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Manual de Servicio Inyeccion 4HK1 6Hk1 PDF
Manual de Servicio Inyeccion 4HK1 6Hk1 PDF
SERVICE MANUAL
00400056E
FORWARD
To meet the high pressurization requirements for the engine to deliver cleaner exhaust gas emissions, lower fuel
consumption and reduced noise, advanced electronic control technology is being adopted in the fuel injection system.
This manual covers the electronic control model Common Rail system with HP3/HP4 pump for the ISUZU 4HK1/6HK1
type engines which are used to ELF and GM 560 series respectively. Complex theories, special functions and
components made by manufacturers other than DENSO are omitted from this manual.
This manual will help the reader develop an understanding of the basic construction, operation and system configuration
of the DENSO manufactured components and brief diagnostic information.
TABLE OF CONTENTS
1. Product Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-1. Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-2. System Components Parts Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-1. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-2. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2-3. Fuel System and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3-1. Description of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3-2. Description of Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3-3. Various Types of Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3-4. Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
1. Product Application
1-1. Application
-1-
2. Outline
2-1. Outline of System
• The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for
1. further improved fuel economy; 2. noise reduction; and 3. high power output.
A. System Characteristics
• The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that
contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders.
• Because the engine ECU controls the injection system (including the injection pressure, injection rate, and injection tim-
ing), the injection system is unaffected by the engine speed or load.
• This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreas-
es the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration.
• As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.
a. Injection Pressure Control
• Enables high-pressure injection even at low engine speeds.
• Optimizes control to minimize particulate matter and NOx emissions.
b. Injection Timing Control
Enables finely tuned optimized control in accordance with driving conditions.
c. Injection Rate Control
Pilot injection control sprays a small amount of fuel before the main injection.
Injection Timing
Crankshaft Angle
Particulate
Cylinder Injection
Conventional Conventional Volume Correction
Pump Pump
Speed
QD0734E
-2-
B. Comparison to the Conventional System
In-line, VE Pump Common Rail System
High-pressure Pipe
Momentary High Pressure Rail
TWV
Timer Supply Pump
Nozzle Usually High Pressure
Governor
Delivery Valve
System In-line Pump
Feed Pump SCV (Suction Control Valve)
Injector
Fuel Tank
VE Pump
Injection Quantity Control Pump (Governor) Engine ECU, Injector (TWV)*1
Injection Timing Control Pump (Timer) Engine ECU, Injector (TWV)*1
Rising Pressure Pump Engine ECU, Supply Pump
Distributor Pump Engine ECU, Rail
Injection Pressure Control Dependent upon Speed and Injection Quantity Engine ECU, Supply Pump (SCV)*2
*1 TWV: Two Way Valve *2 SCVSuction Control Valve QD2341E
-3-
2-2. Outline of System
A. Composition
The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.
a. 4HK1
Rail pressure
sensor
Fuel temperature
sensor SCV (suction
Supply pump Fuel tank
control valve)
Q000737E
b. 6HK1
Rail pressure
sensor
Fuel temperature
sensor SCV (suction
Supply pump Fuel tank
control valve)
Q000523E
-4-
B. Operation
a. Supply pump (HP3/HP4)
The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel dis-
charged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump
effects this control in accordance with the command received from the ECU.
b. Rail
The rail is mounted between the supply pump and the injector, and stores the high pressure fuel.
c. Injector (G2 type)
• This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance
with signals from the ECU. Signals from the ECU determine the length of time and the timing in which current is applied
to the injector.
• This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.
d. Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and
pressure, as well as the EGR (exhaust gas recirculation).
2-3. Fuel System and Control System
A. Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the rail, and
is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
B. Control System
In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various
sensors. The components of this system can be broadly divided into the following three types: (a.) Sensors; (b.) Engine
ECU; and (c.) Actuators.
a. Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
b. Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order
to achieve optimal conditions.
c. Actuators
Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electron-
ically controlling the actuators. The injection quantity and timing are determined by controlling the length of time and the
timing in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure is determined
by controlling the SCV (Suction Control Valve) in the supply pump.
