code
3 values registered into the ECM and each fuel
4 injector including the last 2 figures. If the registered
ID code is incorrect, go back to Step 4 ID Code
Registration.
N6A6477E
8. Start the engine and let idle.
Legend
1. Cylinder Number 1 Fuel Injector ID Code Important:
2. Cylinder Number 2 Fuel Injector ID Code In order to make the fuel supply pump characteristic
3. Cylinder Number 3 Fuel Injector ID Code learn into the replaced ECM, let the engine idle until
4. Cylinder Number 4 Fuel Injector ID Code warm-up. If the fuel system DTC’s stored in the
5. Injector ID Code Label meantime, once clear DTC and warm-up the engine
6. Cylinder Head Cover again.
b. Input 22 figures. Then, input in order from the 9. Inspect for a proper engine running condition and
left edge of upper sequence to the right edge of for no DTC’s. Refer to the Diagnostic System
lower sequence. The correct order for the fuel Check-Engine Controls if needed.
injector ID code for the following illustration is
as follows:
56 00 D1 CA 00 00 EC 00 23 14 21 Accelerator Pedal Position (APP) Sensor
Replacement
Important:
The number of places required for input is 22 figures Removal Procedure
except last 2 figures. 1. Turn off the ignition.
2. Disconnect the negative battery cable.
3. Remove the control link bracket assembly (1)
fixing nuts.
• LHD Model 5. Disconnect the accelerator pedal position (APP)
sensor (3) connector.
6. Remove the APP sensor (3) fixing nuts.
• LHD Model
N6A6564E
• RHD Model
N6A6564E
N6A6562E
4. Remove the pedal assembly (2) fixing bolts.

• RHD Model
N6A6565E
4. Remove the BARO sensor.
1. Install the BARO sensor on the installation bracket.
N6A6562E
1. Install the APP sensor (3) on the control link

bracket assembly (1).
2. Connect the APP sensor (3) connector.
3. Install the pedal assembly (2).
4. Install the control link bracket assembly (1).
5. Connect the nagative battery cable.

Replacement
Removal Procedure N6A6565E
1. Turn off the ignition. 2. Connect the BARO sensor connector.

2. Disconnect the negative battery cable. 3. Connect the nagative battery cable.
3. Disconnect the barometric pressure (BARO)
sensor connector that is located under the
Boost Pressure Sensor Replacement
instrument panel cluster (IPC).
Removal Procedure
1. Turn off the ignition.
2. Loosen the boost pressure sensor bolt (2).
3. Disconnect the boost pressure sensor connector.
4. Remove the boost pressure sensor (1).
1
N6A6570E N6A6180E
3. Remove the CMP sensor.

1. Install the boost pressure sensor (1). Installation Procedure
2. Tighten the boost pressure sensor bolt (2). 1. Install the CMP sensor.
Tighten: • Apply engine oil over the O-ring nice and thin
Bolt to 8 N⋅m (0.8 kg⋅m / 69 lb⋅in) and install it.
2. Tighten the CMP sensor retaining bolt.
2 Tighten:
Bolt to 8 N⋅m (0.8 kg⋅m / 69 lb⋅in)
1
N6A6570E
3. Connect the boost pressure sensor connector.
N6A6180E
Replacement
Removal Procedure Crankshaft Position (CKP) Sensor
Replacement
2. Loosen the camshaft position (CMP) sensor Removal Procedure
retaining bolt. 1. Disconnect the negative battery cable.
2. Loosen the crankshaft position (CKP) sensor
retaining bolt.
N6A6056E N6A6025E
3. Remove the CKP sensor. Legend

1. EGR Adapter
Installation Procedure 2. Water Return Pipe
1. Install the CKP sensor. 3. EGR Cooler
4. EGR Pipe
2. Tighten the CKP sensor retaining bolt. 5. Water Feed Pipe
Tighten:
Bolt to 8 N⋅m (0.8 kg⋅m / 69 lb⋅in) 4. Remove the cooling water pipes.
5. Remove the EGR adapter.
6. Remove the EGR cooler.
7. Remove the EGR valve.
Caution:
After removing the EGR valve and EGR adapter, seal
the opening so that foreign matter does not enter.
N6A6056E
EGR Valve Replacement

Removal Procedure
1. Drain engine coolant. Refer to Engine Cooling
System section.
2. Remove the EGR valve connector. N6A6491E
3. Remove the EGR pipe.

Inspection Procedure
• Gas leak check
- Check for gas leak in various parts of the EGR
gas line.
If the results of the check show abnormalities,
repair or replace the defective parts.
• EGR valve check
1. Mount the EGR valve.
• Insert the gasket and temporarily fit the EGR
valve.
Notice:
Temporarily tighten the bolts.
2. Install the EGR cooler.

• Temporarily fit the EGR cooler to the bracket.
Notice:
3. Install the EGR adapter.

• Temporarily fit the EGR adapter between the
EGR cooler and exhaust manifold.
Notice:
4. Install the EGR pipe.

• Insert the gasket between the two ends of the
EGR pipe and temporarily fit it. N6A6522E
Legend
Notice:
1 ~ 9 Show The Order of Tighten Bolts and Nuts.
During temporary assembly, tighten the nuts Tighten:

and bolts to the specified torque in the order 1 : 31 N⋅m (3.2 kg⋅m / 23 lb⋅ft)
shown in the illustration. 2, 4 : 28 N⋅m (2.9 kg⋅m / 21 lb⋅ft)
3, 5, 6, 7, 8, 9 : 24 N⋅m (2.4 kg⋅m / 17 lb⋅ft)

Replacement
Removal Procedure
2. Disconnect the engine coolant temperature (ECT)
sensor connector.
3. Remove the ECT sensor (1).
3. Tape the EGR case holes shut to prevent the entry
of foreign material.
N6A6523E
Installation Procedure N6A6368E
1. Install the ECT sensor (1). Legend

1. EGR Adapter
2. EGR Valve
4. Remove the sound insulation cover.

5. Remove the head cover.
N6A6523E
2. Connect the ECT sensor connector.

3. Replenish any lost engine coolant. 2
Fuel Injector Replacement / Fuel Injector ID N6A6027E
Code Data Programming Legend

