6WG1 Engine Cntrol Training Ver 2 2

(C&E-series) 6WG1 Engine control system -1-
6WG1 ENGINE CONTROL SYSTEM

-COMMON-RAIL MODEL (EURO4 & 5)-
Applicable model
Model year Vehicle model Main market
2007 or later C&E-series (Euro4 / 5) ALL

TABLE OF CONTENTS
ENGINE CONTROL EXHAUST GAS RECIRCURATION (EGR) SYSTEM
ENGINE CONTROL DIAGRAM -------------------------------------------------------- 3 EGR SYSTEM DIAGRAM ---------------------------------------------------------------- 37
ENGINE CONTROL MODULE (ECM) EGR COOLER ------------------------------------------------------------------------------ 38
ENGINE CONTROL MODULE --------------------------------------------------------- 4 EGR VALVE --------------------------------------------------------------------------------- 39
ECM INPUT & OUTPUT ------------------------------------------------------------------ 5 REED VALVE ------------------------------------------------------------------------------- 40
ECM PIN ARRANGEMENT ------------------------------------------------------------- 7 MASS AIR FLOW SENSOR ------------------------------------------------------------- 41
CONTROL UNIT COMMUNICATIONS ----------------------------------------------- 10 EXHAUST BRAKE CONTROL SYSTEM
CONTROL DEVICES EXHAUST BRAKE SYSTEM DIAGRAM --------------------------------------------- 42
CONTROL DEVICES --------------------------------------------------------------------- 12 EXHAUST BRAKE VALVE / MAGNETIC VALVE ---------------------------------- 43
CAM SHAFT POSITION SENSOR ---------------------------------------------------- 14 VARIABLE NOZZLE TURBOCHARGER (VNT) SYSTEM
CRANK SHAFT POSITION SENSOR ------------------------------------------------ 15 VNT SYSTEM CONTROL DIAGRAM ------------------------------------------------- 44
ENGINE SPEED DITECTION ----------------------------------------------------------- 16 NOZZLE VANE OPERATION ----------------------------------------------------------- 45
INTAKE AIR TEMPERATURE SENSOR -------------------------------------------- 17 NOZZLE VANE CONTROL FOR EURO 4 ------------------------------------------- 46
BAROMETIC PRESSURE SENSOR ------------------------------------------------- 18 NOZZLE VANE CONTROL FOR EURO 5 ------------------------------------------ 48
ENGINE COOLANT TEMPERATURE SENSOR ---------------------------------- 19 BOOST PRESSURE SENSOR --------------------------------------------------------- 50
ACCELERATOR PEDAL POSITION SENSOR ------------------------------------ 20 DIAGNOSTIC INFORMATION
VEHICLE SPEED SENSOR ------------------------------------------------------------- 21 DATA LINK CONNECTOR -------------------------------------------------------------- 51
FUEL SYSTEM MALFUNCTION INDICATOR LAMP (MIL) ------------------------------------------ 52
FUEL SYSTEM DIAGRAM -------------------------------------------------------------- 22 SERVICE VEHICLE SOON LAMP (SVS) -------------------------------------------- 53
FUEL INJECTOR ID CODE / FUEL DELIVERY RATE--------------------------- 23 READING FLUSH DIAGNOSTIC TROUBLE CODE (DTC) --------------------- 54
FUEL INJECTOR OPERATION -------------------------------------------------------- 25 DIAGNOSTIC TROUBLE CODE (DTC) TYPE ------------------------------------- 55
FUEL INJECTION CONTROL ---------------------------------------------------------- 27 SCAN TOOL --------------------------------------------------------------------------------- 59
FUEL SUPPLY PUMP -------------------------------------------------------------------- 28 DIAGNOSTIC TROUBLE CODE (DTC) LIST --------------------------------------- 61
PUMP CONTROL VALVE --------------------------------------------------------------- 29 SCAN TOOL DATA LIST------------------------------------------------------------------ 63
PUMP CONTROL VALVE OPERATION -------------------------------------------- 30 ACTUATOR TEST ITEM LIST ---------------------------------------------------------- 67
FUEL RAIL ----------------------------------------------------------------------------------- 31 PROGRAMMING --------------------------------------------------------------------------- 68
FUEL RAIL PRESSURE SENSOR ---------------------------------------------------- 32 ECM CIRCUIT DIAGRAM ---------------------------------------------------------------- 69
FUEL TEMPERATURE SENSOR ----------------------------------------------------- 33 SERVICE SPECIAL TOOL -------------------------------------------------------------- 73
FUEL RELATED DTC --------------------------------------------------------------------- 34
ENGINE CONTROL DIAGRAM 6WG1-engine (common-rail) running

Atmospheric
temperature sensor
operation is electrically controlled by
ECM (Engine Control Module) a Engine Control Module (ECM). It is
Sensor signals
from switches etc monitoring the current engine
condition by various sensor and
Voltage
Load switches. Then, it performs
• APP sensor Circuit Atmospheric pressure calculation and compensation by
• PTO remote throttle sensor sensor
received data from them, and drives
the various actuators, lamps, relays,
and communicates other ECUs for
running the engine optimally.
Injector
Pressure limiter valve
Common-rail
Rail pressure sensor
Starter Pump control

valve
Feed pump
Air
cleaner
Fuel
Supply filter
Pre-fuel
Engine coolant temp. sensor pump
filter
Camshaft position sensor

Crankshaft position sensor
ENGINE CONTROL MODULE The ECM is installed under the passenger seat (Euro4 Russia) /
ECM location (2011MY Euro4 Russia only) under the center cluster inside the cab (Euro4 except Russia &
Passenger seat
Euro5). The ECM constantly monitors data sent from various
sensors, and controls the systems of the power train. It performs
diagnostic functions systems, detects problems in their operation
and uses the malfunction indicator lamp (MIL) or service vehicle
soon (SVS) lamp to warn the driver, as well as storing the DTC
(diagnostic trouble code). The Engine Control Module (ECM)
supplier is TTi (Transtron). It mainly controls following functions:
• Fuel system control

• EGR system control
• VGS system control
• Exhaust brake system control
• Speed Limiter system control (If equipped)
ECM location (Euro4 / Euro5) • Cruise Control system control (If equipped)
• On-board diagnostics (OBD) for engine control
CAUTION;
When the Engine Control Module (ECM) is replaced, must be input

the following data to New ECM.
• Injector ID code
• Quantity trim data (Q adjustment correct data)
• VIN (Vehicle Identification Number)
ECM INPUT & OUTPUT (EURO4)

Sensor inputs Fuel injection controls
・Intake air temperature (IAT) sensor  Pump control valve (PCV)
・Mass air flow (MAF) sensor  Fuel injectors #1 ~ #6
・Engine coolant temperature (ECT) sensor
・Fuel temperature (FT) sensor
Actuator controls
・Barometric pressure (BARO) sensor
 EGR motor 1,2
・Boost pressure sensor
 VGS magnetic valve (Euro4 only)
・Accelerator pedal position (APP) sensor 1,2
・EGR position sensor 1,2
・Crankshaft position (CKP) sensor Relay controls
・Camshaft position (CMP) sensor
 ECM main relay
・Fuel rail pressure (FRP) sensor
 Exhaust brake relay
・Vehicle speed sensor (VSS)
 Starter cut relay
・PTO throttle position sensor
 VGS relay (Euro4 only)
ECM  Retarder relay (If equipped)
Switch inputs
 Ignition switch (ON / Start)
 Clutch switch Lamp & gauge controls
 Neutral switch  Check engine warning lamp (MIL)
 Idling up / down switch  Service vehicle soon (SVS) lamp
 Idling auto / manual switch  Charge governor lamp
 Exhaust brake switch / Exhaust brake cut switch  Tachometer
 Diagnostic request switch  Cruise control main indicator light (If equipped)
 Brake switch 1,2  Cruise control setting indicator light (If equipped)
 Back lamp switch
 PTO switch
 Retarder switch / Retarder cut switch (If equipped) Communications
 Cruise control main switch (If equipped)
 Other ECU (CAN)
 Cruise control set switch (If equipped)
 Scan tool (ISO-CAN)
 Cruise control resume switch (If equipped)
 VNT control module (Euro5 only)
 Cruise control cancel switch (If equipped)
ECM INPUT & OUTPUT (EURO5)

Sensor inputs Fuel injection controls
・Intake air temperature (IAT) sensor  Pump control valve (PCV)
・Mass air flow (MAF) sensor  Fuel injectors #1 ~ #6
・Engine coolant temperature (ECT) sensor
・Fuel temperature (FT) sensor
Actuator controls
・Barometric pressure (BARO) sensor
 EGR motor 1,2
・Boost pressure sensor
 VGS magnetic valve (Euro4 only)
・Accelerator pedal position (APP) sensor 1,2
・EGR position sensor 1,2
・Crankshaft position (CKP) sensor Relay controls
・Camshaft position (CMP) sensor
 ECM main relay
・Fuel rail pressure (FRP) sensor
 Exhaust brake relay
・Vehicle speed sensor (VSS)
 Starter cut relay
・PTO throttle position sensor
 VGS relay (Euro4 only)
ECM  Retarder relay (If equipped)
Switch inputs
 Ignition switch (ON / Start)
 Clutch switch Lamp & gauge controls
 Neutral switch  Check engine warning lamp (MIL)
 Idling up / down switch  Service vehicle soon (SVS) lamp
 Idling auto / manual switch  Charge governor lamp
 Exhaust brake switch / Exhaust brake cut switch  Tachometer
 Diagnostic request switch  Cruise control main indicator light (If equipped)
 Brake switch 1,2  Cruise control setting indicator light (If equipped)
 Back lamp switch
 PTO switch
 Retarder switch / Retarder cut switch (If equipped) Communications
 Cruise control main switch (If equipped)
 Other ECU (CAN)
 Cruise control set switch (If equipped)
 Scan tool (ISO-CAN)
 Cruise control resume switch (If equipped)
 VNT control module (Euro5 only)
 Cruise control cancel switch (If equipped)
ECM PIN ARRANGEMENT (1/3)
No Pin function No Pin function No Pin function
1 Cylinder #2 fuel injector control 19 - 38 EGR motor control 1 (U)
2 Cylinder #3 fuel injector control 20 VGS M/V3 (Euro4 only) 39 EGR position sensor 1 (U)
3 Cylinder #1 fuel injector control 21 VGS M/V2 (Euro4 only) 40 EGR position sensor 1 (V)
4 Cylinder #5 fuel injector control 22 - 41 EGR position sensor 1(W)
5 Cylinder #6 fuel injector control 23 - 42 EGR position sensor 2 (U)
6 Cylinder #4 fuel injector control 24 - 43 EGR position sensor 2 (V)
7 ECM power ground 25 PCV1 44 EGR motor control 2 (W)
Common2(Cylinder #4, #5 & #6) fuel injector charge Common1(Cylinder #1, #2 & #3) fuel injector charge 45 EGR position sensor 2 (W)
8
voltage 26 voltage
46 FRP sensor signal
9 injector charge voltage 27 -
47 CKP sensor signal (–)
10 - 28 VGS M/V1 (Euro4 only)
48 -
11 - 29 VGS relay control (Euro4 only)
49 Dropping resistor
12 - 30 PCV2
50 EGR 2 position sensor, Boost sensor 5 volts reference
13 - 31 PCV2
EGR 2 position sensor, Boost sensor, ECT sensor low
51
14 - 32 EGR motor control 1 (V) reference
15 - 33 EGR motor control 1 (W) 52 CMP sensor 5 volts reference
16 - 34 EGR motor control 2 (U) 53 CMP sensor low reference
17 PCV1 35 EGR motor control 2 (V) 54 CKP sensor, BOOST sensor shield ground
Common1(Cylinder #1, #2 & #3) fuel injector charge 36 ECM power ground 55 CMP sensor, FRP sensor shield ground
18
voltage
37 ECM power ground 56 -
57 FRP sensor signal 76 APP sensor 1, PTO throttle sensor low 95 -
58 CKP sensor signal (+) 77 96 -
59 - 78 97 -
60 EGR 1 position sensor, FRP sensor low reference 79 98 -
61 EGR 1 position sensor, FRP sensor 5 volts reference 80 99 APP sensor 1 signal
62 Boost sensor signal 81 MAF sensor 12 volts reference 100 -
63 - 82 MAF sensor low reference 101 Starter cut relay control
64 ECT sensor signal 83 APP sensor 1, PTO throttle sensor 5 volts reference 102 Exhaust brake relay control
65 FT sensor signal 84 - 103 Retarder relay control (If equipped)
66 CMP sensor signal 85 - 104 -
67 Battery voltage 86 - 105 MIL control
68 Battery voltage 87 - 106 APP sensor 2 & BARO sensor 5 volts reference
69 Ignition switch (ON) 88 - 107 MAF sensor signal
70 ECM signal ground 89 - 108 BARO sensor signal
71 ECM signal ground 90 - 109 IAT sensor signal
72 ECM main relay 91 - 110 APP sensor 2 , BARO sensor & IAT sensor low reference
73 ECM main relay 92 - 111 MAF sensor shield ground
74 VSS signal 93 - 112
75 - 94 - 113 Cruise main lamp control (If equipped)