-5-
3. Construction and Operation
3-1. Description of Main Components
A. Supply Pump (HP3, HP4)
a. Outline
The supply pump consists primarily of the pump body (cam shaft, ring cam, and plungers), SCV (Suction Control Valve),
fuel temperature sensor, and feed pump.
HP3
SCV
Q000525E
HP4
Fuel Temperature Sensor
SCV
Q000526E
• The two plungers for HP3 or the three plungers for HP4 are positioned vertically on the outer ring cam for compactness.
• The engine drives the supply pump at a ratio of 1:1. The supply pump has a built-in feed pump (trochoid type), and draws
the fuel from the fuel tank, sending it to the plunger chamber.
-6-
• The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to
the rail. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is
a normally opened type (the intake valve opens during de-energization).
Intake Pressure
Injector Intake Valve Feed Pressure
Rail Discharge Valve
High Pressure
Plunger
Return Pressure
Return Spring
Return
SCV
Fuel Overflow
Regulating Valve
Intake
QD0704E
-7-
• Development: HP3
SCV
Plunger
Feed Pump
Pump Body
Fuel Temperature
Sensor
Ring Cam
Regulating
Valve
Plunger
Q000527E
-8-
• Development: HP4
SCV
Plunger
Feed Pump
Ring Cam
Regulating
Valve
Pump Body
Drive Shaft
Plunger
Q000528E
-9-
b. Supply Pump Internal Fuel Flow
The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.
Feed Pump SCV (Suction Control Valve) Pumping Portion (Plunger) Rail
Overflow
Intake Valve
Fuel Tank
Q000283E
Cam Shaft
• As the cam shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.
Plunger
Eccentric Cam
Ring Cam
Cam Shaft
QD0727E
-10-
• The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the cam shaft.
Plunger A
Ring Cam
Feed Pump
Plunger B
QD0728E
-11-
d. Operation of the Supply Pump
• As shown in the illustration below (in case of HP3 pump), the rotation of the eccentric cam causes the ring cam to push
Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A.
• As a result, Plunger B draws in fuel, while Plunger A pumps it to the rail. In the case of the 4-cylinder engine used with
the HP3 pump, each plunger pumps fuel in a reciprocal movement during the 360° cam rotation.
• Conversely, in the case of the 6-cylinder engine used with the HP4 pump, 3 plungers pump fuel in a reciprocal movement
for each one rotation of the cam.
Plunger A
Eccentric Cam
Ring Cam
SCV
Plunger B
-12-
B. Description of Supply Pump Components
a. Feed Pump
• The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the
two plungers via the fuel filter and the SCV (Suction Control Valve).
• The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction
port and pumps it out through the discharge port.
• This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.
Inner Rotor
Intake Port
Discharge Quantity Increase
Port Quantity Increase (Fuel Intake)
from Fuel Tank QD0708E
Pump Body
Cylinder
Q000270E
-13-
Short time ON duty => large valve opening => maximum intake quantity
Feed Pump
Plunger
SCV
Cylinder
Large Opening
Cylinder
Q000051E
-14-
(2) In case of long time ON duty
Long time ON duty => small valve opening => minimum intake quantity
Feed Pump
Plunger
SCV
Cylinder
Q000052E
-15-
C. Rail
a. Outline
• Stores pressurized fuel (0 to 160 MPa {0 to 1631.6 kg/cm2}) that has been delivered from the supply pump and distributes
the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter are adopted in the rail.
• The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, the pres-
sure limiter prevents the rail pressure from being abnormally high. This ensures optimum combustion and reduces com-
bustion noise.
For 4HK1
Pressure Sensor
Pressure Limiter
Q000529E
For 6HK1
Pressure Limiter
Pressure Sensor
Q000530E
-16-
b. Pressure Limiter
• The pressure limiter opens to release the pressure if an abnormally high pressure is generated.