1. Sound Insulation Cover (For Europe)
Important: 2. Head Cover
The Fuel Injector ID Code Data Programming MUST be
done when the fuel injector is being replaced. The Fuel 6. Loosen the fuel injector terminal nuts.
Injector ID Code information MUST be recorded before
7. Loosen the fuel injector harness bracket bolts.
assembling the cylinder head cover.
Remove the inside connector and the harness
bracket.
Removal Procedure
8. Remove the fuel injector leak-off pipe.
1. Remove the engine harness, the throttle position
sensor, the EGR valve, the pressure sensor, and 9. Remove the lower cover.
all of the fuel injector connectors.
2. Remove the EGR valve and the EGR adapter.
11. Loosen the fuel injector clamp fixing bolts and
remove the fuel injectors.
If the fuel injectors are difficult to remove, use the fuel
injector remover. Install the fuel injector remover to the
leak-off pipe attachment part on the fuel injector. Use a
sliding hammer to force the fuel injector clamp off the
fuel injector.
Caution:
Do not remove the fuel injector sleeve.
Special tools
Fuel injector remover: 5-8840-2826-0 (EN-46720)
Sliding hammer: 5-8840-0019-0 (J-23907)
N6A6124E
Legend
1. Harness Bracket
2. Harness Connector
3. Fuel Injector Terminal
4. Fuel Leak-Off Pipe
10. Remove the fuel injection pipe clips and the

injection pipes.
N6A6129E
Legend
1. Sliding Hammer
2. Remover
3. Fuel Injector Assembly
12. Mark each fuel injector with the number of the

cylinder from which it was removed. Store the fuel
injectors in a safe place. Position the fuel injector
so that the nozzle is protected.
Caution:
• Do not tamper with the electromagnetic portion of
N6A6128E the fuel injector. Reduced electromagnetic function
Legend will result in injector failure.
1. Fuel Injection Pipe
2. Pipe Clip
Recording from the each fuel injector ID plate
Record 24 figures of each fuel injector ID plate. The
correct order for the fuel injector ID code for the
following illustration is as follows:
56 00 D1 CA 00 00 EC 00 23 14 21 B7
2 1
5600 D1CA
0000 EC00
2314 2100
0000 B7
3
N6A6370E
Legend
1. Gasket
2. Fuel Injector
3. Bolt
N6A6524E 4. Fuel Injector Clamp
Legend
1. Fuel Injector ID Plate 2. Apply molybdenum to the threads and seating
2. Fuel Injector ID Code surfaces of the clamp bolts.
3. Fuel Injector 3. Install the fuel injector clamps to the cylinder head.
4. Temporarily tighten the clamp bolts.
Installation Procedure 5. Apply a thin coat of engine oil to the outer surface
of the fuel injector side sleeve nuts.
Important:
6. Install the fuel injection pipes to the position shown
Install each of the fuel injectors on its original position.
in the illustration.
(the cylinder from which it was removed)
7. Use a spanner to carefully the sleeve nuts until the
1. Install a new gasket and O-ring to each of the fuel fuel injection pipes contact the fuel injector and
injector clamps. Refer to the illustration. common rail.
8. Tighten the fuel injection pipe clips to the specified
torque.
Tighten:
Clips to 6 N⋅m (0.6 kg⋅m / 52 lb⋅in)
N6A6179E
Legend
1. Clamp Bolt
2. Sleeve Nut
11. Install the nozzle leak off pipes together with the
new gaskets. Tighten the pipes to the specified
torque.
Tighten:
N6A6128E Pipes to 12 N⋅m (1.2 kg⋅m / 104 lb⋅in)
Legend
2. Pipe Clip
9. Final tighten the injection clamp bolts to the

specified torque.
Tighten:
Bolts to 30 N⋅m (3.1 kg⋅m / 22 lb⋅ft)
10. Tighten the injection pipes to the specified torque.
Tighten:
Injection pipes to 44 N⋅m (4.5 kg⋅m / 33 lb⋅ft)
N6A6181E
12. Install the fuel injector harness connectors. Work

from the inside out.
13. Install the harness bracket and tighten the bolts to
the specified torque.
Tighten:
N6A6182E N6A6029E
14. Install the fuel injector terminal nuts to the injector. 17. Install the sound insulation cover (For Europe)
Tighten: Tighten:
Nut to 2 N⋅m (0.2 kg⋅m / 17 lb⋅in) Bolts to 8 N⋅m (0.8 kg⋅m / 6 lb⋅ft)
Caution:
• Do not overtighten the nuts. Damage to the terminal
1
studs will result.
• The terminal nut with two wires is engine front side.
2
1
N6A6027E
Legend
1. Sound Insulation Cover (For Europe)
2 2. Head Cover
18. Install the gasket to the EGR valve and tighten the
N6A6627E bolts to the specified torque.
Legend
1. Fuel Injector Tighten:
2. Harness Bolts to 24 N⋅m (2.4 kg⋅m / 17 lb⋅ft)
3. Terminal Nut 19. Install the gasket to the EGR adapter and tighten
the bolts to the specified torque.
15. Install the gasket to the cylinder head cover.
Tighten:
16. Install the cylinder head cover and tighten up Bolts to 24 N⋅m (2.4 kg⋅m / 17 lb⋅ft)
according to the order.
Tighten:
2 1
5600 D1CA
0000 EC00
2314 2100
0000 B7
N6A6371E N6A6525E
Legend Legend
1. EGR Adapter 1. Fuel Injector ID Plate
2. EGR Valve Gasket 2. Fuel Injector ID Code
3. EGR Valve 3. Fuel Injector
4. EGR Valve Gasket
5. After complete the registration, turn OFF the
20. Attach the engine harness connectors. Each ignition for 30 second.
composite connector should make a loud click 6. Turn ON the ignition.
when it is securely attached.
Fuel Injector ID Code Data Programming Procedure
Programming > Injector ID Code > Injector ID
1. Install the Tech 2. Code. At this point, all registered fuel injector ID
2. Turn ON the ignition, with the engine OFF. code data can be verified. Compare the ID code
3. Select Diagnostics > appropriate vehicle values registered into the ECM and each fuel
identification > 4HK1 (Common Rail) > injector including the last 2 figures. If the registered
Programming > Injector ID Code > ID Code ID code is incorrect, go back to Step 4 ID Code
Registration. Registration.
4. Select replaced cylinder and press Change. Input 8. Start the engine and let idle.
22 figures. Then, input in order from the left edge 9. Inspect for a proper engine running condition and
of upper sequence to the right sequence. The for no DTC’s. Refer to the Diagnostic System
correct order for the fuel injector ID code for the Check-Engine Controls if needed.
following illustration is as follows:
56 00 D1 CA 00 00 EC 00 23 14 21 Notice:
After replacement of the fuel injector, perform the
Important: following procedure.
The number of places required for input is 22 figures All fuel injectors are replaced:
except last 2 figures. Remove the fuel injector ID code label on the cylinder
head cover.
Any fuel injector(s) is replaced:
Blackout the replaced cylinder fuel injector ID code on
the cylinder head cover with a marking pen or
equivalent.
Fuel Rail Pressure (FRP) Sensor 2. Install the FRP sensor.
Replacement Tighten:
Removal Procedure FRP sensor to 98 N⋅m (10 kg⋅m / 72 lb⋅ft)
WARNING:
TO PREVENT LEAKED FUEL FROM CATCHING
FIRE, DO NOT WORK WHILE THE ENGINE IS HOT.
Preparation:
• Pour detergent into a steam cleaner, and throughly
wash around the sensor and the fuel rail.
• Remove water completely using air blow.
Notice:
Make sure that foreign matter will be prevented from
getting in.
1. Remove the air intake pipe.

2. Disconnect the fuel rail pressure (FRP) sensor
1
connector.
3. Remove the FRP sensor.
N6A6580E
Legend
1. Fuel Rail Pressure (FRP) Sensor
3. Connect the FRP sensor connector.

