Diesel Injection Pump

SERVICE MANUAL

Common Rail System for ISUZU

4HK1 / 6HK1 Type Engine
OPERATION
February, 2004

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

Vehicle Name Engine Model Vehicle model Exhaust Volume Reference

ELF 4HK1 N series 5.2L Direct-Injection

C560 Series 6HK1 GM 560 7.8L Direct-Injection

1-2. System Components Parts Numbers

Car Manufacturer Parts

Parts Name DENSO Parts Number Reference
Number

Supply Pump 294000-0260 8973288860 4HK1

294050-0021 9876020491 6HK1
Injector 095000-5351 8976011561 6HK1
095000-5361 8976028031
095000-5471 8973297031 4HK1
Rail 095440-0351 8973060632 4HK1
095440-0470 8973230190 6HK1
Engine ECU 275800-2801 8151794773 6HK1
275800-2812 8973750190 4HK1
275800-2822 8973750200

-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.

Common Rail System

Injection Pressure Control Injection Timing Control Injection Rate Control

Injection Rate

Optimization, High Pressurization Optimization Pilot Injection

Common Rail System Common Rail System Main

injection
Injection Pressure

Injection Timing

Crankshaft Angle
Particulate

Injection Quantity Control

NOx

Cylinder Injection
Conventional Conventional Volume Correction
Pump Pump
Speed

Speed Injection Speed

Pressure 㧝 㧟 㧠 㧞

QD0734E

d. EGR (Exhaust Gas Recirculation) Control

By recirculating the exhaust gas into the intake side of the engine, the combustion temperature is reduced and NOx is
decreased.

-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

Fuel temperature sensor

Vehicle speed
Accelerator opening
Intake air pressure
Intake air temperature Engine ECU
Coolant temperature
Crankshaft position
Cylinder recognition sensor

Intake airflow rate

Rail Pressure
limiter Injector

Rail pressure
sensor

Fuel temperature
sensor SCV (suction
Supply pump Fuel tank
control valve)
Q000737E

b. 6HK1

Fuel temperature sensor

Vehicle speed
Accelerator opening
Intake air pressure
Intake air temperature Engine ECU
Coolant temperature
Crankshaft position
Cylinder recognition sensor

Intake airflow rate Pressure

limiter
Rail Injector

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.

Sensor (*1 : DENSO products) Actuator

Engine Speed EGR is produced
Crankshaft Position Sensor NE by other manufactures.

Cylinder Recognition Injector

Cylider Recognition Sensor G •Injection Quantity Control
•Injection Timing Control
Engine
Load ECU
Accelerator Position Sensor
Supply Pump (SCV)

Rail Pressure Sensor (*1) •Injection Pressure Control

EGR, Engine Warning Light

Other Sensors and Switches

Q000524E

-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

Fuel Temperature Sensor

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

Filter Feed Pump

Camshaft Fuel Inlet

Intake

Fuel Tank Fuel Filter (with Priming Pump)

QD0704E

-7-
• Development: HP3

SCV

Plunger

Feed Pump
Pump Body

Fuel Temperature
Sensor
Ring Cam

Regulating
Valve

Drive Shaft Filter

Plunger

Q000527E

-8-
• Development: HP4

SCV

Plunger

Fuel Temperature Filter

Sensor

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.

Supply Pump Interior

Regulating Valve

Feed Pump SCV (Suction Control Valve) Pumping Portion (Plunger) Rail
Overflow
Intake Valve

Fuel Tank
Q000283E

c. Construction of Supply Pump (in case of HP3 pump)

• The eccentric cam is attached to the cam shaft. The eccentric cam is connected to the ring cam.

Cam Shaft

Eccentric Cam Ring Cam

QD0706E

• 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.

Suction Valve Delivery Valve

Plunger A
Eccentric Cam

Ring Cam

SCV
Plunger B

Plunger A: Complete Compression Plunger A: Begin Intake

Plunger B: Complete Intake Plunger B: Begin Compression

Plunger A: Begin Compression Plunger A: Complete Intake

Plunger B: Begin Intake Plunger B: Complete Compression
QD0707E

< NOTE >

• There are 3 plungers for the HP4.

-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.

Quantity Decrease Quantity Decrease (Fuel Discharge)

Outer Rotor to Pump Chamber

Inner Rotor

Intake Port
Discharge Quantity Increase
Port Quantity Increase (Fuel Intake)
from Fuel Tank QD0708E

b. SCV: Suction Control Valve (Normally open type)

• A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied
to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger.
• Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of
the supply pump decreases.
• When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the ar-
mature to the left side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and
thus regulating the fuel quantity.
• With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers.
(Full quantity intake and full quantity discharge)
• When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally
opened).
• By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is dis-
charged by the plungers.

Exterior View of SCV Cross-section of SCV

SCV
Return Spring

Pump Body
Cylinder
Q000270E

(1) In case of short time ON duty

-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

Small Opening 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.

: 4HK1 200 ± 9 MPa

(2038 ± 92 kg/cm2)
: 6HK1 221 ± 9 MPa
(2254 ± 92 kg/cm2)
Valve Open

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

< NOTE >

• It is necessary to reset the ECU default value using the ISUZU diagnosis tool at the time of supply pump service replace-
ment. In addition, the ECU has a function enabling it to learn the performance of the supply pump at the time of ECU
service replacement, so ensure sufficient time (several minutes) is available.