• When the rail pressure reaches approximately 200 MPa (2038 kg/cm2), it trips the pressure limiter (the valve opens).
When the pressure drops to approximately 50 MPa (509.5 kg/cm2), the pressure limiter returns to its normal state (the
valve closes) in order to maintain the proper pressure.
Valve Close
50 MPa (509.5 kg/cm2)
Q000531E
c. Pressure Sensor
• The rail pressure sensor (Pc sensor) is attached to the rail in order to detect the fuel pressure.
• It is a semiconductor type pressure sensor that utilizes the characteristics of silicon, whereby the electrical resistance
changes when pressure is applied to it.
4.2 V
1.0 V
VC VOUT GND
0 200 MPa (2038 kg/cm2)
Q000532E
-17-
d. Flow Damper
• The flow dampers are installed at the outlet of rail to damp a pulsation of fuel pressure inside the rail or to cut off the fuel
supply when the fuel leaks in the downstream of flow damper. The fuel is supplied to the injectors through an orifice of
the piston. The pressure pulsation occurring in the rail is damped by a resistive force of the return spring (5) and a passing
resistance of the orifice (2), wherein the piston (4) acts as a damper. (Refer to the picture B)
• Also, the leading end of piston (4) closes an fuel supply port to cut off the fuel supply, if the fuel leak occurs in the injection
pipe or injectors, and the fuel pressure on the downstream side of flow damper supplied through an orifice (2) + resistive
force of return spring (5) do not balance with the fuel pressure applied on the piston (4) surface prior to the orifice (2).
(Refer to the picture C)
• The piston (4) will return when the fuel pressure inside the rail less than 1.0 MPa (10.2 kgf/cm2).
A B C
Q000742E
-18-
D. Injector (G2 Type)
a. Outline
The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing,
rate, and spray condition, in accordance with commands received from the ECU.
b. Characteristics
• A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted.
• QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 base 16 char-
acters) are engraved on the injector head. The 4HK1/6HK1 engine common rail system optimizes injection volume con-
trol using this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the
engine ECU using the ISUZU Diagnostic tool.
c. Construction
QR Codes
30 base 16 characters
Solenoid Valve
Control Chamber
Pressurized Fuel
(from Rail)
Command Piston
Nozzle Spring
Pressure Pin
Nozzle Needle
Q000533E
-19-
d. QR Codes
• In order to minimize performance tolerance of injectors at replacing them, QR*1 (Quick Response) codes have been
adopted to enhance correction precision.
• Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and thus
the injection quantity control precision has improved. The characteristics of the engine cylinders have been further uni-
fied, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.
< NOTE >
• QR code correction points
• Location of QR codes
QR Codes ( 9.9mm)
ID Codes
(30 alphanumeric figures)
Base 16 characters noting fuel
injection quantity correction
information for market service use.
Q000534E
ID Code
Q000535E
-20-
• Replacing the Injector
Spare Injector
Engine ECU
Vehicle-side Injector
Outline Diagram
QD2352E
-21-
3-2. Description of Control System Components
A. Engine Control System Diagram
G2 Injector
EGR Cooler
EGR
Valve
VNT
Controller
VNT Actuator
Coolant
Oxidation Catalyst
Q000536E
VTHL (V)
ECU 5
+5V 4
VTHL
3
Output Voltage
2
1
A-GND
THL
0
-40 -20 0 20 40 60 80 100 120 (°C)
-40 -4 32 68 104 140 176 212 248 (°F)
Fuel Temperature
Q000106E
-22-
b. Atmospheric Air Pressure Sensor (Built-in ECU)
This sensor converts the atmospheric air pressure into an electrical signal to correct full load injection volume.
VPATM
107 {1.09}
Atmospheric Air Pressure (kPa {kg/cm2})
Q000278E
-23-
3-3. Various Types of Control
• This system controls the fuel injection quantity and injection timing more optimally than the mechanical governor or timer
used in conventional injection pumps.