4. Install the air intake pipe.
Notice:
• Carefully check for fuel leak after starting the
engine.
• After the sensor is replaced, clear the trouble code
and make sure the sensor operates normally using
a scan tool.
1
Fuel Pressure Limiter Replacement
Removal Procedure
N6A6580E
WARNING:
Legend
Preparation:
Important:
• FRP sensor cannot be reused after assembly. (The
seal is deformed after tightening. This may result in
defective seal if reused.) Notice:
• Keep the protective cap attached until assembly. Make sure that foreign matter will be prevented from
• Take care not to allow water or foreign matter to getting in.
get inside the connector.
• Do not let foreign matter attach to the threaded
portion. Also, make sure the installation part is free 2. Remove the fuel leak off hose from the leak off
of foreign matter before installation. pipe.
• Cover the removed fuel hose, keep it facing
1. Apply grease to the threads of the FRP sensor. upward and secure it using wire, etc.
3. Remove the fuel pipe.
Important: Installation Procedure
Loosen the fuel pipe gradually not to scatter high Important:
pressure fuel.
• Do not reuse the removed fuel pressure limiter and
4. Remove the clips and the fuel leak off pipe. gaskets.
• Do not let foreign matter attach to the threaded
portion. Also, make sure the installation part is free
of foreign matter before installation.
1. Install the fuel pressure limiter.

Tighten:
Fuel pressure limiter to 172 N⋅m (17.5 kg⋅m / 127
lb⋅ft)
N6A6581E
Legend
1. Fuel Pipe
2. Fuel Leak Off Pipe
5. Remove the fuel pressure limiter. 2
Important: 1
Do not damage the seat surface when removing the
gasket. N6A6582E
Legend
1. Fuel Pressure Limiter
2. Gasket
2. Tighten the fuel leak off pipe (1) using the

mounting eyebolt and the clips using the specified
torque.
Tighten:
(2): 18 N⋅m (1.8 kg⋅m / 13 lb⋅ft)
(3): 12 N⋅m (1.2 kg⋅m / 9 lb⋅ft)
(4): 8 N⋅m (0.8 kg⋅m / 69 lb⋅in)
3. Tighten the fuel pipe (5) using the mounting sleeve
nut and the clip using the specified torque.
2 Tighten:
(6): 44 N⋅m (4.5 kg⋅m / 33 lb⋅ft)
1 (7): 6 N⋅m (0.6 kg⋅m / 52 lb⋅in)
(8): 44 N⋅m (4.5 kg⋅m / 33 lb⋅ft)
N6A6582E
Legend
2. Gasket
N6A6386E N6A6368E
4. Install the fuel leak off hose to the fuel leak off pipe. Legend
5. Install the air intake pipe. 1. EGR Adapter
2. EGR Valve
Notice:
6. Remove the injection pipe clip and remove the
• Carefully check for fuel leak after starting the
injection pipes.
engine.
• After the fuel pressure limiter is replaced, clear the Important:
trouble code and make sure the fuel pressure limiter Loosen the injection pipes gradually not to scatter high
operates normally using a scan tool. pressure fuel.
Fuel Rail Replacement

Removal Procedure
WARNING:
Preparation:
Notice:
Make sure that foreign matter will be prevented from
getting in.

• Disconnect the connector for the intake air
temperature sensor.
2. Remove the fuel leak off hose from the leak off
pipe.
• Cover the removed fuel hose, keep it facing
upward and secure it using wire, etc.
3. Disconnect the fuel rail pressure sensor harness
connector.
4. Remove the EGR valve and the EGR adapter.
5. Tape the EGR case holes shut to prevent the entry
of foreign material.
N6A6383E
Legend
1. Fuel Pipe
2. Fuel Leak-Off Pipe
9. Remove the fuel rail and the fuel rail bracket.

• Do not remove the flow damper. The dampers
should always remain in the fuel rail.
• Take care not to damage the connector unit of
N6A6128E the pressure sensor.
Legend
2. Fuel Injection Pipe Clip
7. Remove the fuel pipe.
Important:
Loosen the fuel pipe gradually not to scatter high
pressure fuel.
8. Remove the clips and the fuel leak off pipe.
N6A6384E
Legend
1. Fuel Rail Bracket
2. Fuel Rail
Disassembly
1. Remove the fuel pressure limiter.
2. Remove the fuel rail pressure sensor.
3 2
N6A6385E N6A6384E
Legend Legend
1. Fuel Rail 1. Fuel Rail Bracket
2. Fuel Rail Pressure Sensor 2. Fuel Rail
4. Flow Damper 3. Tighten the fuel leak off pipe (1) using the
mounting eyebolt and the clips using the specified
torque.
Reassembly
Tighten:
1. Install the fuel pressure limiter. (2): 18 N⋅m (1.8 kg⋅m / 13 lb⋅ft)
Tighten: (3): 12 N⋅m (1.2 kg⋅m / 9 lb⋅ft)
Fuel pressure limiter to 172 N⋅m (17.5 kg⋅m / 127 (4): 8 N⋅m (0.8 kg⋅m / 69 lb⋅in)
lb⋅ft)
4. Tighten the fuel pipe (5) using the mounting sleeve
2. Install the fuel rail pressure sensor. nut and the clip using the specified torque.
Tighten: Tighten:
Fuel rail pressure sensor to 98 N⋅m (10 kg⋅m / 72 (6): 44 N⋅m (4.5 kg⋅m / 33 lb⋅ft)
lb⋅ft)
(7): 6 N⋅m (0.6 kg⋅m / 52 lb⋅in)
Installation Procedure (8): 44 N⋅m (4.5 kg⋅m / 33 lb⋅ft)
1. Tighten the fuel rail bracket using the specified
mounting torque.
Tighten:
Nuts to 19 N⋅m (1.9 kg⋅m / 14 lb⋅ft)
2. Tighten the fuel rail using the specified mounting
torque.
Tighten:
N6A6386E
5. Install the fuel leak off hose to the fuel leak off pipe.
6. Tighten the injection pipe and the clip using the
specified mounting torque.
Tighten:
Injection pipe sleeve nut to 44 N⋅m (4.5 kg⋅m / 33
lb⋅ft)
Injection pipe clip to 6 N⋅m (0.6 kg⋅m / 52 lb⋅in)
• Apply a thin coat of engine oil on the periphery
of the sleeve nut on the injector side and
assemble.
N6A6371E
Legend
1. EGR Adapter
2. EGR Valve Gasket
3. EGR Valve
4. EGR Valve Gasket
10. Install the air intake duct.