-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).

(4) Piston (6) Housing

(2) Orifice (3) Slit (5) Return Spring

(1) From Rail (7) To Injector

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

Injection quantity Q Pressure Parameter

QR code on the injector connector

Actuating pulse width TQ

Q000670E

• 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

e. Repair Procedure Changes

• Differences in comparison with the conventional method of replacing injectors assembly are as shown below.
< NOTE >
• When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes (QR codes) in the
ECU. (If the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise
will result.)
• New (Injector with QR Codes)

30 base 16 characters noting fuel injection quantity correction

information displaed for market service use

ID Code

Q000535E

-20-
 • Replacing the Injector

"No correction resistance, so no electrical recognition capability"

Spare Injector
˜

Engine ECU

* Necessary to record the injector ID codes in Engine ECU

QD1536E

• Replacing the Engine ECU

"No correction resistance, so no electrical recognition capability"

Vehicle-side Injector
˜

Spare Engine ECU

* Necessary to record the injector ID codes in the engine ECU

QD1537E

E. Engine ECU (Electronic Control Unit)

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

Outline Diagram

Sensor Engine ECU Actuator

Detection Calculation Actuation

QD2352E

-21-
3-2. Description of Control System Components
A. Engine Control System Diagram

Intake Air Temperature Sensor

Intake Air Pressure Sensor

Mass Airflow Meter
Inter-Cooler

G2 Injector

EGR Cooler
EGR
Valve

VNT
Controller
VNT Actuator

Coolant

Oxidation Catalyst

Q000536E

a. Fuel Temperature Sensor (THL)

• The fuel temperature sensor detects the fuel temperature and outputs it to the ECU. The sensor uses a thermistor, which
varies resistance according to temperature.
• As the ECU applies voltage to the thermistor, it uses a voltage resulting from the division of the computer internal resis-
tance and the thermistor resistance to detect the temperature.

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

Output Voltage (V) 3.8

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.

Input Signal (*1 : DENSO products) Control Output

Accelerator sensor

Fuel Injection Rate Control

NE Sensor
(Crankshaft Position Sensor)
Fuel Injection Quantity Control
TDC Sensor
(Cylinder Recognition Sensor) Fuel Control Computer
(ECU) Fuel Injection Timing Control
Rail Pressure Sensor (*1)
Fuel Injection Pressure Control
Various Sensors (*1)
·Water Temperature Sensor
·Fuel Temperature Sensor Atmospheric Air
·Atmospheric Air Temperature Pressure Sensor
Sensor etc. Diagnosis
Q000537E

-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.

Starting Injection Quantity

Water Temperature

Engine Speed
Q000127E

b. Transient Injection Quantity Correction

When the changes in the accelerator opening are great during acceleration, the increase in fuel volume is delayed to
inhibit the discharge of black smoke.

Injection Quantity
Change in Accelerator Opening

Injection Quantity after Correction

Delay Time
Time
Q000128E

c. Basic Injection Quantity

• This quantity is determined in accordance with the engine speed (NE) and the accelerator opening.
• Increasing the accelerator opening while the engine speed remains constant causes the injection quantity to increase.

Basic Injection Quantity

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.

Injection Quantity for Maximum Speed Setting

Engine Speed
Q000130E

e. Maximum Injection Quantity

Is determined in accordance with the engine speed and corrected by the coolant temperature signal.

Basic Maximum Injection Quantity

Engine Speed
Q000131E

f. Amount of Injection Quantity Intake Pressure Correction

Limits the maximum injection quantity in accordance with the intake pressure, in order to minimize the discharge of
smoke when the intake air pressure is low.

Amount of Intake Air Pressure Correction

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.

Amount of Atmospheric Air Pressure Correction

Engine Speed
Q000134E

h. Idle Speed Control System (ISC)

Controls the idle speed by regulating the injection quantity in order to match the target speed, which has been calculated
by the computer, with the actual speed. The functions of the ISC can be broadly divided into the following two items:
(1) Auto ISC
Controls the idle speed in accordance with the water temperature.

Target Speed

Water Temperature
Q000135E

(2) Manual ISC

Controls the idle speed in accordance with the idle speed indicated on the manual idle setting knob provided at the driv-
er's seat.

Target Speed

ISC Knob Terminal Voltage

Q000136E

-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

Air Conditioning SW = "ON"

Clutch SW = "ON" (Clutch Connection)

Neutral SW = "ON" (Neutral)

Q000137E

i. Auto Cruise Control

• Controls the actual vehicle speed by regulating the injection quantity in order to match the target speed that has been
calculated by the computer with the actual speed.
• The CRS ECU controls the injection quantity in accordance with signals from the cruise control computer.

-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.

Basic Injection Timing

Final Injection Quantity

Engine Speed
Q000138E

b. Pilot Injection timing (Pilot Interval)

• The pilot injection timing is controlled by adding the pilot interval to the main injection timing.
• The pilot interval 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.

Pilot Interval

Final Injection Quantity

Engine Speed
Q000139E

c. Fuel Injection Pressure

• A value is calculated as determined in accordance with the final injection quantity and the engine speed.
• While starting, it is calculated in accordance with the water temperature and the engine speed.