• For system control, the ECU makes the necessary calculations based on signals received from sensors located in the
engine and on the vehicle in order to control the timing and duration in which current is applied to the injectors, thus re-
alizing optimal injection timing.
A. Fuel Injection Rate Control Function
The fuel injection rate control function controls the ratio of the quantity of fuel that is injected through the nozzle hole
during a specified period.
B. Fuel Injection Quantity Control Function
The fuel injection quantity control function, replaces the conventional governor function, and controls fuel injection to
achieve an optimal injection quantity based on the engine speed and the accelerator opening.
C. Fuel Injection Timing Control Function
The fuel injection timing control function, replaces the conventional timer function, and controls the fuel injection to
achieve an optimal injection timing according to the engine speed and the injection quantity.
D. Fuel Injection Pressure Control Function (Rail Pressure Control Function)
• The fuel injection pressure control function (rail pressure control function) uses a rail pressure sensor to measure fuel
pressure, and feeds this data to the ECU to control the pump discharge quantity.
• Pressure feedback control is implemented to match the optimal quantity (command quantity) set according to the engine
speed and the fuel injection quantity.
Accelerator sensor
-24-
E. Fuel Injection Rate Control
a. Main Injection
Same as conventional fuel injection.
b. Pilot Injection
• Pilot injection is the injection of a small amount of fuel prior to the main injection.
Main Injection
Pilot Injection
Q000110E
• While the adoption of higher pressure fuel injection is associated with an increase in the injection rate, the lag (injection
lag) that occurs from the time fuel is injected until combustion starts cannot be reduced below a certain value. As a result,
the quantity of fuel injected before ignition increases, resulting in explosive combustion together with ignition, and an in-
crease in the amount of NOx and noise. Therefore, by providing a pilot injection, the initial injection rate is kept to the
minimum required level dampening, the explosive first-period combustion and reducing NOx emissions.
TDC
Combustion
Process
Small Injection Amount
Prior to Ignition
High Injection
Rate Pilot Injection
Improvement
Injection Rate
Large Pre-mixture
Combustion Small Pre-mixture
(NOx, Noise) Combustion
Heat Generation
Rate
Ignition Delay
Q000111E
-25-
F. Fuel Injection Quantity Control
a. Starting Injection Quantity
The injection quantity is determined based on the engine speed (NE) and water temperature while starting.
Water Temperature
Engine Speed
Q000127E
Injection Quantity
Change in Accelerator Opening
Delay Time
Time
Q000128E
Accelerator Opening
Engine Speed
Q000129E
-26-
d. Injection Quantity for Maximum Speed Setting
The injection quantity is regulated by a value that is determined in accordance with the engine speed.
Engine Speed
Q000130E
Engine Speed
Q000131E
Engine Speed
Q000133E
-27-
g. Amount of Injection Quantity by Atmospheric Air Pressure Correction
With using atmospheric air pressure sensor signal, the maximum injection quantity curve is corrected as shown in the
figure below.
Engine Speed
Q000134E
Target Speed
Water Temperature
Q000135E
Target Speed
-28-
(3) Air Conditioner Idle-up Control
When the conditions shown in the chart on the right are realized, bring the idle-up speed to constant rpm.
Conditions
Q000137E
-29-
G. Fuel Injection Timing Control
The characteristics of the fuel injection timing vary depending on whether it is the main injection or the pilot injection.
Although either the NE sensor or the auxiliary NE sensor is the reference for controlling the injection timing, the NE sen-
sor is ordinarily used for this purpose.
a. Main Injection Timing
• The basic injection timing is calculated in accordance with the final injection quantity, the engine speed, and the water
temperature (with map correction).
• While starting, it is calculated in accordance with the water temperature and the engine speed.