• Connect the connector for the intake air
temperature sensor.
N6A6128E
Legend
2. Fuel Injection Pipe Clip
7. Connect the fuel rail pressure (FRP) sensor

connector.
8. Install the gasket to the EGR valve and tighten the
bolts to the specified torque. N6A6121E
Tighten:
Bolts to 24 N⋅m (2.4 kg⋅m / 17 lb⋅ft) Fuel Supply Pump Replacement
9. Install the gasket to the EGR adapter and tighten Removal Procedure
the bolts to the specified torque.
Important:
Tighten: The fuel supply pump must be timed to the engine.
1. Remove the intake pipe and the intake throttle
valve.
2. Remove the fuel pipe and fuel leak-off pipe.
N6A6374E N6A6376E
3. Remove the fuel feed hose. 7. Loosen the 3 bolts holding the fuel supply pump
4. Disconnect the fuel temperature sensor and the bracket. Remove the bracket and the O-ring.
fuel rail pressure regulator harness connector from
the fuel supply pump.
5. Remove the fuel supply pump attachment bolts
and nuts, then remove the fuel supply pump.
Notice:
One of the attachment bolt (1) secures the fuel supply
pump to the flywheel housing as denoted in the picture
below.
N6A6377E
Legend
1. Fuel Supply Pump
2. O-Ring
3. Fuel Supply Pump Bracket
1. Install the O-ring to the fuel supply pump.
2. Install the pump to the bracket and tighten the 3
N6A6375E
bolts to the specified torque.
6. Use a gear puller to remove the fuel supply pump
Tighten:
gear and the O-ring.
Caution:
Take care not to twist the O-ring.
N6A6377E N6A6379E
Legend 5. Turn the crankshaft in the normal direction of

1. Fuel Supply Pump engine rotation until the No.1 or No.4 cylinder is at
2. O-Ring TDC on the compression stroke.
3. Fuel Supply Pump Bracket Refer to illustration.
3. Align the fuel supply pump shaft key and gear.

Install the gear and tighten the nut to the specified
torque.
There is a round alignment mark on the gear
(white paint).
Tighten:
Nut to 64 N⋅m (6.5 kg⋅m / 47 lb⋅ft)
N6A6003E
Notice:
There are 2 timing marks on the crankshaft pulley.
Mark (1) is near the front cover and is used to bring the
4HK1-TC engine to TDC.
Mark (2) is not applicable to this engine.
Be sure to use mark (1) when bringing the engine to
TDC.
N6A6378E
Legend
1. Fuel Supply Pump
2. Fuel Supply Gear
3. Nut
4. Apply white paint to the top of the fuel supply pump

gear tooth directly above the stamped ‘O’ mark.
Refer to the illustration.
N6A6002E N6A6080E
6. Remove the oil drain adapter. Legend

7. Install the O-ring to the fuel supply pump. 1. Plug Hole
2. Alignment Mark
8. Align the slits as shown in the illustration.
9. Insert the stud bolts into the guides and 10. Apply a light coat of engine oil to the O-ring.
temporarily tighten them. 11. Install the oil drain adapter to the plug hole.
Tighten the bolt to the specified torque.
Caution:
• If the stud bolts (cylinder block side) have been Tighten:
loosened or replaced, apply Locktite No. 262 to the Bolt to 8 N⋅m (0.8 kg⋅m / 69 lb⋅in)
recessed portion of the bolts.
N6A6081E
N6A6079E
Legend
• Check that the round alignment mark (white paint) is 1. Oil Drain Adapter
positioned as shown in the illustration when viewed 2. O-Ring
from the plug hole. If necessary, reposition the gear.
• Tighten the stud bolts and the nuts to the specified 12. Connect the fuel temperature sensor and the
torque. suction control valve connectors to the fuel supply
pump.
Tighten:
Nuts to 50 N⋅m (5.1 kg⋅m / 37 lb⋅ft) 13. Install the fuel feed hose.
Bolts to 76 N⋅m (7.7 kg⋅m / 56 lb⋅ft) 14. Install the throttle assembly.
• Coat the fluid gasket and mount within 7 Fuel System Air Bleeding
minutes.
Tighten:
Throttle assembly to 24 N⋅m (2.4 kg⋅m / 17 lb⋅ft)
• Install the intake throttle valve chamber hose.
N6A6362E
Legend
1. Priming Pump
2. Air Bleed Plug
N6A6380E
1. Before starting the engine
Legend
1. Intake throttle Valve Chamber a. Fit a tray below the fuel filter (below the air
bleed plug).
15. Install the fuel pipe and fuel leak-off pipe. b. Loosen the plug adequately and operate the
priming pump more than 20 times until the fuel
Important: overflows from plug hole.
In order to make the fuel supply pump characteristic
c. Tighten the plug, and operate the priming pump
learn into the ECM, let the engine idle until warm-up. If
more than 10 times until it is filled with fuel.
the fuel system DTC's stored in the meantime, once
After waiting for approximately a minute, loosen
clear DTC and warm-up the engine again.
the plug and bleed off the air in the fuel filter.
16. Inspect for a proper engine running condition and (This work must be repeated a minimum of
for no DTC's. Refer to the Diagnostic System three times until no more air comes out from the
Check-Engine Controls if needed. plug.)
d. Tighten the plug firmly and wipe the fuel in the
surrounding area. Operate the priming pump
(10 to 15 times) till it is filled with fuel and then
send fuel to the engine.
2. After starting the engine
a. Start the engine by rotating the starter without
depressing the accelerator pedal.
b. After starting, maintain the idling rotation for 5
seconds.
c. Slowly rotate the idling control knob clockwise
and maintain it for 3 minutes.
d. Fully depress the accelerator pedal and
increase the rotations to maximum. (Repeat
this operation several times)
e. Rotate the idling knob counterclockwise and
return to idling mode.
Caution:
If the air bleeding work is insufficient then it could lead
to faults in the engine. Therefore, the procedures after
starting the engine should always be implemented.
Idle Up Sensor Replacement
Removal Procedure
2. Remove the idle up sensor knob (1).
3. Disconnect the idle up sensor connector.
4. Remove the idle up sensor holder (2).
N6A6559E
1. Coat threads of the IAT sensor with sealer
(9985490) in full circumference.
2. Tighten the IAT sensor.
Tighten:
N6A6584E
IAT sensor to 10.8 — 16.3 N⋅m (1.1 — 1.7 kg⋅m /
5. Remove the idle up sensor (3). 8.0 — 12.0 lb⋅ft)
Installation Procedure 3. Connect the IAT sensor connector.