Rail Pressure

Final Injection Quantity

Engine Speed
Q000140E

-30-
3-4. Engine ECU
A. Diagnosis Codes
a. 4HK1

DTC Code Code Description

P0643 Analog Sensor Reference Voltage Output No.1 Too High

P0642 Analog Sensor Reference Voltage Output No.1 Too Low
P0653 Analog Sensor Reference Voltage Output No.2 Too High
P0652 Analog Sensor Reference Voltage Output No.2 Too Low
P0699 Analog Sensor Reference Voltage Output No.3 Too High
P0698 Analog Sensor Reference Voltage Output No.3 Too Low
P0118 Coolant Temp. Sensor Signal Too High
P0117 Coolant Temp. Sensor Signal Too Low
P0113 Intake Air Temp. Sensor Signal Too High
P0112 Intake Air Temp. Sensor Signal Too Low
P0183 Fuel Leak Temp. Sensor Signal Too High
P0182 Fuel Leak Temp. Sensor Signal Too Low
P0113 ATM Temp. Sensor Signal Too High
P0112 ATM Temp. Sensor Signal Too Low
P0193 C/Rail Press. Sensor Signal Too High
P0192 C/Rail Press. Sensor Signal Too Low
P2229 Atom Press. Sensor Signal Too High
P2228 Atom Press. Sensor Signal Too Low
P0238 Boost Pressure Sensor Signal Too High
P0237 Boost Pressure Sensor Signal Too Low
P0563 Ignition1 Voltage Too High
P0562 Ignition1 Voltage Too Low
P0103 MAF Sensor Signal Too High
P0102 MAF Sensor Signal Too Low
P1597 PTO Accelerator Sensor Signal Too High
P1594 Idleup Signal Too High
P1593 Idleup Signal Too Low
P0406 EGR Position Signal Too High
P0405 EGR Position Signal Too Low
P0571 Cruise / Brake Switch Circuit Malfunction
P0567 Cruise Resume / Accelerator Signal
P0568 Cruise Set / Coast Signal Malfunction
P0335 Crank Sensor No Pulse
P0340 Cam Sensor No Pulse
P0092 SCV (+) output short to BATT
SCV (-) output short to BATT

-31-
DTC Code Code Description

P0091 SCV (+) output open Load / short to GND

SCV (-) output open Load / short to GND
SCV coil open
P1264 COM1 output short to BATT;
TWV1 or 3 (or 5) output short to BATT
P1263 COM1 output short to GND;
TWV1 or 3 (or 5) output short to GND
P2152 COM1 output open load;
Both TWV1 or 3 (or 5) output open load
P1266 COM2 output short to BATT;
TWV2 or 4 (or 6) output short to BATT
P1265 COM2 output short to GND;
TWV2 or 4 (or 6) output short to GND
P2155 COM2 output open load;
Both TWV2 or 4 (or 6) output open load
P0201 TWV1 output open load
Injector#1 coil open
P0202 TWV2 output open load
Injector#3 coil open
P0203 TWV3 output open load
Injector#4 coil open
P0204 TWV4 output open load
Injector#2 coil open
P1261 Capacitor charge-up circuit malfunction (insufficient charge)
P1261 Capacitor charge-up circuit malfunction (excessive charge)
P0088 Common rail pressure exceeds upper
P0088 Common rail pressure exceeds hi upper limit
P0382 Glow Controller Command Line Short to BATT
P0382 Glow Controller Command Line Open Load / Short to GND
P1094 C/Rail Press. Sensor Performance Invalid included fuel leak
P0087 P/L (pressure limiter) activated
P1404 EGR Position Error
P0400 EGR Duty Error
P0500 Vehicle Speed Sensor Malfunction
P0606 CPU fault;
-Main CPU fault
P0606 CPU fault;
-Watchdog IC fault
P0602 EEPROM/EERPOM Emulation via Flash EPROM Write Error
P0219 Engine overrun
P0512 Starter Switch Short to BATT

-32-
DTC Code Code Description

P0686 Main relay diagnostics;

Main relay stuck closed
P0089 Supply pump control valve (suction control valve) stuck
P0299 Boost Pressure Sensor exceeds lower limit
P0234 Boost Pressure Sensor exceeds upper limit
P2293 Supply pump protection
P2294 Supply pump exchange
P1093 Supply pump malfunction
P2122 Accelerator Pedal Position Sensor 1 Low Voltage
P2123 Accelerator Pedal Position Sensor 1 High Voltage
P2127 Accelerator Pedal Position Sensor 2 Low Voltage
P2128 Accelerator Pedal Position Sensor 2 High Voltage
P2132 Accelerator Pedal Position Sensor 3 Low Voltage
P2133 Accelerator Pedal Position Sensor 3 High Voltage
P1125 Pedal Position Sensor Circuit Intermittent
P2138 Accelerator Pedal Position Sensor 1, 2 Correlation Error
P2140 Accelerator Pedal Position Sensor 2, 3 Correlation Error
P2139 Accelerator Pedal Position Sensor 1, 3 Correlation Error
U2104 CAN Bus Error
U2106 CAN TCM SOH Diagnostic
P0602 QR Code Not Programmed
P0602 QR Code ERROR