114 Change governor lamp control 133 - 152 -
115 Cruise set lamp control (If equipped) 134 - 153 -
116 Engine speed signal output to tachometer 135 Ignition switch (START) 154 -
117 SVS lamp control 136 Diagnostic switch 155 CAN high signal
118 - 137 Brake switch signal 2 156 CAN low signal
119 - 138 Brake switch signal 1 157 Cruise main switch signal (If equipped)
120 - 139 Neutral switch signal 158 -
121 - 140 - 159 Exhaust brake switch signal
122 - 141 Clutch switch signal 160 Cruise resume switch signal (If equipped)
123 - 142 Retarder switch signal (If equipped) 161 CAN high signal
124 - 143 - 162 -
125 - 144 - 163 CAN low signal
126 - 145 Idling MANU/AUTO switch signal 164 -
127 APP sensor 2 signal 146 Idling up switch signal 165 -
128 PTO throttle sensor signal 147 Idling down switch signal 166 Cruise cancel switch signal (If equipped)
129 - 148 Back lamp switch signal 167 Cruise set switch signal (If equipped)
130 - 149 PTO switch signal
131 - 150 -
132 - 151 -
CONTROL UNIT COMMUNICATIONS (1/2) Communications between control units (Euro4 model)
Euro4 24V
The ECM communicates with the other control units via CAN
IP cluster (Controller Area Network) circuit. CAN communication is
implemented with two wires (communication lines) to connect
control units to each other for several communications. Each
control unit is able to exchange multiple data items simultaneously
and with the number of signals. Furthermore, signals are shared by
ECM Resister each control unit to use for various types of control.
ECM ⇔ TCM (For Smoother-G model)
• Accelerator pedal position signal (ECM→TCM)
• Engine speed signal (ECM→TCM)
ABS/ASR • Vehicle speed signal (ECM→TCM)
or EBS • Cruise control signal (ECM→TCM)
• Injection volume control request signal (TCM→ECM)
• Starter operation enabling signal (TCM→ECM)
Resister
MIMAMORI
ECM ⇔ ABS/ASR, EBS
• Accelerator pedal position signal (ECM→ABS/ASR, EBS)
* RETARDER • Fuel reduction signal (ABS/ASR, EBS→ECM)
CONTROL * CAB SUS • Brake switch signal (ECM→ABS)
ECM ⇔ MIMAMORI
• Engine control data while driving for recording (ECM→MIMAMORI)
* HSA
*TCM
ECM ⇔IP cluster
• Engine coolant temperature / gauge signal (ECM→IP cluster)
CAN-bus • Over heat signal (ECM→IP cluster)
* AIR SUS • Over heat warning buzzer signal (ECM→IP cluster)
Key-word
• Parking brake signal (IP cluster→ECM)
ISO-CAN
NRZ Communications between Scan tool and ECM
* SRS
Resister (* If so equipped) The communication of between scan tool and ECM uses CAN
(Controller Area Network) circuit.
CONTROL UNIT COMMUNICATIONS (2/2) Communications between control units (Euro5 model)
Euro5
ECM ⇔ VNT
IP cluster 24V • Desired turbocharger nozzle position signal (ECM→VNT)
• Actual turbocharger nozzle position signal (VNT→ECM)
•Diagnosis information signal (VNT→ECM)
ECM ⇔ TCM (For Smoother-G model)

• Accelerator pedal position signal (ECM→TCM)
ECM • Engine speed signal (ECM→TCM)
Resister
• Vehicle speed signal (ECM→TCM)
• Cruise control signal (ECM→TCM)
• Injection volume reduction request signal (TCM→ECM)
ABS/ASR • Starter operation enabling signal (TCM→ECM)
or EBS
ECM ⇔ ABS/ASR, EBS
* CAB • Accelerator pedal position signal (ECM→ABS/ASR, EBS)
SUS • Fuel reduction signal (ABS/ASR, EBS→ECM)
MIMAMORI
• Brake switch signal (ECM→ABS)
ECM ⇔ MIMAMORI
*TCM
• Engine control data while driving for recording (ECM→MIMAMORI)
Resister
ECM ⇔IP cluster
• Engine coolant temperature / gauge signal (ECM→IP cluster)
* HSA
* AIR SUS • Over heat signal (ECM→IP cluster)
• Over heat warning buzzer signal (ECM→IP cluster)
• Parking brake signal (IP cluster→ECM)
VNT (VGS) CAN-bus
Key-word
Communications between Scan tool and ECM
ISO-CAN
The communication of between scan tool and ECM uses CAN
* SRS NRZ
(Controller Area Network) circuit.
Resister (* If so equipped)
CONTROL DEVICES (1/2)

Mass air flow (MAF) sensor / Intake
air temperature (IAT) sensor
EGR valve 2
Fuel temperature
(FT) sensor
Boost sensor
EGR valve1
Engine Coolant Temp (ECT) sensor
Crankshaft position
(CKP) sensor
VNT (VGS) Turbocharger

(Euro4: Air controlled)
(Euro5: Electrically controlled)
Fuel rail pressure (FRP) sensor

Pump control valve (PCV) Camshaft position (CMP) sensor
CONTROL DEVICES (2/2)
Tachograph
ECM Main Relay
*Trailer Information Module
Speed Sensor Control Unit
*Transmission Control
Module (TCM)
(Engine control module:
Euro4 Russia model only)
*SRS Control Unit
*Air Suspension Control Unit
Back of the radio
Engine Control Module (ECM) Flasher Unit

(Except Euro4 Russia model)
ABS Control Unit
Information Module
*Cab Suspension Control Unit

(* If equipped)
CAMSHAFT POSITION SENSOR The CMP (Camshaft Position) sensor detects the cam shaft
rotations inside the supply pump and identifies between the
cylinders. When the pulsar installed in the camshaft crosses
the CMP sensor tip section, voltage is generated that becomes
a pulse signal. The engine control module (ECM) reads this
pulse signal, then discriminates between the cylinders based
on the signal.
SCAN TOOL;
Camshaft position sensor status can be observed on Tech2 data

display.
Legend NOTE;
1. Signal
2. GND
3. Power supply
When CKP sensor is normal, the ECM is determined the cylinder
number based on the CKP sensor signal.
Sensor position
CRANKSHAFT POSITION SENSOR The CKP (Crankshaft Position) sensor detects the engine
speed. When the sensing haul installed in the flywheel housing
crosses the CKP sensor tip section, voltage is generated that
becomes a pulse signal. This pulse signal is read by the engine
control module (ECM), and the engine speed, injection timing
and injection cylinder are requested based on that signal.
SCAN TOOL;
Crankshaft position sensor status can be observed on Tech2 data

display.
NOTE;
Legend
1. Signal (High)
2. Signal (Low) If the CKP sensor signal will be lost, cylinder number detection is
performed only CMP sensor.
CKP sensor
Fly wheel
ENGINE SPEED DETECTION The bottom side wave form shows the relationship of CMP sensor
pulse and CKP sensor pulse. The ECM detects 112 CKP pulse
(56×2) and 7CMP sensor pulse per 2 crank shaft rotations (720ﾟCA)
CMP SENSOR
Both sensor rotors are mechanically engaging with each other.
CMP sensor
Therefore, the relationship of each pulse is always constant.
15°
No.1 compression TDC

60°
720°CA
15° 60° 60° 60° 60° 60° 45°
CMP Sensor output
CKP SENSOR
360°CA
30° 55×6°
6°
……
30°
CKP Sensor output
No.1 compression TDC No.6 compression TDC

CKP sensor
INTAKE AIR TEMPERATURE SENSOR The IAT (Intake Air Temperature) sensor is fitted between the
air cleaner and turbocharger of intake duct. It is internal to the
mass air flow (MAF) sensor. The IAT sensor is a variable
resistor and it measures the temperature of the air entering the
engine. 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 signal circuit. With lower sensor
resistance, the ECM detects a lower voltage on the signal
circuit. ECM uses this signal voltage to compensate a fuel
injection control and uses an EGR control.
SCAN TOOL;
IAT sensor characteristic -reference- Ohms

Volts • Calculated intake air temperature and intake air temperature
15000 5.0
sensor output voltage can be observed on scan tool data display.
4.5
• The physical data parameter will be fixed to a default value
12500
4.0 when DTC is set relating to the IAT sensor open circuit or short
Legend
3.5 circuit.
Resistance (Ohms)
1. Hot wire element 10000