1. Install the idle up sensor (3).
2. Install the idle up sensor holder (2). Vehicle Speed Sensor (VSS) Replacement
3. Install the idle up sensor knob (1). Removal procedure
4. Connect the idle up sensor connector. 1. Turn off the ignition.
2. Disconnect the vehicle speed sensor connector
Intake Air Temperature (IAT) Sensor (1).
Replacement 3. Remove the vehicle speed sensor (2).
Removal Procedure
2. Disconnect the intake air temperature (IAT) sensor
connector (1).
3. Remove the IAT sensor.
N6A6560E
Installation procedure
1. Tighten the vehicle speed sensor (2).
Tighten:
Vehicle speed sensor to 27 N⋅m (2.8 kg⋅m / 20 lb⋅ft)
2. Connect the vehicle speed sensor connector (1).
Description and Operation

Engine Control Module (ECM) Description The engine control module (ECM) is located inside of
engine side cover on the left via mounting bracket and
Engine Control Module (ECM) Service Precautions
is beside the engine. The ECM mainly controls the
following:
• The fuel system control
• The exhaust gas recirculation (EGR) system
control
• The preheating (glow) system control
• On-board diagnostics for engine control
The ECM constantly observes the information from
various sensors. The ECM controls the systems that
affect vehicle performance. The ECM performs the
diagnostic function of the system. The ECM can
CAUTION
recognize operational problems, alert the driver
through the malfunction indicator lamp (MIL), and store
diagnostic trouble codes (DTCs). DTCs identify the
system faults to aid the technician in making repairs.
computer, wiring or/and connectors. ECM Voltage Description
N6A6480E The ECM supplies a buffered voltage to various
switches and sensors. The ECM can do this because
Important: resistance in the ECM is so high in value that a test
Symbol warns you of an electric shock hazard. To avoid lamp may not illuminate when connected to the circuit.
shock and possible serious injury, DO NOT touch the An ordinary shop voltmeter may not give an accurate
terminals. When disconnecting the harness reading because the voltmeter input impedance is too
connectors, always turn OFF the ignition switch or low. Use a 10-megaohm input impedance DMM, to
disconnect the battery cable. ensure accurate voltage readings. The input and/or
output devices in the ECM include analog-to-digital
converters, signal buffers, counters, and special
drivers. The ECM controls most components with
electronic switches which complete a ground circuit
when turned ON.
CAUTION
Aftermarket Electrical and Vacuum Equipment

Aftermarket or add-on electrical and vacuum

equipment is defined as any equipment which connects
to the vehicle’s electrical or vacuum systems that is
installed on a vehicle after the vehicle leaves the
factory. No allowances have been made in the vehicle
design for this type of equipment. No add-on vacuum
equipment should be added to this vehicle. Add-on
electrical equipment must only be connected to the
vehicle’s electrical system at the battery power and
ground. Add-on electrical equipment, even when
installed to these guidelines, may still cause the
N6A6481E powertrain system to malfunction. This may also
include equipment not connected to the vehicle
The engine control module (ECM) is designed to electrical system such as portable telephones and
withstand normal current draws associated with vehicle audios. Therefore, the first step in diagnosing any
operation. Avoid overloading any circuit. When testing powertrain fault is to eliminate all aftermarket electrical
for opens and shorts, do not ground or apply voltage to equipment from the vehicle. After this is done, if the
any of the ECM circuits unless instructed to do so. In fault still exists, the fault may be diagnosed in the
some cases, these circuits should only be tested using normal manner.
a digital multimeter (DMM). The ECM should remain
connected to the ECM harness.
Electrostatic Discharge Damage The MIL indicates that an emission or performance
Electronic components used in the ECM are often related fault has occurred and vehicle service is
designed to carry very low voltage. Electronic required. The following is a list of the modes of
components are susceptible to damage caused by operation for the MIL:
electrostatic discharge. By comparison, as much as • The MIL illuminates for approximately 3 seconds
4,000 volts may be needed for a person to feel even when the ignition switch is turned ON, with the
the zap of a static discharge. There are several ways engine OFF. This is a bulb test to ensure the MIL is
for a person to become statically charged. The most able to illuminate. (Without speed limiter device)
common methods of charging are by friction and • The MIL illuminates for approximately 15 seconds
induction. and blinks 3 times when the ignition switch is
• An example of charging by friction is a person turned ON, with the engine OFF. This is a bulb test
sliding across a vehicle seat. to ensure the MIL is able to illuminate and a speed
limiter device installation check. (With speed limiter
Important: device)
To prevent possible electrostatic discharge damage, • The MIL remains illuminated if the engine control
follow these guidelines: module (ECM) detects a fault. A diagnostic trouble
code (DTC) is stored any time the ECM illuminates
• Do not touch the ECM connector pins or soldered
the MIL due to an emission or performance related
components on the ECM circuit board.
fault.
• Do not open the replacement part package until
the part is ready to be installed.
• Before removing the part from the package, Without speed limiter device
Ignition switch ON
ground the package to a known good ground on
the vehicle. ON
• If the part has been handled while sliding across
the seat, while sitting down from a standing OFF
position, or while walking a distance, touch a 3 sec.
known good ground before installing the part.
• Charge by induction occurs when a person with With speed limiter device
well insulated shoes stands near a highly charged Ignition switch ON 1 sec. 1 sec. 1 sec.
object and momentarily touches ground. Charges
ON
of the same polarity are drained off leaving the
person highly charged with opposite polarity.
OFF
Malfunction Indicator Lamp (MIL) Operation 15 sec.
1 sec. 1 sec. 1 sec.
The malfunction indicator lamp (MIL) is located in the
instrument panel cluster. The MIL will display the N6A6483E
following symbols when commanded ON:
N6A6482E
Engine Control Component Description Barometric Pressure (BARO) Sensor
• LHD Model
3
1
N6A6565E
The barometric pressure (BARO) sensor is located

N6A6563E under the instrument panel cluster (IPC) near the pedal
• RHD Model bracket. The BARO sensor is a transducer that varies
voltage according to the barometric pressure changes
3 and the generated voltage is input to the engine control
module (ECM) for the BARO signal. The ECM should
detect a low signal voltage at a low barometric
pressure, such as high altitude place. The ECM should
detect high signal voltage at a high barometric
1
pressure. The ECM uses this voltage signal to calibrate
the fuel injection quantity and injection timing for
altitude compensation.
2
N6A6566E
Legend
1. Control Link Bracket Assembly
2. Pedal Assembly
3. Accelerator Pedal Position (APP) Sensor
The accelerator pedal position (APP) sensor is

mounted on the control link bracket assembly. The
sensor is made up of two individual sensors within one
housing. The engine control module (ECM) uses the
APP sensor to determine the amount of acceleration or
deceleration desired by the person driving the vehicle 1
via the fuel injector control. N6A6569E
Legend
1. Boost Pressure Sensor
The boost pressure sensor is located in the air Crankshaft Position (CKP) Sensor
induction tubing. The boost pressure sensor is a
the air pressure inside the air tubing. The boost
pressure sensor provides a signal to the engine control
module (ECM) on the boost pressure signal circuit
induction tubing. The ECM should detect a low signal
voltage at a low boost pressure, such as low engine
load. The ECM should detect high signal voltage at a 1
high boost pressure, such as high engine load.
2
N6A6488E
1
15
2
1
3
A
630
N6A6487E
Legend
1. Camshaft Gear
2. Gear Rotating Direction
3. Camshaft Position (CMP) Sensor
A Section A-A
The camshaft position (CMP) sensor is installed on the N6A6489E

cylinder head at the rear of the camshaft gear. The Legend
CMP sensor detects a total of five through holes (four 1. Crankshaft Position (CKP) Sensor
holes arranged equally every 90° and one reference 2. Flywheel hollow
hole on the camshaft gear flange surface) and sends
signals to the engine control module (ECM). Receiving
these signals, the ECM determines cylinder #1 The crankshaft position (CKP) sensor is located on top
compression top dead center (TDC). of the flywheel housing. There are 56 notches spaced
span portion allows for the detection of cylinder #1 top
dead center (TDC). The CKP sensor is a magnetic coil
type sensor, which generates an AC signal voltage
they correlate with each other.
Exhaust Gas Recirculation (EGR) Valve and The engine coolant temperature (ECT) sensor is
Position Sensor installed to the thermostat housing. The ECT sensor is
a variable resistor. The ECT sensor measures the
temperature of the engine coolant. The engine control
module (ECM) supplies 5 volts to the ECT signal circuit
and a ground for the ECT low reference circuit. When
the ECT sensor is cold, the sensor resistance is high.
When the engine coolant temperature increases, the
sensor resistance decreases. With high sensor
resistance, the ECM detects a high voltage on the ECT
signal circuit. With lower sensor resistance, the ECM
detects a lower voltage on the ECT signal circuit.
Fuel Rail Pressure (FRP) Regulator
N6A6491E
The control current from the engine control module