-33-
b. 6HK1

DTC Code Code Description

P0641 Analog Sensor Reference Voltage Output No.1 Too High

P0641 Analog Sensor Reference Voltage Output No.1 Too Low
P0651 Analog Sensor Reference Voltage Output No.2 Too High
P0651 Analog Sensor Reference Voltage Output No.2 Too Low
P1646 Analog Sensor Reference Voltage Output No.3 Too High
P1646 Analog Sensor Reference Voltage Output No.3 Too Low
P0118 Coolant Temp. Sensor Signal Too High
P0117 Coolant Temp. Sensor Signal Too Low
P0113 Intake Air Temp. Sensor Signal Too High
P0112 Intake Air Temp. Sensor Signal Too Low
P0183 Fuel Leak Temp. Sensor Signal Too High
P0182 Fuel Leak Temp. Sensor Signal Too Low
P0523 Oil Press. Sensor Signal Too High
P0522 Oil Press. Sensor Signal Too Low
P0463 Fuel Level Sensor1 Signal Too High
P0462 Fuel Level Sensor1 Signal Too Low
P1433 Fuel Level Sensor2 Signal Too High
P1432 Fuel Level Sensor2 Signal Too Low
P0193 C/Rail Press. Sensor Signal Too High
P0192 C/Rail Press. Sensor Signal Too Low
P0190 C/Rail Press. Sensor Signal keeping the middle range
P0108 Atom Press. Sensor Signal Too High
P0107 Atom Press. Sensor Signal Too Low
P0238 Boost Pressure Sensor Signal Too High
P0237 Boost Pressure Sensor Signal Too Low
P0563 Ignition1 Voltage Too High
P0562 Ignition1 Voltage Too Low
P2003 MAF Sensor Signal Too High
P2004 MAF Sensor Signal Too Low
P2005 PTO Accelerator Sensor Signal Too High
P2007 VNT Current Too High
P2008 VNT Current Too Low
P0704 Clutch Pedal Switch Circuit
P0571 Cruise / Brake Switch Circuit Malfunction
P0571 Cruise / Brake Switch Circuit Malfunction
P0567 Cruise Resume / Accelerator Signal
P0568 Cruise Set / Coast Signal Malfunction
P0335 Crank Sensor No Pulse
P0385 Cam Sensor No Pulse

-34-
DTC Code Code Description

P0092 SCV (+) output short to BATT

SCV (-) output short to BATT
P0091 SCV (+) output open Load / short to GND
SCV (-) output open Load / short to GND
SCV coil open
P1264 COM1 output short to BATT;
TWV1 or 3 (or 5) output short to BATT
P1263 COM1 output short to GND;
TWV1 or 3 (or 5) output short to GND
P2011 COM1 output open load;
Both TWV1 or 3 (or 5) output open load
P1266 COM2 output short to BATT;
TWV2 or 4 (or 6) output short to BATT
P1265 COM2 output short to GND;
TWV2 or 4 (or 6) output short to GND
P2012 COM2 output open load;
Both TWV2 or 4 (or 6) output open load
P0201 TWV1 output open load
Injector#1 coil open
P0202 TWV2 output open load
Injector#5 coil open
P0203 TWV3 output open load
Injector#3 coil open
P0204 TWV4 output open load
Injector#6 coil open
P0205 TWV5 output open load
Injector#2 coil open
P0206 TWV6 output open load
Injector#4 coil open
P1261 Capacitor charge-up circuit malfunction (insufficient charge)
P1261 Capacitor charge-up circuit malfunction (excessive charge)
P1088 Common rail pressure exceeds hi upper limit
P0382 Glow Controller Command Line Short to BATT
P0382 Glow Controller Command Line Open Load / Short to GND
P0500 Vehicle Speed Sensor Malfunction
P0087 C/Rail Press. Sensor Performance Invalid included fuel leak
P1087 P/L (pressure limiter) activated
P2565 VNT Position Signal Too high
P2564 VNT Position Signal Too low
P2900 VNT Position Stick
P2901 EGR Brushless motor Position Sensor Signal Invalid
P2902 EGR Brushless motor Performance Error

-35-
DTC Code Code Description

P2903 EGR Valve open/Close Stick

P0606 CPU fault;
-Main CPU fault
P0606 CPU fault;
-Watchdog IC fault
P1621 EEPROM/EERPOM Emulation via Flash EPROM Write Error
P0219 Engine overrun
P0512 Starter Switch Short to BATT
P2920 Main relay diagnostics;
Main relay stuck closed
P0088 Supply pump control valve (suction control valve) stuck
P0234 Boost Pressure Sensor exceeds upper limit
P0234 Boost Pressure Sensor exceeds upper limit (Long time)
P2921 Supply pump protection
P2922 Supply pump exchange
P2923 Supply pump malfunction
P1277 Accelerator Pedal Position Sensor 1 Low Voltage
P1278 Accelerator Pedal Position Sensor 1 High Voltage
P1282 Accelerator Pedal Position Sensor 2 Low Voltage
P1283 Accelerator Pedal Position Sensor 2 High Voltage
P1287 Accelerator Pedal Position Sensor 3 Low Voltage
P1288 Accelerator Pedal Position Sensor 3 High Voltage
P1125 Pedal Position Sensor Circuit Intermittent
P1271 Accelerator Pedal Position Sensor 1, 2 Correlation Error
P1272 Accelerator Pedal Position Sensor 2, 3 Correlation Error
P1273 Accelerator Pedal Position Sensor 1, 3 Correlation Error
U1300 Class2 Bus Short to Ground
U1301 Class2 Bus Short to Battery
U2104 CAN Bus Error
P0461 Fuel Level Sensor Circuit Performance
P0602 QR Code Not Programmed
P0602 QR Code ERROR