2. IAT sensor 3.0 Output (Volts)
3. IAT sensor(–)
4. IAT sensor(+) 7500 2.5
5. signal
6. GND 2.0
7. Power supply 5000
1.5
1.0
2500
0.5
0 0.0
-20 -10 0 10 20 30 40 50 60
Temperature (゜C)
BAROMETRIC PRESSURE SENSOR

The BARO sensor is located behind of the dash panel cover.
The BARO sensor is a transducer that varies voltage according
to changes the barometric pressure. The BARO sensor
provides a signal to the ECM on the signal circuit, which is
relative to the pressure changes of the barometric pressure.
The ECM should detect a low signal voltage at a low
barometric pressure, such as high altitude place. The ECM
should detect middle signal voltage at a high barometric
pressure. The ECM uses this value to calibrate a fuel injection
quantity and an injection timing for altitude compensation.
SCAN TOOL;
Legend • BARO sensor output voltage, calculated barometric pressure

1. Power supply can be observed on scan tool data display.
2. Signal
3. GND • The physical data parameter will be fixed to a default value
when DTC is set relating to the BARO sensor open circuit or short
BARO sensor characteristic -reference- circuit.
3.5
3.0
2.5
Output (Volts)
2.0
1.5
1.0
0.5
0.0
50 55 60 65 70 75 80 85 90 95 100 105 110
Barometric pressure (kPa)
ENGINE COOLANT TEMPERATURE SENSOR The ECT sensor is installed to the left side of cylinder block.
The ECT sensor is a thermistor type sensor and it measures
the temperature of the engine coolant. The sensor has a signal
circuit and a low reference circuit. When the coolant
temperature is cold, the sensor resistance is high and the ECM
detects a high voltage on the signal circuit. When the coolant
temperature increases, the sensor resistance decreases and
the ECM detects a lower voltage on the signal circuit. The
ECM uses this signal voltage to calculate a fuel injection control,
and uses an EGR control.
SCAN TOOL;
Legend • Calculated engine coolant temperature and ECT sensor output

1. Signal
voltage can be observed on scan tool data display.
2. GND
Ohms
• When the ECT sensor is open circuit or short circuit, the ECM
ECT sensor characteristic -reference-
Volts controls using the default value.
15000 5.0
4.5
12500
4.0
3.5
Resistance (Ohms)
10000
Output (Volts)
3.0
7500 2.5
2.0
5000
1.5
1.0
2500
0.5
0 0.0
-20 0 20 40 60 80 100 120
Temperature (゜C)
ACCELERATOR PEDAL POSITION SENSOR The APP (Accelerator Pedal Position) sensor is mounted on the
accelerator pedal bracket. The sensor is made up of two
individual sensors within one housing. The ECM uses the APP
sensors to determine the amount of acceleration or
deceleration that is desired. The APP sensors are hall element
type sensors. Each APP sensor provides a different signal to
the ECM on the each signal circuit, which relative to the
position changes of the accelerator pedal angle. The APP
sensor 1 signal voltage is low at rest and increases as the
pedal is depressed. The APP sensor 2 signal voltage is high at
rest and decreases as the pedal is depressed.
Legend
SCAN TOOL;
1. APP sensor 2 power supply
2. APP sensor 2 signal
3. APP sensor 2 GND • APP sensor output voltage, calculated accelerator opening ratio,
4. APP sensor 1 power supply
and APP opening angle can be observed on scan tool data
5. APP sensor 1 signal
6. APP sensor 1 GND display.
• When the APP sensor signal will be lost, the ECM controls
APP sensor output voltage
using the default value. (default value is different depending on
APP sensor 2 signal the accelerator opening ratio at the malfunction timing)
4.0
Output (Volts)
APP sensor 1 signal
0.5
0.0
0 10 20 30 40 50 60 70 80 90 100
Accelerator pedal angle (%)
VEHICLE SPEED SENSOR The vehicle speed sensor detects vehicle speed. The speed
sensor is installed in the transmission or the transfer output
section. The speed sensor is driven through the drive gear and
the sensor shaft section rotates. When the shaft rotates,
voltage is generated by the magnet attached to the sensor
(magnetic force), which is output as a pulse signal. The sensor
output signal changes the time between pulse signals
(frequency) according to the vehicle speed (sensor shaft
revolutions). (When the number of sensor shaft revolutions is
low, the frequency is low, and when the number of revolutions
is high, high frequency pulses are output.) The ECM converts
the vehicle speed sensor signals into vehicle speed, which it
Legend uses for vehicle speed limiter control etc.
1. Sensor (power supply)
2. Sensor (GND)
3. Sensor (SIG) SCAN TOOL;
• Calculated vehicle speed can be observed on scan tool data

display.
• When the vehicle speed sensor signal will be lost, the ECM
starts the engine speed control.
FUEL SYSTEM DIAGRAM The common rail system uses a type of accumulator chamber
called the fuel rail (common-rail) to store pressurized fuel, and
injectors that contain electronically controlled solenoid valves to
ECM inject the pressurized fuel to the combustion chambers. The
Injector injection system (injection pressure, injection rate, and injection
timing) is controlled by the ECM, and therefore the common rail
system can be controlled the injectors independently with free
from the influence of engine speed and load. This ensures a
Common-rail
Fuel filter stable injection pressure at all time, especially 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, clean exhaust and higher output is
achieved.
Fuel tank Supply pump

Pre-fuel
filter
Pump Control
Valve (PCV)
Pre-fuel filter Common-rail
High pressure line
Low pressure line

Feed pump Injector
Supply pump Feed pump
Return line
Fuel tank
Fuel filter Fuel injection Return line (emergency)

High pressure pipe
FUEL INJECTOR ID CODE / FUEL DELIVERY RATE (1/2) INJECTOR ID CODE

Electronic control type injectors controlled by the 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
1 ID codes showing these in numeric form (30 alphanumeric
INJECTOR ID PLATE figures are displayed and only 24 are used). This system uses
fuel injector flow rate information (ID codes) to optimize
2 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
3
in exhaust gas emissions throughout the vehicle built.
In addition, each Injector ID is displayed not only injector ID
Legend
plate but also the label on the cylinder head cover.
1. Solenoid
4
2. Outlet orifice
3. Command piston
4. Nozzle spring
5 5. Nozzle
FUEL INJECTOR ID CODE / FUEL DELIVERY RATE (2/2) FUEL DELIVERY RATE
Fuel injection is controlled by the ECM. Compared with
conventional injection system, injection amount is controlled by
also ECM. For Isuzu medium & heavy duty engines are
programed the base fuel injection amount which is “Fuel
Delivery Rate” on the ECM. It is 3 alphanumeric figures which
*Label location
is displayed on the label (located in cylinder head cover and
Inside of center
panel or front of inside of cabin (2 location)).
steering column The adoption of codes ensures the optimum base injection
quantity between engine unit and ECM to improvement in
combustion efficiency, reduction in exhaust gas emissions
Fuel Delivery Rate
throughout the vehicle built.
(Q-adjustment code)
CAUTION;
• When the following parts is replaced, must input the injector ID

code or fuel delivery rate to ECM.
REPLACE PARTS
INJECTOR ECM ENGINE UNIT
Injector ID
code
✓ ✓ ✓
Fuel Delivery Rate
Engine No Fuel Delivery
Rate
✓ ✓
• Reading the injector ID code from cylinder head cover label, only
perform if the fuel injectors are not being replaced in the past. Of
course, this label is based on the engine unit. When replacing the
engine unit, must be programmed to the ECM.
Injector ID code
FUEL INJECTOR OPERATION
Non Injection State Injection Start Injection End
9
1
2
3
4 Drive current Drive current Drive current
Legend
1. Solenoid 5
Pressure in Pressure in Pressure in
2. Spring control chamber control chamber control chamber
6
3. Two way valve
4. Outlet orifice
5. Control chamber
7
6. Command piston
7. Nozzle spring 8
8. Nozzle
Injection rate Injection rate Injection rate
9. Return port
1. Non-injection 2. Injection 3. Injection End

The two way valve (TWV) (3) closes the outlet orifice (4) The TWV (3) is pulled up to open the outlet The TWV (2) lowers to close the outlet
by a spring force (2), when no signal is inputted from the orifice (4), and thus the fuel leaks toward orifice (4), when the ECM shuts off a
ECM to the solenoid (1). At this time, the fuel pressure the return port (9), when the current is current supply to the solenoid (1). As a
which applied to the nozzle leading end is equal to the supplied from the ECM to the solenoid (1). result, the fuel does not leak from the
fuel pressure which applied to the control chamber (5) As a result, the nozzle (8) is pushed up control chamber (5), and thus the fuel
through the inlet orifice. As for the force competition in together with the command piston (6) by pressure in the control chamber rises
this state, the pressure on the command piston (6) upper the fuel pressure applied to the nozzle abruptly and then the nozzle (8) is pushed
surface + nozzle spring force (7) defeat the pressure on leading end, and then the nozzle injection down by the command piston (6) to close
the nozzle leading end, and consequently the nozzle (8) holes open to inject the fuel. the nozzle injection holes, resulting in the
is pushed downward to close the injection holes. end of fuel injection.
FUEL INJECTOR
SCAN TOOL;
• The injector performance can be checked on scan tool actuator

test, which is Cylinder Balance Test or Injector Forced Drive. The
purpose of Cylinder Balance Test is for checking whether the fuel
injector is operating when commanded ON/ OFF. Faulty
injector(s) could be considered if engine does not change speed
when commanded OFF. The purpose of Injector Forced Drive is
for checking whether the fuel injector is correctly operating when
commanded ON. Faulty injector(s) could be considered if it does
not create a clicking noise (solenoid operating noise), contains an
interrupted noise or has abnormal noise when commanded ON.
FUEL INJECTION CONTROL INJECTION QUANTITY CONTROL

In order to supply the optimum quantity of fuel, the fuel
injection quantity control uses signals which is based on
mainly engine speed and accelerator opening ratio. And
ECM is controlling the TWV (Two Way Valve) to get the
optimum fuel injection quantity.
INJECTION PRESSURE CONTROL
Fuel injection pressure is controlled by inside pressure of
the common rail. The suitable pressure for inside the
common rail is calculated from engine speed, amount of
fuel injected, and other such factors. By controlling the
PCV (Pump Control Valve) the correct amount of fuel can
inject.
INJECTION TIMING CONTROL
The fuel injection timing control is used instead of a timer
function, and works by using mainly engine speed and
fuel injection quantity as well as other such factors to
calculate the appropriate fuel injection timing, and then
controls injection timing by controlling the TWV (Two Way
Valve).
INJECTION RATE CONTROL
In order to enhance fuel combustion inside the cylinder, a
small amount of fuel (pre-injection) is injected into the
cylinder and ignited, and injected the main injection. As
the pre-injection ignites, the main injection is discharged
into the cylinder. The injection timing and injection quantity
controls are performed by controlling the TWV (Two Way
Valve).
FUEL SUPPLY PUMP The fuel supply pump is consist of feed pump, cam shaft, two plungers, cam shaft position
sensor, and PCV (Pump Control Valve). The fuel supply pump cam shaft is rotated by the
timing gear train through the air compressor (Bearings are inside) and coupling. The plungers
are attached to the cam shaft and moving up and down. As a result, the fuel is pressurized
and deliver to the fuel rail. Further, PCV (Pump Control Valve) controls fuel discharge
amount based on the signal from ECM. The supply pump cam shaft part is lubricated by
engine oil, PCV and feed pump are lubricated by diesel fuel.
Fuel inlet PCV (Pump Control Valve)