(ECM) operates the EGR motor to control the lift
amount of EGR valve. Also, a valve position sensor is
provided at the rear of the motor to feed actual valve lift
amount back to the ECM for more precision control of
the EGR amount. The EGR valve position sensor is
applied with reference voltage (5 volts) at all times from
the ECM to detect the EGR valve lift amount in the form
of voltage change and sends its signal to the ECM. 2
Engine Coolant Temperature (ECT) Sensor N6A6492E
Legend
1. Fuel Temperature (FT) Sensor
The fuel rail pressure (FRP) regulator is installed to the

fuel supply pump and controls the suction fuel quantity
into the fuel rail. The FRP regulator is fully opened in
the normal state and larger drive current results in
smaller opening. The engine control module (ECM)
calculates desired fuel rail pressure and fuel flow rate
and it compares the calculated desired fuel rail
pressure to the actual value to determine the FRP
regulator position. When the actual fuel rail pressure is
higher than the desired value, the FRP regulator is
1 closed to decease the flow rate.
N6A6490E
Legend
1. Engine Coolant Temperature (ECT) Sensor
Fuel Rail Pressure (FRP) Sensor The fuel temperature (FT) sensor is installed to the fuel
FT sensor measures the fuel temperature of the fuel.
The engine control module (ECM) supplies 5 volts to
the FT signal circuit and a ground for the FT low
reference circuit. When the FT sensor is cold, the
3
2
ECM detects a lower voltage on the FT signal circuit.
1 Intake Air Temperature (IAT) Sensor
N6A6493E
Legend
1. Flow Damper
2. Pressure Limiter
The fuel rail pressure (FRP) sensor is installed to the

fuel rail and it detects the fuel pressure in the fuel rail,
converts the pressure into a voltage signal, and sends
the signal to the engine control module (ECM). Higher 1
fuel rail pressure provides higher FRP sensor voltage
while lower pressure provides lower FRP sensor N6A6559E
voltage. The ECM calculates actual fuel rail pressure
Legend
(fuel pressure) from the voltage signal and uses the
1. Intake Air Temperature (IAT) Sensor
result in fuel injection control and other control tasks.
Fuel Temperature (FT) Sensor The intake air temperature (IAT) sensor is fitted
between the air cleaner and turbocharger. The IAT
sensor is a variable resistor. The IAT sensor measures
the temperature of the air entering the engine. The
1 engine control module (ECM) supplies 5 volts to the
IAT signal circuit and a ground for the IAT low reference
circuit. When the IAT sensor is cold, the sensor
resistance is high. When the air temperature increases,
the sensor resistance decreases. With high sensor
resistance, the ECM detects a high voltage on the IAT
signal circuit. With lower sensor resistance, the ECM
detects a lower voltage on the IAT signal circuit.
N6A6492E
Legend
Fuel System Description
N6A6495E
The common rail system uses a type of accumulator 3. Injection Rate Control
chamber called the fuel rail to store pressurized fuel, • Pilot injection control that performs a small amount
and injectors that contain electronically controlled of injection before main injection.
solenoid valves to spray the pressurized fuel in the The fuel rail system consists primarily of a fuel supply
combustion chambers. The injection system (injection pump, fuel rail, injectors, and ECM.
pressure, injection rate, and injection timing) is
controlled by the engine control module (ECM), and
therefore the common rail system can be controlled
independently, free from the influence of engine speed
and load. This ensures a stable injection pressure at all
time, particularly in the low engine speed range, so that
black smoke specific to diesel engines generated
during vehicle starting or acceleration can be reduced
dramatically. As a result, exhaust gas emissions are
clear and reduced, and higher output is achieved.
1. High Pressure Control

• Enables high pressure injection from low engine
speed range.
• Optimizes control to minimize particulate matter
and NOx emissions.
2. Injection Timing Control

• Enables finely tuned optimized control in
accordance with running conditions.
Fuel System Component Description
Injector
3
5
N6A6496E
Legend
1. Terminal Stud
2. Fuel Leak Off Port
3. O-ring
4. Fuel Inlet Port
5. Injector Parts Number Marking
6. Fuel Injector ID Plate
Electronic control type injectors controlled by the