Engine Speed
Q000138E
Pilot Interval
Engine Speed
Q000139E
Rail Pressure
Engine Speed
Q000140E
-30-
3-4. Engine ECU
A. Diagnosis Codes
a. 4HK1
-31-
DTC Code Code Description
-32-
DTC Code Code Description
-33-
b. 6HK1
-34-
DTC Code Code Description
-35-
DTC Code Code Description
-36-
B. ECU External Wiring Diagram
a. 4HK1 Diagram (1)
KEY SW A
ON STA-SW
IG1-SW
ACC
STAEN-REL A C
LOCK MAIN-RELAY
STARTER CUT RELAY
M-REL
M-REL ECU
+B
B +B SCVHI
+B
SCVHI
SCV
C
SCVLO
A GL-CONT
+ SCVLO
BATTERY GLOW-RELAY (GM1-FB)
- NE+ CRANK
(GM2-FB) POSITION
NE-
SENSOR
(GM3-FB) NE-SLD
(GM4-FB) SPEED
SPD A
SENSOR
AT METER
BATT
BK1-SW
G-VB CAM ANGLE
A BK2-SW
G SENSOR
CRM-SW G-SLD (HALL)
PB-VCC
CRR-SW BOOST
PBOOST PRESSURE
CRS-SW PB-GND SENSOR
TAP DOWN TAP UP
PFUEL-VCC
PFUEL RAIL
PRESSURE
PFUEL SENSOR
PFUEL-GND
PTOEN-SW
APS1-VCC
PTO SW PTOEN-REL APS1 APS1
APS1-GND
PTOFB-SW
APS2-VCC
PTO ENABLE RELAY OPTION APS2 APS2
APS2-GND
PTODIS-SW
APS3-VCC
SHUTDOWN-SW APS3 APS3
APS3-GND
RSET-SW
IDLUP-VCC
RRES-SW IDLUP IDLE UP
VOLUME
IDLUP-GND
SSPA-SW
SSPB-SW PACL-VCC
PACL PTO ACCEL
CCDIS-SW SENSOR
PACL-GND
(TQLIM-SW)
(SP2)
IGBC-SW
(SP2-GND)
CL-SW
(SP1-VCC)
(TQCUT-SW)
(SP1)
FUEL-SW *1 (SP1-GND)
Q000538E
-37-
b. 4HK1 Diagram (2)
POIL-GND
THW COOLANT TEMP
AC-SW
(ATMT-GND)
TWISTED PAIR
CAN1H
(ATMT)
CAN1L
AT (ACGL-SW)
CONTROLLER (CAN1-SLD)
(ACG-F)
AT-TACHO COMMON1
COMMON1
CYL1
CRSET-L
TWV-A
CYL4
MIL
TWV-C
CRM-L
COMMON2
COMMON2
CYL3
TWV-B
GL-L
PRESSURE