(Supply pump part) Priming pump
Delivery valve
Plunger
Over flow valve
Supply pump cam shaft
Cam position sensor
Oil inlet
Oil outlet
Fuel inlet
(Feed pump part)
Feed pump 3 robe cam

PUMP CONTROL VALVE The pump control valve (PCV) controls the amount of fuel
pressure fed to the fuel rail. When a signal (voltage) is sent to
the PCV of the supply pump, the PCV closes and fuel is
pressure fed from the supply pump to the fuel rail. The Engine
Control Module (ECM) operates the PCV by controlling the
power supply time. A longer PCV valve operating time results in
a larger amount of fuel being pressure fed to the common relay,
as well as a rise in the internal pressure of the fuel rail.
NOTE;
Fuel flow There are 2 PCVs attached to the supply pump so that the engine
can operate with only one PCV if the other one fails. However, the
engine will stop without a DTC being detected if the harness is
Valve solenoid
connected in opposite way because PCV support is for each fuel
injection cylinder.
Pump Control Valve
From Fuel filter
To common-rail
Plunger
PUMP CONTROL VALVE OPERATION
A B C A’
The PCV remains Even after the plunger When current is applied to the PCV in order to close the After surpassing the cam’s maximum lift, the
open during the begins its upward stroke, valve at the timing that accommodates the required plunger begins its downward stroke, causing the
plunger’s downward if the valve remains discharge volume, the return passage close, causing the plunger chamber pressure decrease. At this time,
stroke, allowing the open because current is pressure in the plunger chamber to rise. Accordingly, the the delivery valve closes, thus stopping the pumping
low-pressure fuel to be not applied to the PCV, fuel passes through the delivery valve (check valve) to the of the fuel. In addition, because the current to the
drawn into the plunger without becoming common rail. As result the amount of fuel that corresponds PCV valve is stopped, the PCV opens, allowing the
chamber by way of the pressurized. with the lifting of the plunger after the PCV closes becomes low-pressure fuel to be drawn into the plunger
PCV the discharge volume to vary, thus regulating the common chamber. Thus, the pump assumes the condition
rail pressure. given in “A”.
FUEL RAIL
The fuel rail is provided to store high pressure fuel between
Flow damper supply pump and injectors. A pressure sensor, a pressure limiter
and 6 flow dampers are installed on the fuel rail. The pressure
Euro4
sensor detects the fuel pressure inside the fuel rail and sends its
signal to the 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.
Pressure SCAN TOOL;

limiter
FRP sensor
• The fuel rail pressure (supply pump) performance can be checked
Euro5
on scan tool actuator test, which is Rail pressure control. The
purpose of this for checking whether the supply pump is operating
correctly moved with command. Some faulty is happened on fuel
system if the difference of the actual fuel rail pressure and desired
fuel rail pressure becomes large when command is on.
PRESSURE LIMITER FLOW DAMPER (Euro4 only)

The pressure limiter opens the valve mechanically to relieve the The flow damper absorbs fuel pulsation which generated supply
pressure when the fuel pressure inside the fuel rail is excessive. pump operation and closes fuel passage to fuel injector when fuel
(Opening pressure; Euro4:200MPa, Euro5: 221MPa)
leak happens on high pressure pipe of after fuel rail.
Legend
2 3 4 5
1 1. Valve 2
1 3
2. Valve body 4 Legend
7
3. Valve guide 1. Valve
6 4. Spring 2. Return spring
5. Housing 3. Housing
6. From fuel rail 4. To injector
7 7. To return pipe
FUEL RAIL PRESSURE SENSOR The FRP (Fuel Rail Pressure) sensor detects the pressure
inside of the fuel rail. The fuel pressure sensor is attached to
the fuel rail. When the fuel pressure inside the fuel rail changes
due to the condition of the engine, the output voltage of the fuel
pressure sensor changes (low output voltage indicates fuel rail
pressure is low, and the output voltage increases when the fuel
rail pressure increases). The engine control module (ECM)
reads this change in output voltage, converts it to fuel rail
internal fuel pressure and uses it for control. The sensor power
supply (5V), SIG, GND for fuel pressure sensor are specialized
circuits connected to the ECM. Also, the sensor circuits are
Legend shielded to prevent the intrusion of electrical noise etc.
1. Power supply
2. Signal
3. GND SCAN TOOL;
• Actual fuel rail pressure can be observed on the scan tool. This
can be compared to the desired fuel rail pressure to determine
FRP sensor characteristic
sensor accuracy or fuel pressure control problem. The output
5.0 voltage can also be observed on the scan tool.
Output (Volts)
4.0
when DTC is set relating to the FRP sensor open circuit or short
3.0 circuit.
2.0
1.0
0.0
0 40 80 120 160 200
Fuel rail pressure (MPa)
FUEL TEMPERATURE SENSOR The FT sensor is installed to the fuel filter. The FT sensor is a
variable resistor and it measures the temperature of the fuel
entering the fuel filter. When the FT sensor is cold, the sensor
resistance is high. When the fuel temperature increases, the
sensor resistance decreases. With high sensor resistance, the
ECM detects a high voltage on the signal circuit. With lower
sensor resistance, the ECM detects a lower voltage on the
signal circuit. ECM uses this signal voltage to compensate a
fuel injection control.
SCAN TOOL;
Legend
1.Signal • Calculated Fuel Temperature status can be observed on scan
2.GND
tool data display.
1 2
Ohms
FT sensor characteristic -reference-
Volts when DTC is set relating to the FT sensor open circuit or short
17500 5.0
circuit.
15000
4.0
12500
Resistance (Ohms)
Output (Volts)
3.0
10000
7500
2.0
5000
1.0
2500
0 0.0
-20 -10 0 10 20 30 40 50 60 70 80
Temperature (゜C)
FUEL RELATED DTC (1/3) P0087: FUEL RAIL/ SYSTEM PRESSURE TOO LOW
Euro 5 This DTC is set if the ECM detects that the actual fuel rail
pressure went excessively high (Euro 5: more than 198
Pressure limiter valve opening area MPa, Euro 4: more than 170 MPa ), then sharply
221 decreased. This DTC will set indicating high fuel pressure,
which activated the pressure limiter valve.
198
Actual pressure
Following possible causes are considered;
Desired pressure
• Loss fuel or less fuel or faulty fuel line. (Air in the fuel
system, smooth flow of fuel into the supply pump is
2 trips interrupted.)
• Faulty FRP regulator or regulator circuit. (Intermittently
Time sticking FRP regulator may have allowed the fuel
pressure to become high enough to open the pressure
Fuel rail pressure (MPa) Euro 4
limiter valve.)
Pressure limiter valve opening area • Faulty FRP sensor or sensor circuit. (Skewed FRP
200
sensor value can set this DTC.)
• Faulty fuel supply pump.
170
Actual pressure • Faulty fuel injector.
Desired pressure
2 trips
Time
FUEL RELATED DTC (2/3) P0088: FUEL RAIL/ SYSTEM PRESSURE TOO HIGH
Euro 5 EURO 5
This DTC is set if the ECM detects that the actual fuel rail
Pressure limiter valve opening area
221
pressure is more than 198 MPa for a certain length of
time. If this DTC is set, the fuel rail pressure was too
198 high and the pressure limiter valve might be not active or
did not active quick enough.
EURO 4
Actual pressure
pressure went excessively high (185 MPa) for a certain
length of time, the first stage DTC will set. If the ECM
Time
detects that the actual fuel pressure rose even higher
Euro 4 than 190 MPa during the same ignition cycle, the second
stage DTC will set and the MIL will be illuminated.
Pressure limiter valve opening area Following possible causes are considered;
200
190 • Faulty FRP regulator or regulator circuit. (Intermittently

sticking FRP regulator may have allowed the fuel
185
Euro 4
pressure to become high enough.)
• Faulty FRP sensor or sensor circuit. (Skewed FRP
Actual pressure sensor value can set this DTC.)
• Faulty pressure limiter valve.
• Faulty fuel supply pump.
Time
• Faulty fuel injector.
FUEL RELATED DTC (3/3) P0089: FUEL PRESSURE REGULATOR

Fuel rail pressure (MPa) PERFORMANCE
pressure is more than 40 MPa over the desired pressure
for a certain length of time.
2 trips
Following possible causes are considered;
Actual pressure
• Faulty FRP regulator or regulator circuit. (Intermittently

sticking FRP regulator may have allowed the fuel
More than 40MPa
pressure to become high enough.)
Desired pressure • Faulty FRP sensor or sensor circuit. (Skewed FRP

sensor value can set this DTC.)
Time • Faulty fuel supply pump.
EXHAUST GAS RECIRCURATION (EGR) SYSTEM DIAGRAM