engine control module (ECM) are used. Compared with
conventional injection nozzles, a command piston,
solenoid valve, etc. are added.
ID codes displaying various injector characteristic are
laser marked in the plate, and ID codes showing these
in numeric form (30 alphanumeric figures are displayed
and only 24 are used) are laser marked in the plate.
This system uses fuel injector flow rate information (ID
codes) to optimize injection quantity control. When an
injector is newly installed in a vehicle, it is necessary to
input the ID codes in the ECM.
QR (Quick Response) codes or fuel injector flow rate
(ID codes) have been adopted to enhance the injection
quantity precision of the injectors. The adoption of
codes enables injection quantity dispersion control
throughout all pressure ranges, contributing to
improvement in combustion efficiency, reduction in
exhaust gas emissions and consistent horsepower
throughout the vehicle built.
Return port
Solenoid
Driving current Driving current Driving current
TWV
Outlet orifice
From common rail
Control chamber
Inlet orifice
Command piston Pressure in Pressure in Pressure in
control chamber control chamber control chamber
Nozzle
Injection rate Injection rate
No injection Injection Injection end
N6A6497E
1) Non-injection state
The two way valve (TWV) closes the outlet orifice by
means of a spring force, when no current is supplied
from the engine control module (ECM) to the solenoid.
At this time, the fuel pressure applied to the nozzle
leading end is equal to the fuel pressure applied to the
control chamber through the inlet orifice. As for the
force competition in this state, the pressure on the
command piston upper surface + nozzle spring force
defeat the pressure on the nozzle leading end, and
consequently the nozzle is pushed downward to close
the injection holes.
2) Injection start
The TWV is pulled up to open the outlet orifice, and
thus the fuel leaks toward the return port, when the
current is supplied from the ECM to the solenoid. As a
result, the nozzle is pushed up together with the
command piston by the fuel pressure applied to the
nozzle leading end, and then the nozzle injection holes
open to inject the fuel.
3) Injection end
The TWV lowers to close the outlet orifice, when the
ECM shuts off a current supply to the solenoid. As a
result, the fuel cannot leak from the control chamber,
and thus the fuel pressure in the control chamber rises
abruptly and then the nozzle is pushed down by the
command piston to close the nozzle injection holes,
resulting in the end of fuel injection.
Fuel Supply Pump
Suction pressure
Injector Fuel rail Delivery valve Suction valve Feed pressure
High pressure
Plunger
Return pressure
Return spring
Fuel overflow
Return
FRP regulator
Regulation valve
Feed pump
Camshaft Fuel inlet
Suction
Fuel filter
Fuel tank (with priming pump)
N6A6498E
The fuel supply pump is the heart of the common rail Fuel Rail (Common Rail)
type electronic fuel injection system. The fuel supply
pump is installed at the same location as the
conventional injection type pump, which spins at a 1 to
1 ratio of fuel supply pump to crankshaft speed. A fuel
rail pressure (FRP) regulator and fuel temperature
sensor are part of the fuel supply pump assembly.
Fuel is drawn from the fuel tank via the fuel supply
pump by the use of an internal feed pump (trochoid
type). This feed pump pumps fuel into a 2-plunger 3
2
chamber also internal to the fuel supply pump. Fuel into
this chamber is regulated by the FRP regulator solely
controlled by current supplied from the engine control 1
module (ECM). No current to the solenoid results in
maximum fuel flow whereas full current to the solenoid
produces no fuel flow. As the engine spins, these two
plungers produce high pressure in the fuel rail. Since
the ECM controls the flow of fuel into this 2-plunger
chamber, it therefore controls the quantity and pressure
of the fuel supply to the fuel rail. This optimizes N6A6493E
performance, improves economy and reduces NOx Legend
emissions. 1. Flow Damper
2. Pressure Limiter
Along with the employment of a common rail type Fuel Rail Pressure Sensor
electronic control fuel injection system, the fuel rail is Refer to Engine Control Component Description.
provided to store high pressure fuel between supply
pump and injectors. A pressure sensor and a pressure Pressure Limiter
limiter are installed on the fuel rail. The pressure sensor
detects the fuel pressure inside the fuel rail and sends
its signal to the engine control module (ECM). Based
on this signal, the ECM controls the fuel pressure
inside the fuel rail via the fuel rail pressure (FRP)
regulator of the supply pump. The pressure limiter
opens the valve mechanically to relieve the pressure 1 2 3 4 5
when the fuel pressure inside the fuel rail is excessive.
Flow Damper
6 7
1 2 3 4 5
N6A6501E
Legend
6 7
1. Valve
2. Valve Body
3. Valve Guide
4. Spring
5. Housing
6. Fuel Rail
7. Fuel Return Pipe
N6A6500E
Legend The pressure limiter relieves pressure by opening the

1. Orifice valve if abnormally high pressure is generated. The
2. Slit valve opens when pressure in rail reaches
3. Piston approximately 200 MPa (29,000 psi), and closes when
4. Return Spring pressure falls to approximately 50 MPa (7,250 psi).
5. Housing Fuel leakage through the pressure limiter re-turns to
6. Fuel Rail the fuel tank.
7. Injector
The flow dampers are installed at the outlet of fuel rail

to damp a pulsation of fuel pressure inside the fuel rail
or to cut off the fuel supply when the fuel leaks
downstream of flow damper. The fuel is supplied to the
injectors through an orifice of the piston. The pressure
pulsation occurring in the fuel rail is dampered by a
resistive force of the return spring and a passing
resistance of the orifice, wherein the piston acts as a
damper. Also, the leading end of piston closes the fuel
supply port to cut off the fuel supply, if the fuel leak
occurs in the injection pipe or injectors. Since fuel
pressure on the downstream side of flow damper
supplied through an orifice + resistive force of return
spring do not balance, the fuel pressure applied on the
piston surface prior to the orifice will allow the fuel to be
cut off. The piston will return when the fuel pressure
inside the fuel rail is less than 1.0 MPa (145 psi).
Fuel Rail Pressure (FRP) Regulator Fuel Injection Quantity Control Description
Fuel Injection Quantity Control
This control determines the fuel injection quantity by
1 adding coolant temperature, fuel temperature, intake
air temperature, barometric pressure, vehicle speed
and some switch inputs information corrections to the
basic injection quantity is calculated by the engine
control module (ECM) based on the engine operating
conditions (engine speed, accelerator pedal pressing
amount and boost pressure sensor). More fuel rate
indicates if the engine load is increased as the
accelerator pedal is stepped on at constant engine
speed.
Combined with high pressure injection of atomized fuel,
this control improves exhaust gas and ensures proper
fuel consumption. Compared with conventional
2 mechanical governors, an electronic control system
provides higher degree of freedom of fuel injection
N6A6492E quantity control, thereby presenting high accelerator
Legend response (acceleration feeling and pressing feeling).
2. Fuel Rail Pressure (FRP) Regulator Starting Injection Quantity Control
At the engine starting (after the key switch is turned to
the START position to start the engine, up to return of
The engine control module (ECM) controls the duty
key switch to the ON position), optimum fuel injection
ratio of the linear type fuel rail pressure (FRP) regulator
quantity is controlled based on the information on the
(the length of time that the current is applied to the FRP
engine speed and coolant temperature. At low
regulator), in order to control the quantity of fuel that is
temperature, the fuel injection quantity increases.
supplied to the high-pressure plungers. Since only the
When the engine started completely, this boosted
quantity of fuel that is required for achieving the target
quantity mode at the starting is cancelled and normal
rail pressure is drawn in, the drive load of the supply
running mode is restored.
pump is decreased.
When current flows to the FRP regulator, variable
Idle Speed Control
electromotive force is created in accordance with the
duty ratio, moving the armature to the left side. The A control is made so as to achieve stable idling speed
armature moves the cylinder to the left side, changing at all time regardless of engine secular changes or
the opening of the fuel passage and thus regulating the engine condition variations. The ECM sets target idling
fuel quantity. With the FRP regulator OFF, the return speed and controls the fuel injection quantity according
spring contracts, completely opening the fuel passage to the engine conditions (actual engine speed, coolant
and supplying fuel to the plungers (Full quantity intake temperature and engine load) to follow actual engine
and full quantity discharge). When the FRP regulator is speed to the target idling speed so as to ensure stable
ON, the force of the return spring moves the cylinder to idling speed.
the right, closing the fuel passage (normally opened).
By turning the FRP regulator ON/OFF, fuel is supplied Idle Vibration Control
in an amount corresponding to the actuation duty ratio, A control is made so as to reduce the engine vibration
and fuel is discharged by the plungers. caused by torque variations between cylinders due to
variations in fuel injection quantity of each cylinder or
injector performance. The ECM corrects the injection
quantity between cylinders based on the revolution
signals from the crankshaft position (CKP) sensor.
Normal range of correction quantity between cylinders
is within ± 5 mm3.
Fuel Injection Timing Control Description The EGR control starts when the conditions for engine
speed, engine coolant temperature and barometric
The injection timing suitable for the vehicle conditions is
pressure are satisfied. Then, the valve opening is
controlled based on the inputs from respective sensors.
calculated according to the engine speed, and target
The injection timing is determined by comparing
fuel injection quantity. Based on this valve opening, the
actually measured values of pulse signals from the
drive duty of the motor is determined and the motor is
CKP sensor with the target injection timing stored in the
driven accordingly.
map of the ECM.
A potentiometer type EGR valve position sensor is
employed and installed on the EGR valve body. The
Coolant Temperature Compensation
EGR valve position sensor is supplied with reference
At the engine starting when the engine coolant voltage (5V) and ground at all times from the ECM. The
temperature is low, the coolant temperature is detected ECM reads the EGR position sensor voltage input and
to advance the injection timing for reduction of white determines the EGR lift position.
smoke emission.
High Altitude Compensation Turbocharger Description