-36-
B. ECU External Wiring Diagram
a. 4HK1 Diagram (1)

START STARTER RELAY

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)

DIAG CLEAR-SW (LOL-SW)

(POIL-VCC)
REF-SW
(POIL)

POIL-GND
THW COOLANT TEMP
AC-SW

THF1 FUEL TEMP

ECU (THF2)
(FQ1)
(THO)
(FQ2)
THA INTAKE AIR TEMP
(FQ3)
B
(INCA-BAT)
MAF MAF
(INCA-GND)
MAF-GND

METER THWOUT (SP3-GND)

TACHO
(SP3)

(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

RRES-SW THF1 FUEL TEMP#1

RRPA-SW
*2 THF2 FUEL TEMP#2
RRPB-SW
CCDIS-SW THD ENGINE OIL TEMP

THA INTAKE AIR TEMP

IGBC-SW
CL-SW C
FAXLE-SW MAF MAF
MAF-GND
A

*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

B EXHT BRK SOLENOID

TWISTED PAIR
CAN1H EXB-REL
TCM
CAN1L ABS TCM
CAN1-SLD
P-GND W/ABS LCT
CHASSIS VSOUT2 NO ABS WTERC
BUILDER
P-GND
CLASS2
TECH II CLASS2 P-GND

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

ECU CONNECTOR PIN ASSIGNMENT : 154PIN

㪘㪄㪎㪊 㪘㪄㪎㪏 㪘㪄㪐㪍 㪙㪄㪌 㪙㪄㪍 㪙㪄㪋㪍 㪙㪄㪌㪏

㪞㪣㩷 㪧㪫㪦㪜㪥㩷 㪪㪫㪘㪜㪥㩷 㪜㪯㪙㩷 㪧㪙㩷 㪧㪝㪬㪜㪣㩷 㪧㪦㪠㩷㪣㩷 㪜㪞㪩㩷 㪠㩷㪥㪫㩷 㪞㩷 㪜㪞㪩㩷
㪤㪠㪣 㪚㪩㪤㩷 㪘㪫㪄㩷 㪚㪩㪪㪜㪫㩷 㪠㪞㪙㪚㩷 㪚㪚㪛㪠㪪㩷 㪪㪪㪧㪘 㪪㪪㪧㪙 㪩㪪㪜㪫㩷 㪩㪩㪜㪪㩷 㪧㪫㪦㪜㪥 㪧㪫㪦㪛㪠㪪㩷 㪧㪫㪦㪝㪙㩷 㪪㪫㪘㩷
㪂㪙 㪄㪚㪦㪥㪫 㪄㪩㪜㪣 㪄㪩㪜㪣 㪄㪩㪜㪣 㪞㪣㪄㪣 㪄㪣 㪫㪘㪚㪟㪦 㪄㪣 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
㪚㪦㪤㪤㪦㪥㪈 㪚㪦㪤㪤㪦㪥㪉 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪙 㪄㪧㪦㪪 㪫㪮㪭㪄㪦 㪫㪮㪭㪄㪘

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

b. 4HK1 Terminal Connections

No. Terminal Name Content No. Terminal Name Content

A-1 CASE-GND CASE GND A-31 APS1 ACCEL POSITION 1 SIG

A-2 P-GND POWER GND A-32 APS2 ACCEL POSITION 2 SIG
A-3 P-GND POWER GND A-33 APS3 ACCEL POSITION 3 SIG
A-4 GND ECU SENSOR GND A-34 PACL PTO ACCEL SIG
A-5 GND ECU SENSOR GND A-35 IDLUP IDLE UP SIG
A-6 N/A (Q CONTROL RESISTOR 3) A-36 N/A (SP1)
A-7 APS1-GND V5RTN1 A-37 N/A (SP2)
A-8 APS2-GND V5RTN2 A-38 N/A (ATM TEMP SIG)
A-9 APS3-GND V5RTN3 A-39 SPD SPEED INPUT
A-10 PACL-GND PTO ACCEL GND A-40 — —
A-11 IDLUP-GND IDLE UP GND A-41 N/A (ACG-F PULSE INPUT)
A-12 N/A (SP3 GND) A-42 — —
A-13 N/A (ATM TEMP GND) A-43 N/A (GLOW MONITOR2 FEEDBACK)
A-14 — — A-44 N/A (GLOW MONITOR3 FEEDBACK)
A-15 N/A (SP1-GND) A-45 AC-SW A/C CLUTCH REQUEST SW
A-16 CAN1-SLD CAN1 SHIELD GND A-46 CRM-SW RUISE ENABLE (ON/OFF) SW
A-17 CAN1H CAN1 HIGH A-47 CRR-SW CRUISE RESUME/ACCEL SW
A-18 CAN1L CAN1 LOW A-48 CRS-SW CRUISE SET/COAST SW
A-19 KWP2000 ISO14230 A-49 +B POWER
A-20 CLASS2 J1850 A-50 +B POWER
A-21 CLASS2 J1850 A-51 BATT BATTERY
A-22 — — A-52 M-REL POWER MAINTAIN RELAY
A-23 IG1-SW IGNITION 1 A-53 M-REL POWER MAINTAIN RELAY
A-24 THWOUT THW PWM OUTPUT A-54 APS1-VCC VBREF1
A-25 — — A-55 APS2-VCC VBREF2
A-26 P-GND POWER GND A-56 APS3-VCC VBREF3
A-27 P-GND POWER GND A-57 — —
A-28 TACHO TACHO A-58 PACL-VCC PTO ACCEL VCC
A-29 N/A (Q CONTROL RESISTOR 1) A-59 IDLUP-VCC IDLE UP VCC
A-30 N/A (Q CONTROL RESISTOR 2) A-60 N/A (SP1 VCC)