The EGR system recirculates a part of exhaust gas
1
back into the intake manifold to reduce the combustion
temperature, which results in reducing nitrogen oxide
(NOx) emissions. The EGR control system uses an
electronic control system to ensure both driveability
and low emission.
The ECM operates EGR DC motors to control the lift
amount of the EGR valve based on the engine running
7
conditions. The EGR valve position sensor detects
4
actual valve lift amount and relayed to the ECM for
2 feedback control of the EGR valve.
33
The EGR control starts when the conditions for engine
6
speed, engine coolant temperature, intake air
9 temperature and barometric pressure are satisfied.
Then, the valve opening amount is calculated
5 8
according to the engine speed, and desired fuel
injection quantity. Based on this valve opening, the
drive duty to the DC motor is controlled and the valve
Legend
is driven accordingly. Also, the MAF sensor monitors
1. EGR cooler
2. EGR valve EGR gas flow rate into the combustion chamber. An
3. Engine control module (ECM) expected MAF amount should be detected while EGR
4. Reed valve (Non return valve) operation.
5. Boost sensor
6. Intake manifold
7. Turbocharger
8. Intake air
9. Exhaust gas
EGR COOLER
The EGR system reduces NOx emission because the
Φ80 multi tube EGR cooler ×4
exhaust gas once mixed with the intake air again, and
reduces the combustion temperature by reducing
oxygen concentration. The EGR coolers are consist of
4 part coolers and located on the way of a recirculation
Exhaust manifold system where is on the inlet manifold to reduce the
combustion temperature. They are φ80 multi tube type.
The EGR cooler inside is divided many exhaust gas
EGR valve passages and engine coolant is flow on its round and
cooled exhaust gas to reduce the exhaust gas
temperature which into intake manifold.
Reed valve
EGR VALVE
The EGR valve is mounted on the intake manifold.
The ECM controls the EGR valve opening based on
the engine running condition. The ECM controls the
EGR valve by controlling the three individual blush
less type DC motors. Each DC motor is controlled
based on pulse width modulation (PWM) signal sent
EGR valve
from the ECM. A duty ratio change and sequential
energized combination change are valve closing and
opening amount control.
The EGR valve position is detected by the three
individual hall element type position sensors, and
relayed to the ECM. Each position sensor provides a
low or a high signal which is relative to the position
changes. The position is determined by counting the
Power supply GND
Exhaust gas combination of three sensor signals and there are six
EGR motor 3
combinations when the system works properly.
EGR position
sensor 3
SCAN TOOL;
• The DC motor commanded duty ratio and each position

sensor input state can be observed on the scan tool.
EGR position • The EGR valve control circuit can be checked on scan
sensor 2 tool actuator test. The purpose of this test is for checking
EGR motor 2 whether the valve is correctly moved with command.
EGR position
sensor 1 Restricted valve movement by foreign materials,
EGR motor 1
excessive deposits, a faulty valve, a faulty position
sensor or faulty DC motor could be considered if the
position difference is large.
REED VALVE
The reed valve is installed on the inlet manifold where
Φ80 multi tube EGR cooler ×4
is the end of the way of exhaust gas recirculation. It
prevents intake air back flow to the EGR system. The
boost pressure also increase as engine speed going
up. When the boost pressure is high, it tend to put
Exhaust manifold back the exhaust gas to the EGR valve. Preventing
this, it is installed the one way valve to inlet manifold
which is reed valve.
EGR valve
Reed valve
MASS AIR FLOW SENSOR The MAF sensor with IAT sensor is fitted between the air
cleaner and turbocharger. The MAF sensor is a hot wire type
sensor and it measures the amount of air that enters to the
engine combustion chambers. The MAF sensor element
measures the partial air mass through a measurement duct on
the sensor housing. The ECM uses this value to calculate a
EGR gas flow rate into the combustion chamber.
SCAN TOOL;
• Calculated mass air flow and output voltage can be observed on

Intake air temperature (IAT) sensor ( - ) GND the scan tool.
Intake air temperature (IAT) sensor ( + ) Power supply •The physical data parameter will be fixed to a default value when
Mass Air Flow (MAF) sensor signal DTC is set relating to the MAF sensor open circuit or short circuit.
Hot wire Intake air temperature

element (IAT) sensor
EXHAUST BRAKE CONTROL SYSTEM DIAGRAM The exhaust brake is a device that
assists the engine brake, and is
provided by the exhaust valve inside
the exhaust pipe. By closing the
exhaust valve, the exhaust pressure
on the engine exhaust side is
increased, resulting in a far stronger
engine brake. The exhaust valve is
controlled by the engine control
module (ECM) based on the signal of
each switch involved with the drive of
the vehicle, and operates the exhaust
valve by driving the exhaust brake
magnetic valve and supplying air to
the exhaust valve's air cylinder.
EXHAUST BRAKE VALVE / MAGNETIC VALVE

The exhaust brake valve is installed to the front section of the
exhaust front pipe and it composes a part of the exhaust system.
The ECM controls the exhaust brake magnetic valve based on
the exhaust brake switch command signal. The exhaust brake is
operated on following situation.
• The exhaust brake switch is ON
• The engine is running
• The accelerator pedal is not depressed
• The clutch pedal is not depressed (M/T)
•The vehicle speed is higher than specific speed.
Exhaust brake
magnetic valve
VGS air cylinder SCAN TOOL;

magnetic valve
(Euro4 model) • The exhaust brake engagement state and exhaust magnetic
valve state can be observed on the scan tool.
• The exhaust brake solenoid valve circuit can be checked on
scan tool actuator test.
NOTE;
The exhaust brake system is activated in conjunction with the foot

brake no matter whether the exhaust brake system switch is set
at the on or off position. The interlocking function does not
Cab back member operate when the vehicle is stopped or runs at a low speed (20
Exhaust brake valve air cylinder
km/h (12 MPH) or less). It automatically resumes operation when
the vehicle speed reaches 20 km/h (12 MPH).
VARIABLE NOZZLE TURBOCHARGER SYSTEM DIAGRAM

6WG1 Euro4 & 5 are used Variable Nozzle
Turbocharger system. In order to realize clearing the
VNT control device
1 emission regulation and obtaining engine more output,
(Euro4: Air controlled)
(Euro5: Electrically controlled)
the amount of air pressure rise and air volume
2 delivered to the engine from compressor outlet is
regulated by a turbocharger nozzle which is attached
4
on the compressor wheel. The amount of air that
3
enters the engine cylinders is transformed depend on
the engine speed. In order to reduce the influence of
that transforming, it is installed the variable nozzle
vane to the front of turbine wheel. The angle of the
5 turbocharger nozzle vane is controlled by control unit
Legend via DC motor (Euro5) / via magnetic valve and control
1. Turbine shaft
2. Compressor wheel
air cylinder (Euro4).
3. Turbine wheel
4. Air cleaner
5. Inter cooler
NOZZLE VANE OPERATION

LOW ENGINE LOAD CONDITION
When engine load is low, the exhaust gas pressure is
also low. The nozzle vane opening angle is controlled
to large condition (A) to get satisfied boost pressure
from low engine speed. Therefore, exhaust gas flow
speed that passes the nozzles lowers and the turbine
shaft spinning speed becomes low.
HIGH ENGINE LOAD CONDITION

When engine load is high, the exhaust gas pressure is
also high. The nozzle vane opening angle is controlled
to small condition (B) to correspond high engine speed
and prevent turbocharger over running. Therefore,
exhaust gas flow speed that passes the nozzles are
fast and the turbine shaft spinning speed becomes
faster.
B
NOZZLE VANE CONTROL FOR EURO4 (1/2)

Nozzle vane opening angle is
controlled by the magnetic valve
which supplies compressed air to
VNT control air cylinder based on the
signal from ECM. (Euro4 model)
There are 3 ports on the air cylinder
and 3 control magnetic valves. They
produce the combination of VNT
control air cylinder steps for
controlling VNT nozzle vane opening
angle.
Exhaust brake
magnetic valve
VNT control air
cylinder Cab back member VNT control
magnetic
valve
Air hose
Turbocharger
ASM

VNT air cylinder is divided 3 rooms
VNT control air which received compressed air.
cylinder Corresponding air supply to each air
port, it produce 8 steps of VNT air
Turbocharger cylinder shaft movement to take
ASM optimum nozzle vane opening angle.
Air hose
Steps 0 1 2 3 4 5 6 7
SCAN TOOL;
Stroke (mm) 0 3 6 9 12 15 18 21
Port 1 × ○ × ○ × ○ × ○ • The VNT control magnetic valve

Air pressure Port 2 × × ○ ○ × × ○ ○
circuit can be checked on scan tool
actuator test.
Port 3 × × × × ○ ○ ○ ○
○: Pressurizes Air ×: Atmospheric Open


Nozzle vane opening angle is controlled by the DC
VNT control actuator motor based on the VNT control module signal.
(DC motor) (Euro5 model). The VNT control module is
attached to the cab back member and supplier is
IHI. The VNT control module controls a three
phase type DC motor based on command from
CAB back the ECM via the CAN communication bus. The
member
VNT control module has an ability to perform
internal diagnostics for system voltage monitoring,
VNT control output state of the DC motor and input state of the
module
position sensors. If the VNT control module
detects a malfunction on the DC motor, position
sensor or system voltage, the VNT control module
Legend will send a message to the ECM via the CAN
1. Position sensor output U communication bus and the ECM sets DTC(s).
2. Position sensor output V
3. Position sensor output W
4. Position sensor GND
5. Position sensor shield
6. –
7. –
8. Position sensor PWR
9. –
10. Motor PWR U
11. Motor PWR V
12. Motor PWR W
13. VGS control unit PWR
14. GND
15. CAN High
16. CAN Low

The VNT actuator with nozzle position sensor is
VNT control actuator attached to the turbocharger assembly. The ECM
(DC motor) determines the nozzle position based on the
engine running condition. The ECM sends a
desired position signal to the VNT control module,
and it drives a three phase type DC motor.
SCAN TOOL;
• The following scan tool parameters indicate an

10 9 8 error status detected by the turbocharger nozzle
control module.
Legend
7  Vane Control Solenoid Error
1. Coil
1 2 3 4 2. Magnet  Stuck: Open circuit on the DC motor circuit or
3. Rotor shaft sticking on the actuator
11 4. Sensor
 Short Circuit: Short circuit on the DC motor circuit
magnet
5. Hall IC with  Vane Position Sensor Error
12 circuit board
All Low: All position sensor signals stuck low
6. Terminal
5
7. Bearing All High: All position sensor signals stuck high
13
8. Pinion gear  Turbocharger Control Module Error
9. Intermediate
gear (large)  High Voltage: System voltage is too high
10. Intermediate
gear (small)
• The desired turbocharger position can be
11. Output gear
12. Spring observed on the scan tool.
7
13. Shaft • The turbocharger solenoid control circuit can be
14. Lever
7 6 checked on scan tool actuator test.
14
BOOST PRESSURE SENSOR

The boost pressure sensor is installed to the air induction
tubing between the charge air cooler and engine. The boost
pressure sensor provides a signal to the ECM on the signal
circuit, which is relative to the pressure changes in the air
tubing. When the boost pressure is low such as low engine
speed, the ECM detects a low voltage on the signal circuit.
When the boost pressure increases such as high engine speed
or load, the ECM detects a higher voltage on the signal circuit.
The ECM uses this signal voltage to calculate a fuel injection
quantity and uses to determine a turbocharger nozzle position.
Legend SCAN TOOL;

1. Power supply
2. GND • Calculated boost pressure can be observed on scan tool data
3. Signal
display.
• When the boost pressure sensor is in malfunction, the ECM
controls using the default value.
Boost pressure sensor characteristic -reference-
4.0
Output (Volts)
3.0
2.0
1.0
0.0
80 100 120 140 160 180 200 220 240
Boost pressure (kPa)
DATA LINK CONNECTOR

DLC is fixed to lower section on the steering column.
The communication between the ECM and a scan tool is
established using controller area network (CAN).
16
9
NOTE;
8 1 • 6WG1 Euro4 / Euro5 model uses controller area network