During running at a highland where air density is low,
the atmospheric pressure is detected to advance the
injection timing for reduction of white smoke emission. 3 4
5
Exhaust Gas Recirculation (EGR) System 1 2

Description
7
2
6
1
3
N6A6503E
Legend
1. Exhaust Gas
2. Clean Air
3. Turbine Wheel
4. Compressor Wheel
5. Air Cleaner
N6A6502E 6. Charge Air Cooler (Intercooler)
Legend 7. Wastegate Valve
1. EGR Cooler
2. ECM The turbocharger is used to increase the amount of air
3. EGR Valve that enters the engine cylinders. This allows a
proportional increase of fuel to be injected into the
The EGR system recirculates a part of exhaust gas cylinders, resulting in increased power output, more
back into the intake manifold, which results in reducing complete combustion of fuel, and increased cooling of
nitrogen oxide (NOx) emissions. The EGR control the cylinder heads, pistons, valves, and exhaust gas.
system uses an electronic control system to ensure This cooling effect helps extend engine life.
both driveability and low emission. The control current Heat energy and pressures in the engine exhaust gas
from the engine control module (ECM) operates the are utilized to drive the turbine. Exhaust gas is directed
motor to control the lift amount of EGR valve. Also, an to the turbine housing. The turbine housing acts as a
EGR position sensor is provided at the rear of the nozzle to direct the shaft wheel assembly. Since the
motor to feed actual valve lift amount back to the ECM compressor wheel is attached directly to the shaft, the
for more precision control of the EGR amount. compressor wheel rotates at the same speed as the
turbine wheel. Clean air from the air cleaner is drawn
into the compressor housing and wheel. The air is
compressed and delivered through a crossover pipe to
the engine air intake manifold, then into the cylinders.
The amount of air pressure rise and air volume
delivered to the engine from the compressor outlet is
regulated by a waste gate valve in the exhaust housing.
The position of the waste gate valve is controlled by the
amount of pressure built up on the intake side of the
turbocharger. The diaphragm on the inside of the waste
gate is pressure sensitive, and controls the position of
the valve inside the turbocharger. The position of the
valve will increase or decrease the amount of boost to
the turbocharger.
The charge air cooler also helps the performance of the
diesel. Intake air is drawn through the air cleaner and
into the turbocharger compressor housing. Pressurized
air from the turbocharger then flows forward through
the charge air cooler located in the front of the radiator.
From the charge air cooler, the air flows back into the
intake manifold.
The charge air cooler is a heat exchanger that uses air
flow to dissipate heat from the intake air. As the
turbocharger increases air pressure, the air
temperature increases. Lowering the intake air
temperature increases the engine efficiency and power
by packing more air molecules into the same space.
Special Tools and Equipment

Special Tools and Equipment Illustration Tool Number / Description
Illustration Tool Number / Description
5-8840-0019-0 (J-23907)
5-8840-2835-0 (J-35616-C) Sliding Hammer
Connector Test Adapter Kit
(With Test Lamp)
5884028350
5-8840-2826-0 (EN-46720)
Fuel Injector Remover
5-8840-0285-0 (J-39200)
Digital Multimeter
5884002850
5-8840-2675-0 (J-26999-12)
Compression Gauge
Tech 2 Kit
5884026750
5-8840-2844-0
Fuel Pressure / Vacuum 5-8840-2815-0 (EN-46722)
Gauge Set (J-44638 / Fuel Gauge Adapter
Pressure / Vacuum Gauge
Assembly) (EN-47667 /
Suction Side Fuel Pressure / 5884028150
Vacuum Gauge Adapter)
5884028440
C Breaker Box
Adapter Harness

Sec6E 4HK1

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Engine Control System (4HK1) 6E-1

Relay (Behind Relay

YEL BLK/ 0.5 1.25

2 1 X-12 2 1 X-8 2 1 X-4

Relay Box Fuse &

4 5 X-12 4 5 X-8 4 5 X-4

SBF-8 SBF-2 Fuse &

B-67 WHT/BLU H-7 WHT/BLU

METER Relay Box

USW JOINT 3 0.5BLK 3

Fuse & F-28 Fuse &

J-9 ECM main

Ignition voltage Battery voltage

Power Power Power Signal Signal Case

1.25 1.25 1.25 0.75 0.75 0.5

0.3 BLK/WHT USW

0.5 0.5 1.25

Diagnostic Diagnostic Diagnostic Class 2 Diagnostic Keyword Ground Ground

23 H-5 0.5 0.5 0.5 VIO

ECM 10 WITH W/O

4 0.5 3 J-128 0.5

0.5 Diode Box

output control lamp lamp ECM J-9

BARO 0.5 0.5

Sensor RED BRN

3 6 B-280 1 B-281 3 J-166

Shield ground Low reference Shield ground Low reference

APP APP IAT BARO

APP APP BARO

3 6 B-280 2 J-190 1 B-422

Shield ground Low reference Shield ground Low reference

1 J-216 2 E-90 1 E-93

12 8 H-105 0.5 0.5

Shield ground Low reference

111 86 87 82 90 E-111 113 105 E-111

0.5 0.5 0.5

4 1 3 E-94 3 2 E-113 1 E-116

EGR Valve EGR FRP FRP

6 2 E-94 1 E-113 2 E-116

103 100 101 E-111 97 89 E-111

0.5 0.5 0.5

108 106 100 E-111

0.75 0.75 0.75 0.75

Cylinder #1 Cylinder #4 Cylinder #3 Cylinder #2

3 E-138 3 E-141 3 E-140 3 E-139

0.75 0.75 0.75 0.75

0.75 0.75 0.75 0.75

119 117 120 118

Cylinder #1 Cylinder #4 Cylinder #3 Cylinder #2

control control control control

SBF-3 Fuse & F-9 Fuse &

Refrigerator A/C PTO

F-7 F-2 Fuse & Fuse &

J/C-B LT GRN LT GRN LT GRN

2 B-89 1 J-50 2 J-31 2 J-40

Engine Exhaust Clutch Neutral

signal signal ECM

Starter Cut Relay Emergency Shift Switch

J-9 B-1 B-7 B-7 P-5

Engine Control Module (ECM) Connector End Views

Connector No. J-191

19 YEL/GRN VSS Signal 52 YEL Diagnostic Request Switch

20 BLK APP Sensor 1 Shield Ground 53 — Not Used