-41-
No. Terminal Name Content No. Terminal Name Content

A-61 N/A (ACG-L INPUT) A-79 GL-L GLOW LAMP

A-62 BK1-SW BRAKE 1 SW A-80 MIL CHECK ENGINE LAMP
A-63 BK2-SW BRAKE 2 SW A-81 CRM-L CRUISE MAIN LAMP
A-64 CL-SW CLUTCH SW A-82 AT-TACHO AT-TACHO
A-65 SHUTDOWN-SW ENGINE SHUTDOWN SW A-83 N/A (SP2 GND)
A-66 DIAG CLEAR-SW DIAG CLEAR SW A-84 CRSET-L CRUISE SET LAMP
A-67 EXB-SW EXHAUST BRAKE SW A-85 N/A (SP2)
A-68 — — A-86 IGBC-SW IGNORE BRAKE/CLUTCH SW
A-69 REF-SW REFRIGERATOR SW A-87 N/A (TORQUE LIMIT SW)
A-70 N/A (GLOW MONITOR1 FEEDBACK) A-88 CCDIS-SW CAB CONTROL DISABLE SW
A-71 N/A (TORQUE CUT SW) A-89 SSPA-SW SET SPEED A SW
A-72 N/A (GLOW MONITOR4 FEEDBACK) A-90 SSPB-SW SET SPEED B SW
A-73 +B POWER A-91 RSET-SW REMOTE SET SW
A-74 GL-CONT GLOW CONTOROLLER A-92 RRES-SW REMOTE RESUME SW
A-75 PTOEN-REL PTO ENGAGE RELAY A-93 PTOEN-SW PTO ENGAGE SW
A-76 STAEN-REL STARTER ENABLE RELAY A-94 PTODIS-SW PTO DISABLE SW
A-77 EXB-REL EXHAUST BRAKE RELAY A-95 PTOFB-SW PTO FEEDBACK SW
A-78 N/A (EXHAUST BRAKE LAMP) A-96 STA-SW CRANKING REQUEST SW

No. Terminal Name Content No. Terminal Name Content

B-1 N/A (INTAKE DC MOTOR1) B-22 — —

B-2 N/A (INTAKE DC MOTOR2) B-23 N/A (INCA-BAT)
B-3 COMMON1 INJECTOR POWER1 B-24 PBOOST BOOST PRESSURE SIG.
B-4 COMMON2 INJECTOR POWER2 B-25 PFUEL RAIL PRESSURE SIG.
B-5 COMMON1 INJECTOR POWER1 B-26 PFUEL RAIL PRESSURE SIG.
B-6 COMMON2 INJECTOR POWER2 B-27 N/A (OIL PRESSURE SIG.)
B-7 EBM1 EGR DC MOTOR 1 B-28 MAF MAF SIGNAL
B-8 EBM2 EGR DC MOTOR 2 B-29 INT INTAKE POSITION SIG.
B-9 N/A (EGR BRUSHLESS MOTOR W) B-30 G CAM ANGLE
B-10 — — B-31 NE+ CRANK POSITION+
B-11 N/A (INCA-GND) B-32 NE- CRANK POSITION-
B-12 PB-GND BOOST PRESSURE GND B-33 SCVHI SCV HIGH SIDE
B-13 PFUEL-GND RAIL PRESSURE GND B-34 SCVHI SCV HIGH SIDE
B-14 POIL-GND OIL PRESSURE GND B-35 THW COOLANT TEMP.
B-15 MAF-GND MAF GND B-36 N/A (ENGINE OIL TEMP.)
B-16 INT-GND INTAKE POSITION GND B-37 THA INTAKE AIR TEMP.
B-17 EGR-GND EGR POSITION GND B-38 N/A (EGR-U POSITION SIG.)
B-18 G-SLD CAM ANGLE GND B-39 N/A (EGR-V POSITION SIG.)
B-19 NE-SLD CRANK POSITION GND B-40 N/A (EGR-W POSITION SIG.)
B-20 SCVLO SCV LOW SIDE B-41 THF1 FUEL TEMP
B-21 SCVLO SCV LOW SIDE B-42 N/A (FUEL TEMP. #2)

-42-
 No. Terminal Name Content No. Terminal Name Content

B-43 TWV-D INJECTOR D(CYL2) B-51 G-VB CAM ANGLE VB

B-44 — — B-52 N/A (LOW OIL LEVEL SW)
B-45 TWV-B INJECTOR B(CYL3) B-53 EGR-POS EGR-POSITION SIG. (DC MOTOR)
B-46 PB-VCC BOOST PRESSURE VCC B-54 — —
B-47 PFUEL-VCC RAIL PRESSURE VCC B-55 — —
B-48 POIL-VCC OIL PRESSURE VCC B-56 TWV-C INJECTOR C(CYL4)
B-49 EGR-VCC EGR POSITION VCC B-57 — —
B-50 INT-VCC INTAKE POSITION VCC B-58 TWV-A INJECTOR A(CYL1)

< NOTE >

• N/A: Component is not mounted (circuit pattern only). Note that the VCC and GND and pin No. A-78 for sensors are
connected inside ECU.