(CAN) for communication between the ECM and scan tool.
It is need to connect the CAN di module and install ISO
CAN soft ware for engine diagnosis.
• 6WG1 Euro5 model also uses controller area network
No. Euro4 Euro5
(CAN) for communication between the TCM and scan tool.
1 Not used Not used
2 Not used Not used
3 NRZ serial data (CAB SUS) NRZ serial data ( CAB SUS)
4 Ground Ground
5 Ground Ground
6 ISO-CAN high serial data (ECM) ISO-CAN high serial data (ECM, TCM)
7 Keyword serial data (TCM, AIR SUS, SRS) Keyword serial data (AIR SUS, SRS)
8 Keyword serial data (ABS, EBS) Keyword serial data (ABS, EBS)
9 NRZ serial data (HSA) NRZ serial data (HSA)
10 Not used Not used
11 NRZ serial data (KICK DRIVE) NRZ serial data (KICK DRIVE)
12 Diagnosis request SW (ECM, TCM, SRS, etc) Diagnosis request SW (ECM, TCM, SRS, etc)
13 Diagnosis request SW (ABS, EBS) Diagnosis request SW (ABS, EBS)
14 ISO-CAN low serial data (ECM) ISO-CAN low serial data (ECM, TCM)
15 Not used Not used
16 Battery voltage Battery voltage
MALFUNCTION INDICATOR LIGHT (MIL)

The malfunction indicator light (MIL) is installed on the
instrument panel cluster. The MIL will display the engine
symbol with amber when commanded ON. The MIL
indicates that an emission related fault (Type A or B) has
occurred vehicle service is required.
The MIL illuminates when the ignition switch is turned ON,
with the engine OFF. This is a lamp test to ensure the
MIL is able to illuminate.
Unit: sec.
1.0 1.0 1.0
ON
OFF
15 1.0 1.0 1.0

SERVICE VEHICLE SOON LAMP (SVS)

The SVS lamp is located on the instrument panel cluster.
The SVS lamp will display the vehicle with wrench symbol
when commanded ON. The SVS lamp indicates that a
non-emission related fault (Type C) has occurred and
vehicle service is required.
The SVS lamp illuminates when the ignition switch is
turned ON, with the engine OFF. This is a lamp test to
ensure the SVS lamp is able to illuminate.
The SVS lamp turns OFF after the engine is started if a
diagnostic fault is not present.
The SVS lamp remains illuminated after the engine is
started if the ECM detects a non-emission related fault.
Unit: sec.
1.0 1.0 1.0
ON
OFF
15 1.0 1.0 1.0

READING FLUSH DIAGNOSIS TROUBLE CODE

The DTC(s) stored in the ECM memory can be read either
through a hand-held diagnostic scanner such as Tech 2
Example: DTC 23 stored Unit: sec.
2nd digit number 1st digit number plugged into the DLC or by counting the number of
2 3
flashes of the malfunction indicator lamp (MIL) or the
1.2 1.2 0.3 0.3 0.3 service vehicle soon (SVS) lamp when the diagnostic
request terminal of the DLC is grounded. The DLC
ON
terminal "12“ (diagnostic request) is pulled "Low"
OFF
(grounded) by jumped to DLC terminal "4“ or “5”, which is
a ground wire. Once terminals "12" and "4" or “5” have
2.4 0.6 0.6 0.6 0.6 2.4
been connected, turn the ignition switch ON, with the
engine OFF the SVS lamp flashes to indicate flush code.
If the DTC is not stored the code “1” displayed repeatedly.
Example: DTC 225 stored If the DTC is stored the stored DTC related flush code is
3rd digit number 2nd digit number 1st digit number
2 2 5
shown three times. If more than one DTC has been stored
in the ECM memory, the DTCs will be output numerical
0.3 0.3 1.2 1.2 0.3 0.3 0.3 0.3 0.3
order with each DTC being displayed three times. The
flash DTC display will continue as long as the DLC is
ON
shorted.
OFF
2.4 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 2.4
DIAGNOSTIC TROUBLE CODE TYPE

Action Taken When the DTC Sets - Type A Conditions for Clearing the MIL/ DTC - Type A
•The ECM illuminates the MIL when the diagnostic runs and fails. • The ECM turns OFF the MIL after 3 consecutive driving cycles
•The ECM records the operating conditions at the time the when the diagnostic runs and does not fail.
diagnostic fails. The ECM stores this information in the Freeze • A current DTC clears when the diagnostic runs and passes.
Frame/ Failure Records. (Euro 5 & Euro 4 specifications) • A history DTC clears after 40 consecutive warm-up cycles, if no
failures are reported after the ECM turns OFF the MIL.
• Use a scan tool to clear the MIL and the DTC.
Example operation of Type A
1 driving cycle 2 driving cycles 3 driving cycles 4 driving cycles 5 driving cycles 6 driving cycles
ON
ECM main relay
status OFF
Run
Engine status Crank
Not Run
Failed
Fail status
Not Failed
Present
DTC status
Not Present
ON
MIL status
OFF

Action Taken When the DTC Sets - Type B Conditions for Clearing the MIL/ DTC - Type B
•The ECM illuminates the MIL on the second consecutive driving • The ECM turns OFF the MIL after 3 consecutive driving cycles
cycle when the diagnostic runs and fails. when the diagnostic runs and does not fail.
•The ECM records the operating conditions at the time the • A current DTC clears when the diagnostic runs and passes.
diagnostic fails. The first time the diagnostic fails, the ECM stores • A history DTC clears after 40 consecutive warm-up cycles, if no
this information in the Failure Records. If the diagnostic reports a failures are reported after the ECM turns OFF the MIL.
failure on the second consecutive driving cycle, the ECM records • Use a scan tool to clear the MIL and the DTC.
the operating conditions at the time of failure and stores this
information in the Freeze Frame and updates the Failure Records.
Example operation of Type B
ON
ECM main relay
status OFF
Run
Engine status Crank
Not Run
Failed
Fail status
Not Failed
Present
DTC status Intermittent
Not Present
ON
MIL status
OFF

Action Taken When the DTC Sets - Type C Conditions for Clearing the MIL/ DTC - Type C
•The ECM illuminates the SVS lamp when the diagnostic runs and • The ECM turns OFF the SVS lamp after 1 driving cycle when the
fails. diagnostic runs and does not fail.
•The ECM records the operating conditions at the time the • A current DTC clears when the diagnostic runs and passes.
diagnostic fails. The ECM stores this information in the Failure • A history DTC clears after 40 consecutive warm-up cycles, if no
Records. failures are reported after the ECM turns OFF the SVS lamp.
• Use a scan tool to clear the SVS lamp and the DTC.
Example operation of Type C
ON
ECM main relay
status OFF
Run
Engine status Crank
Not Run
Failed
Fail status
Not Failed
Present
DTC status
Not Present
ON
SVS lamp status
OFF

Action Taken When the DTC Sets - Type D Conditions for Clearing the MIL/ DTC - Type D
•The ECM will not illuminate the MIL or SVS lamp. • A current DTC clears when the diagnostic runs and passes.
•The ECM records the operating conditions at the time the • A history DTC clears after 40 consecutive warm-up cycles, if no
diagnostic fails. The ECM stores this information in the Failure failures are reported.
Records. • Use a scan tool to clear the DTC.
Example operation of Type D
ON
ECM main relay
status OFF
Run
Engine status Crank
Not Run
Failed
Fail status
Not Failed
Present
DTC status
Not Present
ON
MIL or SVS lamp
status OFF
SCAN TOOL TECH2

TECH2 The Tech2 scan tool is a very effective tool for performing
electrical fault diagnoses on electronic control systems and
performing system checks.
By using the Tech2 24V adapter to connect to the vehicle's DLC,
the Tech2 scan tool can communicate with the each control
module.
24V ADOPTOR
Tech2 use 12V power supply. For 24 V vehicles, necessary to
24V ADOPTOR
Signal change switch connect 24V ADOPTOR for system checking.
The 24V ADOPTOR has signal switch for communication each
control modules. The position of the switch is free for other than
the following device.
• “1” : Kick drive
• “2” : HSA
DLC connection cable Tech 2 connection cable
• “3” : Cab sus
CAN-di MODULE CAN-di MODULE

For Euro4 & 5 specifications, it necessary connect CAN-di
module between TECH2 and 24V ADOPTOR.
NOTE;
•6WG1 Euro5 model is also necessary CAN-di MODULE for

communication between the TCM and scan tool.
DLC connecting cable Tech2 connecting cable
SCAN TOOL OPENING PROCEDURE

Select Diagnostic > C&E-series > Engine > 6WG1 (Common-rail) > F:0 Diagnostics.
F0: Diagnostic Trouble Codes

The table shows, which functions are used the available equipment versions.
F0: Read DTC Information
F0: Diagnostic Trouble Codes
F1: Clear DTC Information
F2: Freeze Frame/ Failure Records The purpose of this mode is to display and erase stored trouble code in the ECM.
F1: Data Display
F0: Engine Data 1 F1: Data Display
F1: Engine Data 2
The purpose of this mode is to continuously monitor data parameters. The current actual
F2: Fuel Data
F2: Snapshot values of all important sensors and signals, solenoid commands in the system are display
F3: Actuator Test through this mode.
F0: Fuel Pressure Control
F1: Pre Injection Control F2: Snapshot
F2: Injection Timing Control
“Snapshot” allow you to focus on making the condition occur, rather than trying to view all
F3: Injector Forced Drive
F4: Cylinder Balance Test of the data in anticipation of the fault. The snapshot will collect parameter information
F5: EGR Solenoid Control around a trigger point that you select.
F6: Exhaust Brake Control
F7: VGS control F3: Actuator Test
F8: Retarder Brake Control
F4: Additional Functions
The purpose of this mode is to check for correct operation of electronic system actuators.
F0: Read ECU Identification Using actuator test menus can test the state of each actuator and related sensors.
F1: Display Injector Codes Especially when DTC cannot be detected, a faulty circuit can be diagnosed by testing.
F2: Display Injector Quantity Trim
F5: Programming
Even if DTC has been detected, the circuit tests using these menus could help
F0: VIN Programming discriminate between a mechanical trouble and an electrical trouble.
F1: Store ECU Setting
F2: Program ECU F4: Additional Functions
F3: Injector Quantity Trim The purpose of this mode is to read ECM information such as currently programmed
F4: Injector Programming
F6: On-Board Diagnostics
software number and calibration number.
F5: Programming
The purpose of this mode is to program the fuel injector ID code or VIN or injector quantity
trim into the ECM if the fuel injector or ECM is to be replaced.
DIAGNOSTIC TROUBLE CODE (DTC) LIST (1/2)
Flash DTC type Flash DTC type