CYL2
ABS METER TWV-D A
(EXB-L)
ATM
AT
CLASS2 EXB-SW
TOOL CLASS2
EXHAUST
TOOL KWP2000 BRAKE EXHAUST BRAKE
RELAY CUT RELAY
AT C
M+
EGR DC EBM1 EXB-REL
BRUSH MOTOR EBM2 EXHAUST BRAKE
M- RELAY (CHARGE)
ABS
EGR-VCC
EGR POSITION EGP-POS
SENSOR
EGR-GND
P-GND
(EBM-W)
(EGR-UPOS) P-GND
(EGR-VPOS)
P-GND
(EGR-WPOS)
P-GND
(IDM1)
(IDM2) GND
GND
INT-VCC
CASE-GND
INT
INT-GND
Q000539E
-38-
c. 6HK1 Diagram (1)
STARTER STA-SW
SW
BATT SCVHI
IG0-SW SCVHI
SCV
IG1-SW
ECU
IGN A IGN B SCVLO
SCVLO
A B
NE+ CRANK
POSITION
NE- SENSOR
GLOW RELAY
GL-REL NE-SLD
LCT TCM
TWISTED PAIR
VSS+ VEHICLE
SPEED
VSS- SENSOR
C GLOW
PLUG VSS-SLD
ENGINE POWER
BLOCK (+B) *1
MAINTAIN G-VB
RELAY +B CAM ANGLE
G SENSOR
+B (HALL)
M-REL G-SLD
M-REL PBOOST
BOOST
PB-VCC SENSOR
GL-L PRESSURE
PB-GND
FIDL-L PFUEL
PFUEL PRESSURE
BK1-SW SENSOR
IGNITION3 PFUEL-VCC COMMON RAIL
BK2-SW PFUEL-GND
CRM-SW
APS1-VCC
APS1 APS1
CRR-SW
APS1-GND
CRS-SW
APS2-VCC
TOP DOWN TOP UP
APS2 APS2
APS2-GND
APS3-VCC
PTO SW
(UPFTR SUP) (UPFTR SUP) APS3 APS3
PTOEN-SW
APS3-GND
PTOEN-REL
PACL-VCC
PACL PTO ACCEL
SENSOR
B PTOFB-SW PACL-GND
PTO ENABLE RELAY POIL-VCC
ENGINE OIL
POIL PRESSURE
PTODIS-SW SENSOR
POIL-GND
RSET-SW
THW COOLANT TEMP
*1: In case of connecting to outside wiring, note that this termonal is connected to +B inside ECU.
*2: This terminal is unused. Q000540E
-39-
d. 6HK1 Diagram (2)
REV-SW
LOL-SW
FIDL-SW COM-GND
AC-SW LFUEL1 FUEL LEVEL#1
A/C REQUEST SW AC HI-PRESS SW