-43-
c. 6HK1 ECU Connector Terminal Layout

ECU CONNECTOR PIN ASSIGNMENT : 154PIN

㪘㪄㪎㪊 㪘㪄㪎㪏 㪘㪄㪐㪍 㪙㪄㪌 㪙㪄㪍 㪙㪄㪋㪍 㪙㪄㪌㪏

㪧㪙㩷 㪧㪝㪬㪜㪣㩷 㪧㪦㩷㪠㩷㪣㩷 㪜㪞㪩㩷 㪠㩷㪥㪫㩷 㪞㩷 㪣㪦㪣㩷
㩿㪂㪙㪀 㪞㪣㩷
㪄㪩㪜㪣
㪧㪫㪦㪜㪥㩷 㪪㪫㪘㪜㪥㩷
㪄㪩㪜㪣 㪄㪩㪜㪣
㪜㪯㪙㩷
㪄㪩㪜㪣
㪝㩷㪠㩷㪛㪣㩷
㪄㪣 㪞㪣㪄㪣
㪭㪪㩷 㪭㪪㩷
㪤㩷㪠㩷㪣 㪦㪬㪫㪈 㪦㪬㪫㪉 㪚㪩㪪㪜㪫㩷
㪄㪣
㪠㪞㪙㪚㩷
㪄㪪㪮
㪚㪚㪛㪠㪪㩷 㪪㪪㪧㪘 㪪㪪㪧㪙
㪄㪪㪮 㪄㪪㪮 㪄㪪㪮
㪩㪪㪜㪫㩷 㪩㪩㪜㪪㩷 㪧㪫㪦㪜㪥 㪧㪫㪦㪛㪠㪪㩷 㪧㪫㪦㪝㪙㩷
㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮 㪄㪪㪮
㪪㪫㪘㩷
㪄㪪㪮
㪚㪦㪤㪤㪦㪥㪈 㪚㪦㪤㪤㪦㪥㪉 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪚㪚 㪄㪭㪙 㪄㪪㪮 㪫㪮㪭㪄㪦 㪫㪮㪭㪄㪜 㪫㪮㪭㪄㪘

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

d. 6HK1 Terminal Connections

No. Terminal Name Content No. Terminal Name Content

A-1 CASE-GND CASE GND A-32 APS2 ACCEL POSITION 2 SIG

A-2 P-GND POWER GND A-33 APS3 ACCEL POSITION 3 SIG
A-3 P-GND POWER GND A-34 PACL PTO ACCEL SIG
A-4 GND ECU SENSOR GND A-35 — —
A-5 GND ECU SENSOR GND A-36 — —
A-6 N/A (Q CONTROL RESISTOR 3) A-37 LFUEL1 FUEL LEVEL 1 SIG
A-7 APS1-GND V5RTN1 A-38 LFUEL2 FUEL LEVEL 2 SIG (ATM TEMP)
A-8 APS2-GND V5RTN2 A-39 VSS+ VEHICLE SPEED SENSOR+
A-9 APS3-GND V5RTN3 A-40 VSS- VEHICLE SPEED SENSOR-
A-10 PACL-GND PTO ACCEL GND A-41 ACG-F ACG-F PULSE INPUT
A-11 — — A-42 — —
A-12 COM-GND COMMON SENSOR GND A-43 2SAXLE-SW 2SPEED AXLE SW
A-13 — — A-44 4WD-SW FOUR WHEEL DRIVE HIGH/LOW SW
A-14 VSS-SLD VSS GND A-45 AC-SW A/C CLUTCH REQUEST SW
A-15 — — A-46 CRM-SW CRUISE ENABLE (ON/OFF) SW
A-16 CAN1-SLD CAN1 SHIELD GND A-47 CRR-SW CRUISE RESUME/ACCEL SW
A-17 CAN1H CAN1 HIGH A-48 CRS-SW CRUISE SET/COAST SW
A-18 CAN1L CAN1 LOW A-49 +B POWER
A-19 N/A (ISO14230) A-50 +B POWER
A-20 CLASS2 J1850 A-51 BATT BATTERY
A-21 CLASS2 J1850 A-52 M-REL POWER MAINTAIN RELAY
A-22 IG0-SW IGNITION 0 (KEY-SW) A-53 M-REL POWER MAINTAIN RELAY
A-23 IG1-SW IGNITION 1 A-54 APS1-VCC VBREF1
A-24 — — A-55 APS2-VCC VBREF2
A-25 — — A-56 APS3-VCC VBREF3
A-26 P-GND POWER GND A-57 — —
A-27 P-GND POWER GND A-58 PACL-VCC PTO ACCEL VCC
A-28 TACHO TACHO A-59 — —
A-29 N/A (Q CONTROL RESISTOR 1) A-60 — —
A-30 N/A (Q CONTROL RESISTOR 2) A-61 ACGL-SW ACG-L INPUT
A-31 APS1 ACCEL POSITION 1 SIG A-62 BK1-SW BRAKE 1 SW