DTC DTC name DTC DTC name
code code Euro 5 Euro 4
Euro 5 Euro 4
P0016 16 A A Crankshaft Position - Camshaft Position Correlation P0201 271 A A Injector Circuit Open – Cylinder 1
P0202 272 A A Injector Circuit Open – Cylinder 2
P0045 33 A - Turbocharger Boost Control Solenoid Circuit
P0087 225 B B Fuel Rail/ System Pressure Too Low
P0088 118 - D Fuel Rail/ System Pressure Too High (First)
P0088 118 A A Fuel Rail/ System Pressure Too High (Second)
P0089 151 B B Fuel Pressure Regulator Performance
P0217 542 D D Engine Coolant Over Temperature Condition
P0091 247 A A Fuel Pressure Regulator Control Circuit Low
P0219 543 D D Engine Overspeed Condition
P0092 247 A A Fuel Pressure Regulator Control Circuit High P0234 42 A A Turbocharger Overboost Condition
P0093 227 B B Fuel System Leak Detected P0237 32 A - Turbo Charger Boost Sensor Circuit Low
P0101 92 B B Mass Air Flow Sensor circuit Range/ Performance P0238 32 A - Turbo Charger Boost Sensor Circuit High
P0102 91 A A Mass Air Flow Sensor Circuit Low Input P0299 65 B B Turbocharger Underboost
P0103 91 A A Mass Air Flow Sensor Circuit High Input P0355 15 A A Crankshaft Position Sensor Circuit
P0107 32 - A Manifold Absolute Pressure Sensor Circuit Low Input Crankshaft Position Sensor Circuit Range/
P0336 15 A A
Performance
Manifold Absolute Pressure Sensor Circuit High
P0108 32 - A P0340 14 A A Camshaft Position Sensor circuit
Input
P0112 22 A A Intake Air Temperature Sensor Circuit Low Camshaft Position Sensor Circuit Range/
P0341 14 A A
Performance
P0113 22 A A Intake Air Temperature Sensor Circuit High
P0401 93 A A EGR Flow Insufficient Detected
Engine Coolant Temperature Sensor Circuit Range/ P0404 45 A A EGR Control Circuit Range/ Performance
P0116 23 B B
Performance
P0409 44 A A EGR Position Sensor Circuit
P0117 23 A A Engine Coolant Temperature Sensor Circuit Low
P045B 345 A - Exhaust gas Recirculation (EGR)2 Performance
P0118 23 A A Engine Coolant Temperature Sensor Circuit High
P0477 46 A A Exhaust Pressure Control Valve Low
P0182 221 A A Fuel Temperature Sensor Circuit Low
P0478 46 A A Exhaust Pressure Control Valve High
P0183 221 A A Fuel Temperature Sensor Circuit High P0500 25 A B Vehicle Speed Sensor
P0192 245 A A Fuel Rail Pressure Sensor Circuit Low P0502 25 A A Vehicle Speed Sensor Low Input
P0193 245 A A Fuel Rail Pressure Sensor Circuit High P0503 25 A A Vehicle Speed Sensor High Input
DIAGNOSTIC TROUBLE CODE (DTC) LIST (2/2)
Flash DTC type Flash DTC type

DTC DTC name DTC DTC name
code Euro 5 Euro 4 code Euro 5 Euro 4
P0560 155 A A System Voltage P1500 18 C - Starter Deterioration Warning
P0563 35 C C System Voltage High P1621 54 A A Control Module Long Term Memory Performance
P0571 26 C C Brake Switch Circuit P1664 76 C C Service Vehicle Soon Lamp Control Circuit
P0601 53 A A Internal Control Module Memory Check Sum Error P2122 121 A A Pedal Position Sensor 1 Circuit Low Input
P0602 154 C C Control Module Programming Error P2123 121 A A Pedal Position Sensor 1 Circuit High Input
P0604 153 A A Internal Control Module RAM Error P2127 122 A A Pedal Position Sensor 2 Circuit Low Input
P0606 51 A A ECM Processor P2128 122 A A Pedal Position Sensor 2 Circuit High Input
Internal Control Module A/D Processing
P060B 36 A A P2138 124 A A Pedal Position Sensor 1 - 2 Voltage Correlation
Performance
P2146 158 A A Fuel Injector Group 1 Supply Voltage Circuit
P0641 55 A A Sensor Reference Voltage 1 Circuit
P0650 77 A A Malfunction Indicator Lamp (MIL) Control Circuit P2149 159 A A Fuel Injector Group 2 Supply Voltage Circuit
P0651 56 A A Sensor Reference Voltage 2 Circuit P215A 25 A A Vehicle Speed - Wheel Speed Correlation
P0685 416 C C ECM Power Relay Control Circuit Open Barometric Pressure Sensor Circuit Range/
P2227 71 B B
Performance
P0687 416 C C ECM Power Relay Control Circuit High
P2228 71 A A Barometric Pressure Sensor Circuit Low
P0697 57 A A Sensor Reference Voltage 3 Circuit
P2229 71 A A Barometric Pressure Sensor Circuit High
Transmission Control System Emissions Related
P0700 185 A - P2295 248 A A Fuel Pressure Regulator 2 Control Circuit Low
Malfunction
P1062 257 A A Fuel Pressure Regulator 1 Solenoid Control Circuit P2296 218 A A Fuel Pressure Regulator 2 Control Circuit High
P1063 258 A A Fuel Pressure Regulator 2 Solenoid Control Circuit P253A 28 C C PTO Sense Circuit
P1093 227 A A Fuel Rail Pressure Too Low P256A 31 C C Engine Idle Speed Selector Sensor
P1261 34 A A Injector Positive Voltage Control Circuit Group 1 U0073 84 B B Control Module Communication Bus Off
P1262 34 A A Injector Positive Voltage Control Circuit Group 2 U0101 85 A C Lost Communication with TCM
P1404 45 A A EGR Closed Position Performance U0110 87 A - Lost Communication with VNT System
P140B 344 A A EGR 2 Position Sensor Performance U0110 87 A - VNT Communication
P140C 345 A A EGR 2 Closed Position Performance U0121 89 C C Lost Communication with ABS Control Module
SCAN TOOL DATA LIST (1/4)

ENGINE DATA 1 ENGINE DATA 1
Typical Data Value at Engine Typical Data Value at

Scan Tool Parameter Units Displayed Scan Tool Parameter Units Displayed
idle Engine idle
Engine Speed RPM Nearly 500 EGR Position 1 High/Low High/Low
Desired Idle Speed RPM 475-525 EGR Position 2 High/Low High/Low
Calculated Engine Load % - EGR Position 3 High/Low High/Low
Coolant Temperature ℃/ °F 11℃/ 51°F EGR Position 4 High/Low High/Low
Engine Coolant Temperature Sensor Volts 0.5 volts EGR Position 5 High/Low High/Low
Intake Air Temperature ℃/ °F 13℃/ 55°F EGR Position 6 High/Low High/Low
Intake Air Temperature Sensor Volts 1.8 volts PTO Remote Throttle % %
Fuel Temperature °C/ °F 13 °C / 55 °F PTO Remote Throttle Sensor Volts 0 Volts
Fuel Temperature Sensor Volts 1.2 volts Brake Switch 1 Released/Applied Released/Applied
Mass air flow sensor Volts - Brake Switch 2 Released/Applied Released/Applied
Nearly 100 kPa/ 14.5 psi at sea Clutch Pedal Switch Released/Applied Released/Applied
Barometric Pressure kPa/ psi
level
Neutral Switch Neutral/In Gear Neutral
Barometric Pressure Sensor Volts Nearly 2.3 volts at sea level
Vehicle Speed km/h / MPH 0km/h / 0MPH
Desired Turbocharger Position (Euro5 only) % 10
Engine Runtime with MIL Active Min -
Nearly 100 kPa/ 14.5 psi at sea
Boost Pressure kPa/ psi Distance while MIL is activated Km/h /Miles -
level
Boost Pressure Sensor Volts Nearly 1.0 volt at sea level Shut off mode / Start
mode / Wait mode /
Rail Pressure Feedback Mode Wait mode
Desired Fuel Rail Pressure kPa/ psi – Wait to restart /
Feedback mode
Fuel Rail Pressure MPa/ psi –
Off / Ignition On /
Fuel Rail Pressure Sensor Volts 1.4 to 1.6 volts Engine Running Status Ignition ON
Cranking / Running
Accelerator Pedal Position % 0% Starter Switch On / Off On / Off
APP Sensor 1 (Accelerator Pedal Position) Volts 0.3 to 0.7 volts Ignition Switch On / Off On / Off
APP Sensor 2 (Accelerator Pedal Position) Volts 4.2 to 4.6 volts Ignition Voltage Volts 22.0 to 30.0 volts
Desired EGR Position % - Battery Voltage Volts 22.0 to 30.0 volts
EGR Position 1 / 2 % 0% Engine Runtime h: m : s Varies

ENGINE DATA 2 ENGINE DATA2
Typical Data Value at Typical Data Value at

Engine idle Engine idle
Engine Speed RPM Nearly 500 Clutch Pedal Switch Released/Applied Released/Applied
Desired Idle Speed RPM 500 Neutral Switch Neutral/In Gear Neutral
Calculated Engine Load % - Park Brake Switch Release / Applied Release/Applied
Coolant Temperature ℃/ °F 11℃/ 51°F Cruise Main Switch On / Off On / Off
Intake Air Temperature ℃/ °F 13℃/ 55°F Cruise Resume / Acceleration Switch On / Off On / Off
Fuel Temperature °C/ °F 13 °C / 55 °F Cruise Set / Coast Switch On / Off On / Off
Mass air flow sensor Volts Cruise Cancel Switch On / Off On / Off
Nearly 100 kPa/ 14.5 psi at Retarder On / Off On / Off
sea level
Brake Retarder Command On / Off On / Off
Nearly 100 kPa/ 14.5 psi at
Boost Pressure kPa/ psi
sea level Vehicle Speed Km/h / MPH 0 km/h / 0MPH
Desired Fuel Rail Pressure kPa/ psi – Exhaust Brake Switch On / Off On / Off
Fuel Rail Pressure MPa/ psi – Exhaust Brake Valve Command On / Off On / Off
Accelerator Pedal Position % 0% Exhaust Brake Cut Request from TCM Inactive / Active Inactive
Desired EGR Position % - Exhaust Brake Cut Request from ABS Inactive / Active Inactive
EGR Position 1 % 0% Engine Warm Up Switch On / Off On / Off
EGR Position 2 % 0% Idle Manual Switch Auto / Manual Manual
EGR Position 1 High/Low High/Low Idle Up Switch On / Off On / Off
EGR Position 2 High/Low High/Low Idle Down Switch On / Off On / Off
EGR Position 3 High/Low High/Low Malfunction Indicator Lamp (MIL) On / Off On / Off
EGR Position 4 High/Low High/Low Engine Runtime with MIL Active min -
EGR Position 5 High/Low High/Low Distance while MIL is activated Km / Miles -
EGR Position 6 High/Low High/Low Shut off mode / Start mode /
PTO Switch On / Off On / Off Rail Pressure Feedback Mode Wait mode / Wait to restart / Wait mode
Feedback mode
PTO Remote Throttle % %
Off / Ignition On / Cranking /
Engine Running Status Ignition ON
Brake Switch 1 / 2 Released/Applied Released/Applied Running