LFUEL2 FUEL LEVEL#2
4WD-SW
LCL-SW ACGL-SW ACG
WIF-SW
ACG-F ACG IGN (CRANK)
N-SW
AIR 2SPD. AXLE SENSOR
STARTER R/L VB
STAEN-REL
ELECTRIC 2SPD. AXLE CLUTCH SW
SW AUTOMATC
ECU
COMMON1
COMMON1
2SAXLE-SW CYL1
TWV-A
IGN3 CYL2
MANUAL
TWV-E
IGN3 2SPD.
CYL3
AXLE
MOTER TWV-C
COMMON2
COMMON2
ATM CYL4
PRESSURE TWV-F
CYL5
TWV-B
A/C RELAY LOW PRESSURE SW
BATT CYL6
TWV-D
A/C CLUTCH ACCL-REL
CLUSTER
MIL EXB-SW
TACHO
VSOUT1 EXHT Telltail-TTM
P-GND
GND
GND
CASE-GND
DIAGCL-SW
EGR-VCC
EGR-UPOS
EBM-U
EGR-VPOS EGR VALVE
EBM-V DRIVE DC BRUSH-LESS
EGR-WPOS MOTOER
EBM-W
EGR-GND
C
AVNT
AVNT
NOTE: IGN0 IGN1 CRANK IGN3
Un lock 1 0 0 0 VNTPOS-VCC
AVNT POSITION
Run 1 1 0 1 VNTPOS-SIG
SENSOR
Crank 1 1 1 0 VNTPOS-GND
Lock/Accessory 0 0 0 0
Q000541E
-40-
C. ECU Connector Diagram
a. 4HK1 ECU Connector Terminal Layout
㪘㪧㪪㪈㩷 㪘㪧㪪㪉㩷 㪘㪧㪪㪊㩷 㪧㪘㪚㪣㩷 㪠㪛㪣㪬㪧 㪙㪢㪈㩷 㪙㪢㪉㩷 㪚㪣㩷 㪪㪟㪬㪫㩷 㪛㪠㪘㪞㩷 㪜㪯㪙㩷 㪩㪜㪝
㪂㪙 㪂㪙 㪙㪘㪫㪫 㪤㪄㪩㪜㪣 㪤㪄㪩㪜㪣
㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮
㪛㪦㪮㪥㩷
㪄㪪㪮
㪚㪣㪜㪘㪩㩷
㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪙㪄㪊 㪙㪄㪋 㪪㪚㪭㪟㪠 㪪㪚㪭㪟㪠 㪫㪟㪮 㪫㪟㪘 㪫㪟㪝㪈 㪫㪮㪭㪄㪛 㪫㪮㪭㪄㪙
㪘㪄㪋㪐 㪘㪄㪌㪋 㪘㪄㪎㪉 㪚㪦㪤㪤㪦㪥㪈 㪚㪦㪤㪤㪦㪥㪉 㪙㪄㪊㪊 㪙㪄㪋㪌
㪘㪄㪉㪌 㪘㪄㪊㪇 㪘㪄㪋㪏 㪙㪄㪉㪇 㪙㪄㪊㪉
㪘㪚㩷 㪚㪩㪤㩷 㪚㪩㪩㩷 㪚㪩㪪㩷
㪧㪄㪞㪥㪛 㪧㪄㪞㪥㪛 㪫㪘㪚㪟㪦 㪘㪧㪪㪈 㪘㪧㪪㪉 㪘㪧㪪㪊 㪧㪘㪚㪣 㪠㪛㪣㪬㪧 㪪㪧㪛 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪪㪚㪭㪣㪦 㪪㪚㪭㪣㪦 㪧㪙㪦㪦㪪㪫 㪧㪝㪬㪜㪣 㪧㪝㪬㪜㪣 㪤㪘㪝 㪠㩷㪥㪫 㪞 㪥㪜㪂 㪥㪜㪄
㪙㪄㪈 㪙㪄㪉
㪚㪘㪪㪜㩷 㪘㪧㪪㪈㩷 㪘㪧㪪㪉㩷 㪘㪧㪪㪊㩷 㪧㪘㪚㪣㩷 㪠㪛㪣㪬㪧 㪚㪘㪥㪈㩷 㪚㪘㪥㩷 㪚㪘㪥㩷 㪢㪮㪧㩷 㪚㪣㪘㩷 㪚㪣㪘㩷 㪫㪟㪮㩷 㪧㪙㩷 㪧㪝㪬㪜㪣㩷 㪧㪦㪠㩷㪣㩷 㪤㪘㪝㩷 㪠㩷㪥㪫㩷 㪜㪞㪩㩷 㪞㩷 㪥㪜㩷