-44-
No. Terminal Name Content No. Terminal Name Content

A-63 BK2-SW BRAKE 2 SW A-80 MIL SERVICE ENGINE SOON LAMP

A-64 CL-SW CLUTCH SW A-81 VSOUT1 4KPPM
A-65 N-SW NEUTRAL SW A-82 VSOUT2 4KPPM (128KPPM)
A-66 DIAG CLEAR-SW DIAG CLEAR SW A-83 — —
A-67 EXB-SW EXHAUST BRAKE SW A-84 ACCL-REL A/C CLUTCH RELAY
A-68 FIDL-SW FAST IDLE SW A-85 — —
A-69 FAXLE-SW FRONT AXLE SW A-86 IGBC-SW IGNORE BRAKE/CLUTCH SW
A-70 LCL-SW LOW COOLANT LEVEL SW A-87 N/A (TORQUE LIMIT SW)
A-71 REV-SW REVERSE SW A-88 CCDIS-SW CAB CONTROL DISABLE SW
A-72 WIF-SW WATER IN FUEL SW A-89 SSPA-SW SET SPEED A SW
A-73 (+B) *1 (POWER) A-90 SSPB-SW SET SPEED B SW
A-74 GL-REL GLOW PLUG RELAY A-91 RSET-SW REMOTE SET SW
A-75 PTOEN-REL PTO ENGAGE RELAY A-92 RRES-SW REMOTE RESUME SW
A-76 STAEN-REL STARTER ENABLE RELAY A-93 PTOEN-SW PTO ENGAGE SW
A-77 EXB-REL EXHAUST BRAKE RELAY A-94 PTODIS-SW PTO DISABLE SW
A-78 FIDL-L FAST IDLE ENGAGE LAMP A-95 PTOFB-SW PTO FEEDBACK SW
A-79 GL-L GLOW LAMP A-96 STA-SW CRANKING REQUEST SW

No. Terminal Name Content No. Terminal Name Content

B-1 AVNT AVNT DRIVE B-23 N/A (INCA-BAT)

B-2 — — B-24 PBOOST BOOST PRESSURE SIG.
B-3 COMMON1 INJECTOR POWER1 B-25 PFUEL RAIL PRESSURE SIG.
B-4 COMMON2 INJECTOR POWER2 B-26 PFUEL RAIL PRESSURE SIG.
B-5 COMMON1 INJECTOR POWER1 B-27 POIL OIL PRESSURE SIG.
B-6 COMMON2 INJECTOR POWER2 B-28 MAF MAF SIGNAL
B-7 EBM-U EGR BRUSHLESS MOTOR U B-29 VNTPOS-SIG VNT POSITION SIG.
B-8 EBM-V EGR BRUSHLESS MOTOR V B-30 G CAM ANGLE
B-9 EBM-W EGR BRUSHLESS MOTOR W B-31 NE+ CRANK POSITION+
B-10 — — B-32 NE- CRANK POSITION-
B-11 N/A (INCA-GND) B-33 SCVHI SCV HIGH SIDE
B-12 PB-GND BOOST PRESSURE GND B-34 SCVHI SCV HIGH SIDE
B-13 PFUEL-GND RAIL PRESSURE GND B-35 THW COOLANT TEMP.
B-14 POIL-GND OIL PRESSURE GND B-36 THO ENGINE OIL TEMP.
B-15 MAF-GND MAF GND B-37 THA INTAKE AIR TEMP.
B-16 VNTPOS-GND VNT POSITION GND B-38 EGR-UPOS EGR-U POSITION SIG.
B-17 EGR-GND EGR POSITION GND B-39 EGR-VPOS EGR-V POSITION SIG.
B-18 G-SLD CAM ANGLE SHIELD GND B-40 EGR-WPOS EGR-W POSITION SIG.
B-19 NE-SLD CRANK POSITION SHIELD GND B-41 THF1 FUEL TEMP
B-20 SCVLO SCV LOW SIDE B-42 THF2 *2 FUEL TEMP. #2
B-21 SCVLO SCV LOW SIDE B-43 TWV-D INJECTOR D
B-22 — — B-44 TWV-F INJECTOR F

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No. Terminal Name Content No. Terminal Name Content

B-45 TWV-B INJECTOR B B-52 LOL-SW LOW OIL LEVEL SW

B-46 PB-VCC BOOST PRESSURE VCC B-53 — —
B-47 PFUEL-VCC RAIL PRESSURE VCC B-54 — —
B-48 POIL-VCC OIL PRESSURE VCC B-55 — —
B-49 EGR-VCC EGR POSITION VCC B-56 TWV-C INJECTOR C
B-50 VNTPOS-VCC VNT POSITION VCC B-57 TWV-E INJECTOR E
B-51 G-VB CAM ANGLE VB B-58 TWV-A INJECTOR A

< NOTE >

• *1: In case of connecting to outside wiring, note that this terminal is connected to +B inside ECU.
• *2: This terminal is unused.
• N/A: Component is not mounted (circuit pattern only).

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