ENGINE DATA 2 FUEL DATA
Typical Data Value at Typical Data Value at

Engine idle Engine idle
Ignition Switch On / Off On / Off FRP Regulator Feedback Current

mA 5
(Fuel Rail Pressure)
Ignition Voltage Volts 22.0 to 30.0 volts
Accelerator Pedal Position % %
Total Engine Coolant
- -
Overtemperature Events Desired EGR Position % -
Total Fuel Temperature EGR Position 1 % 0%
- -
Overtempreture Events
EGR Position 2 % 0%
Total Intake Air Temperature
- - EGR Position 1 High/Low High/Low
Overtempreture Events
Engine Runtime h:m:s Varies EGR Position 2 High/Low High/Low
EGR Position 3 High/Low High/Low

FUEL DATA EGR Position 4 High/Low High/Low
Typical Data Value at EGR Position 5 High/Low High/Low
Scan Tool Parameter Units Displayed
Engine idle
EGR Position 6 High/Low High/Low
Engine Speed RPM Nearly 500
PTO Remote Throttle % 0%
Desired Idle Speed RPM 500
Fuel Compensation Cyl.1 mm3/st -4.0 to 4.0 mm3(Varies)
Calculated Engine Load % -
Coolant Temperature ℃/ °F 11℃/ 51°F
Intake Air Temperature ℃/ °F 13℃/ 55°F
Fuel Temperature °C/ °F 13 °C / 55 °F
Nearly 100 kPa/ 14.5 psi at
sea level Fuel Compensation Cyl.6 mm3/st -4.0 to 4.0 mm3(Varies)
Nearly 100 kPa/ 14.5 psi at Brake Switch 1 Released/Applied Released/Applied

Boost Pressure kPa/ psi
sea level
Brake Switch 2 Released/Applied Released/Applied
Desired Fuel Rail Pressure kPa/ psi –
Clutch Pedal Switch Released/Applied Released/Applied
Fuel Rail Pressure MPa/ psi –
Neutral Switch Neutral/In Gear Neutral
FRP Regulator Command (Fuel Rail
% 49% Vehicle Speed Km/h / MPH 0 km/h / 0MPH
Pressure)
FRP Regulator Command Fuel Flow mm3/st - Malfunction Indicator Lamp (MIL) On / Off On / Off

FUEL DATA
Data display items Units Reference value at idle
Engine Runtime with MIL Active min -
Distance while MIL is activated Km / Miles -
Shut off mode / Start

mode / Wait mode /
Rail Pressure Feedback Mode Wait mode
Wait to restart /
Feedback mode
Off / Ignition On /
Engine Running Status Ignition ON
Cranking / Running
Ignition Switch On / Off On / Off
Engine Runtime h:m:s Varies

ACTUATOR TEST ITEM LIST

Actuator Test Item Required Engine status Descriptions
The purpose of this test is for checking whether the fuel rail pressure can change when commanded. Faulty fuel
Fuel Pressure Control Running supply pump, fuel rail pressure (FRP) regulator, pressure limiter valve or other fuel lines could be considered if the
difference of “Desired fuel rail pressure” and “Fuel rail pressure” is large.
The purpose of this test is for checking whether the pre fuel injection is operating when commanded ON/ OFF.
Pre Injection Control Running
Faulty injector(s) could be considered if engine noise does not change when commanded OFF.
The purpose of this test is for checking whether the main injection timing is changing when commanded Retard/
Injection Timing Control Running
Advance.
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 does
not create a clicking noise (solenoid operating noise), contains an interrupted
Injector Forced Drive Stop noise or has abnormal noise when commanded ON.
Notice: After performing this test with ignition S/W ON status, if the ignition S/W position turn to ON to start, the
engine cannot start. Once turn off the ignition S/W and some seconds later, the engine can start. ECM has a safety
circuit for injector forced drive.
The purpose of this test is for checking whether the fuel injector is operating when commanded ON/ OFF. Faulty
Cylinder Balance Test Running injector(s) could be considered if engine does not change speed when commanded OFF.
Notice: If this test is not available (start the test after engine stole), slightly increase the engine speed.
The purpose of this test is for checking whether the EGR valve is correctly moved with command. If the position
EGR Solenoid Control Stop difference is large, restricted valve movement by foreign materials, excessive deposits or a faulty valve could be
considered.
The purpose of this test is for checking whether the turbocharger nozzle control solenoid is correctly moved with
Turbocharger Solenoid Control Stop command. Restricted actuator movement by foreign materials, excessive deposits, damaged linkage, a faulty
magnetic valve or a faulty position sensor could be considered if the solenoid is not moved correctly
The purpose of this test is for checking whether the exhaust brake control solenoid is operating when commanded
Exhaust Brake Control Stop
ON. Faulty circuit(s) or a faulty magnetic valve could be considered if not energizing when commanded ON.
The purpose of this test is for checking whether the retarder brake control solenoid is operating when command ON.
Retarder Brake Control Stop
Faulty circuit or faulty solenoid could be considered if not engaging when command ON.
PROGRAMMING
Programming Item Descriptions
VIN Programming Used when replacing the ECM, when writing of the vehicle identification number (VIN) is performed.
Store ECM Settings Used when replacing the ECM, when writing of vehicle information is performed.
Used when replacing the ECM, when the vehicle identification number (VIN), the injector ID code and Q adjustment correction data are
Program ECM
input collectively.
Injector Quantity Trim Used when replacing the ECM, when the fuel injection amount from the injector is controlled.
Used when replacing the ECM. Used when data cannot be upload from the ECM before replacement, or when registering the injector ID
Injector Programming
code when replacing injectors.
NOTE;
• Before programming, the following items original data must check.

• - Engine type (Including power output)
• - Injector ID code
• - VIN number
• When programming following items (Except “Store ECU Setting”), it is required the security access from TIS2000.
• - Once Tech2 gets the security access, it can be available until Tech2 communicates other vehicle.
*Required security access from TIS.
• Even if once Tech2 which gets security access communicates with other vehicle, it will be cancelled.
ECM CIRCUIT DIAGRAM (1/4)

If equipped
If equipped
If equipped

Euro4 only
SERVICE SPECIAL TOOLS
SST illustration Name Parts No.
Digital multi-meter 5-8840-2691-0
Tech2 & related device NO PARTS NUMBER

Scan tool (Contact to ISUZU)
Connector test adapter

5-8840-2835-0
kit
Issued by
ISUZU MOTORS LIMITED
LIFE-CYCLE BISINESS PROMOTION DEPARTMENT
Tokyo, Japan
COPYRIGHT-ISUZU MOTORS LIMITED
TKG-VC19, VC32, VC33-6WG1 EURO4 & 5 (Version 2.2)

FEB 2015
THE RIGHT IS RESERVED TO MAKE CHANGES AT ANY TIME WITHOUT NOTICE

6WG1 Engine Cntrol Training Ver 2 2

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(C&E-series) 6WG1 Engine control system -1-

6WG1 ENGINE CONTROL SYSTEM

Model year Vehicle model Main market

2007 or later C&E-series (Euro4 / 5) ALL

ENGINE CONTROL DIAGRAM 6WG1-engine (common-rail) running

Rail pressure sensor

Starter Pump control

Camshaft position sensor

• Fuel system control

When the Engine Control Module (ECM) is replaced, must be input

ECM INPUT & OUTPUT (EURO4)

ECM INPUT & OUTPUT (EURO5)

ECM PIN ARRANGEMENT (1/3)

No Pin function No Pin function No Pin function

1 Cylinder #2 fuel injector control 19 - 38 EGR motor control 1 (U)

4 Cylinder #5 fuel injector control 22 - 41 EGR position sensor 1(W)

5 Cylinder #6 fuel injector control 23 - 42 EGR position sensor 2 (U)

6 Cylinder #4 fuel injector control 24 - 43 EGR position sensor 2 (V)

7 ECM power ground 25 PCV1 44 EGR motor control 2 (W)

15 - 33 EGR motor control 1 (W) 52 CMP sensor 5 volts reference

16 - 34 EGR motor control 2 (U) 53 CMP sensor low reference

ECM PIN ARRANGEMENT (2/3)

No Pin function No Pin function No Pin function

57 FRP sensor signal 76 APP sensor 1, PTO throttle sensor low 95 -

58 CKP sensor signal (+) 77 96 -

60 EGR 1 position sensor, FRP sensor low reference 79 98 -

62 Boost sensor signal 81 MAF sensor 12 volts reference 100 -

63 - 82 MAF sensor low reference 101 Starter cut relay control

65 FT sensor signal 84 - 103 Retarder relay control (If equipped)

66 CMP sensor signal 85 - 104 -

67 Battery voltage 86 - 105 MIL control

69 Ignition switch (ON) 88 - 107 MAF sensor signal

70 ECM signal ground 89 - 108 BARO sensor signal

71 ECM signal ground 90 - 109 IAT sensor signal

73 ECM main relay 92 - 111 MAF sensor shield ground

74 VSS signal 93 - 112

75 - 94 - 113 Cruise main lamp control (If equipped)

ECM PIN ARRANGEMENT (3/3)

No Pin function No Pin function No Pin function

114 Change governor lamp control 133 - 152 -

115 Cruise set lamp control (If equipped) 134 - 153 -

118 - 137 Brake switch signal 2 156 CAN low signal

120 - 139 Neutral switch signal 158 -

121 - 140 - 159 Exhaust brake switch signal

124 - 143 - 162 -

125 - 144 - 163 CAN low signal

126 - 145 Idling MANU/AUTO switch signal 164 -

127 APP sensor 2 signal 146 Idling up switch signal 165 -

130 - 149 PTO switch signal

ECM ⇔ TCM (For Smoother-G model)

CONTROL DEVICES (1/2)

VNT (VGS) Turbocharger

Fuel rail pressure (FRP) sensor

CONTROL DEVICES (2/2)

ECM Main Relay

*Trailer Information Module

Speed Sensor Control Unit

*Air Suspension Control Unit

Back of the radio

Engine Control Module (ECM) Flasher Unit

*Cab Suspension Control Unit

Camshaft position sensor status can be observed on Tech2 data

Crankshaft position sensor status can be observed on Tech2 data