㪧㪄㪞㪥㪛 㪧㪄㪞㪥㪛 㪞㪥㪛 㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪪㪣㪛 㪈㪥 㪈㪣 㪉㪇㪇㪇 㪪㪪㪉 㪪㪪㪉 㪠㪞㪠㪄㪪㪮 㪦㪬㪫 㪜㪙㪤㪈 㪜㪙㪤㪉
㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪪㪣㪛 㪄㪪㪣㪛
㪘㪄㪈 㪘㪄㪍 㪘㪄㪉㪋 㪙㪄㪎 㪙㪄㪈㪐㩷
Q000542E
-41-
No. Terminal Name Content No. Terminal Name Content
-42-
No. Terminal Name Content No. Terminal Name Content
-43-
c. 6HK1 ECU Connector Terminal Layout
㪘㪧㪪㪈㩷 㪘㪧㪪㪉㩷 㪘㪧㪪㪊㩷 㪧㪘㪚㪣㩷 㪙㪢㪈㩷 㪙㪢㪉㩷 㪚㪣㩷 㪪㪟㪬㪫㩷 㪛㪠㪘㪞㩷 㪜㪯㪙㩷 㪝㪬㪜㪣 㪩㪜㪝 㪣㪚㪣㩷 㪩㪜㪭㩷 㪮㩷㪠㩷㪝㩷 㪫㪟㪘 㪜㪞㪩㩷 㪜㪞㪩㩷 㪜㪞㪩㩷
㪂㪙 㪂㪙 㪙㪘㪫㪫 㪤㪄㪩㪜㪣 㪤㪄㪩㪜㪣 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪪㪮
㪛㪦㪮㪥㩷 㪚㪣㪜㪘㪩㩷
㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪙㪄㪊 㪙㪄㪋 㪪㪚㪭㪟㪠 㪪㪚㪭㪟㪠 㪫㪟㪮 㪫㪟㪦 㪄㪬㪧㪦㪪 㪄㪭㪧㪦㪪 㪄㪮㪧㪦㪪 㪫㪟㪝㪈 㪫㪟㪝㪉 㪫㪮㪭㪄㪛 㪫㪮㪭㪄㪝 㪫㪮㪭㪄㪙
㪘㪄㪋㪐 㪘㪄㪌㪋 㪘㪄㪎㪉 㪚㪦㪤㪤㪦㪥㪈 㪚㪦㪤㪤㪦㪥㪉 㪙㪄㪊㪊 㪙㪄㪋㪌
㪘㪄㪉㪌 㪘㪄㪊㪇 㪘㪄㪋㪏 㪙㪄㪉㪇 㪙㪄㪊㪉
㪧㪄㪞㪥㪛 㪧㪄㪞㪥㪛 㪫㪘㪚㪟㪦 㪘㪧㪪㪈 㪘㪧㪪㪉 㪘㪧㪪㪊 㪧㪘㪚㪣 㪣㪝㪬㪜㪣㪈 㪣㪝㪬㪜㪣㪉 㪭㪪㪪㪂 㪭㪪㪪㪄 㪘㪚㪞㪄㪝 㪉㪪㪘㪯㪣㪜㩷 㪋㪮㪛㩷 㪘㪚㩷 㪚㪩㪤㩷 㪚㪩㪩㩷 㪚㪩㪪㩷
㪪㪚㪭㪣㪦 㪪㪚㪭㪣㪦 㪧㪙㪦㪦㪪㪫 㪧㪝㪬㪜㪣 㪧㪝㪬㪜㪣 㪧㪦㩷㪠㩷㪣㩷 㪤㪘㪝 㪭㪥㪫㪧㪦㪪㩷 㪞 㪥㪜㪂 㪥㪜㪄
㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪙㪄㪈 㪙㪄㪉 㪄㪪㪠㪞
㪚㪘㪪㪜㩷 㪘㪧㪪㪈㩷 㪘㪧㪪㪉㩷 㪘㪧㪪㪊㩷 㪧㪘㪚㪣㩷 㪚㪦㪤㩷 㪭㪪㪪㩷 㪚㪘㪥㪈㩷 㪚㪘㪥㪈㪟 㪚㪘㪥㪈㪣 㪚㪣㪘㩷 㪚㪣㪘㩷 㪠㪞㪦㪄㪪㪮 㪠㪞㪠㪄㪪㪮 㪘㪭㪥㪫 㪜㪙㪤㩷 㪜㪙㪤㩷 㪜㪙㪤㩷 㪧㪙㩷 㪧㪝㪬㪜㪣㩷 㪧㪦㩷㪠㩷㪣㩷 㪤㪘㪝㩷 㪭㪥㪫㪧㪦㪪㩷 㪜㪞㪩㩷 㪞㩷 㪥㪜㩷
㪧㪄㪞㪥㪛 㪧㪄㪞㪥㪛 㪞㪥㪛 㪞㪥㪛 㪄㪪㪣㪛 㪄㪬 㪄㪭 㪄㪮 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪪㪣㪛 㪄㪪㪣㪛
㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪞㪥㪛 㪄㪪㪣㪛 㪪㪪㪉 㪪㪪㪉
㪘㪄㪈 㪘㪄㪍 㪘㪄㪉㪋 㪙㪄㪎 㪙㪄㪈㪐㩷
Q000543E
-44-
No. Terminal Name Content No. Terminal Name Content
-45-
No. Terminal Name Content No. Terminal Name Content
-46-