Refine 1.9L CTI Engine Volume01 (1) Diagramas PDF

1.
9 CTI Engine Maintenance Manual EC Engine control system

4DBEDC17 ECU Principle wiring
Central junction box
ECU main relay
CAN communication signal low Central junction box
Central
CAN communication signal high junction box Ignition switch
Parallel
line joint
Diagnostic interface engine
Central junction box connector
communication line
Main brake
Clutch switch
Auxiliary
brake
Color to be
confirmed
+
Crankshaft position sensor
_
Ground
Camshaft position sensor Signal
5V power supply
Ground
Signal
Rail pressure sensor
Radiator fan power
5V power supply
Ground
Radiator fan relay
Temperature
signal
5V power supply
Supercharging
temperature
Pressure Condenser fan relay 1
signal
ECU signal Radiator fan ground
Water temperature sensor

Signal
Water ground Condenser fan relay 2
Condenser fan power
Combination
instrument B VNT
Water temperature gauge signal
control
valve
5V power supply
EGR position sensor Rail pressure
sensor
Combination
Ground instrument B
Water-in-fuel
level sensor
Motor ground
Motor power
EGR valve supply
High
1-cylinder nozzle
Low
E05 Compressor
clutch power
High
4-cylinder nozzle Low
Condenser fan relay 1

High
Swirl control valve
Low
3-cylinder nozzle
High
Low
2-cylinder nozzle
Combination instrument B
Engine techometer Fuel
metering
unit of fuel
injection
pump
Vehicle speed
5V power supply
sensor
Signal of position
Accelerator pedal position sensor
sensor 1
Ground
5V power supply
Signal of position
sensor 2
Vehicle speed
Ground
signal output
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1.9 CTI Engine Maintenance Manual EC Engine control system
5V power
supply
Throttle position Position signal
sensor
Air flow meter

Ground
Motor ground
Throttle motor
Motor power
supply
Heating element
Transition harness of control harness

Right front wheel sensor
Fuel preheating relay

OBD diagnose interface
ground
Low potential of right

front wheel speed
signal of ABS control
unit
Combination
High potential of right front instrument A System DTC
Instrument A
wheel speed signal of ABS power
control unit
Parking Combination OBD DTC

lamp instrument B Instrument
Brake fluid level switch A power
Combination Preheating DTC

instrument B
Instrum
Power Reversing ent B
PS25 rear lamp
Reversing lamp Combination
switch instrument A Cruise indicator lamp
Instrument A
power
Front wiper Front wiper
switch motor
Front wiper Front wiper

motor
relay output
switch-not used
Cruise control
Front wiper
motor
Front wiper relay

Starter signal
Power
Front wiper relay Starter signal
Central
Medium voltage
junction box
Power Starter
signal
Central Low voltage High voltage A/C control panel A
Starter junction box
Power A/C required
signal signal
Ignition switch Starter signal
2. ECU harness
17 systems of the EDC are connected by harnesses between ECUs and various actuators and sensors. A harness
consists of interface harness A at the engine and interface harness K at the vehicle end.
A46------------A60 K73------------K94
A31------------A45 K05 K06 K51------------K72
A16------------A30 K03 K04 K29------------K50
A01------------A15 K01 K02 K07------------K28
ECMinterface A
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ECM interface K
Material object
Interface A Interface K
3. Definitions of EDC17 control system ECU pins
Terminal Description Terminal Description

Interface A
A01 Fuel injector 3 high A31 Fuel injector 2 low
A02 Fuel injector 2 high A32
A03 A33 Fuel injector 4 low
A04 EGR motor positive pole A34 Electronic throttle drive motor +
A05 A35 Camshaft position sensor ground
A06 Rail pressure sensor +5V A36
A07 Supercharging pressure sensor +5V A37 Water temperature sensor signal
A08 Camshaft position sensor +5V A38 Throttle position sensor signal terminal
A09 A39
A10 A40 Rail pressure sensor ground terminal
A11 A41
A12 Throttle position sensor +5V A42
A13 Crankshaft position sensor signal terminal A43
A14 Crankshaft position sensor ground terminal A44
A15 A45 Vortex actuator control signal terminal
A18 A48
A19 EGRmotor negative pole A49 Electronic throttle drive motor -
A20 A50 Water temperature sensor ground
A21 A51
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Terminal Description Terminal Description
A22 A/C relay control terminal A52 Rail pressure sensor signal terminal
A23 A53 Intake air temperature signal terminal
A24 A54 Supercharging pressure sensor signal
A25 A55
A26 Throttle position sensor ground terminal A56 Crankshaft position sensor shielded
A27 A57 Camshaft position sensor signal
A28 Supercharging pressure sensor ground terminal A58
A29 A59
A30 A60 Fuel metering unit control terminal
Interface K
K01 Battery positive pole K48
K02 Battery negative pole K49
K03 Battery positive pole K50
K04 Battery negative pole K51 Cruise control indicator lamp
K05 Battery positive pole K52 Cruise mode switch control
K06 Battery negative pole K53 Cruise control switch control
K07 K54 Anti-theft control signal terminal
K08 K55 Clutch switch signal
K09 K56
K10 K57 Preheating time feedback
Accelerator pedal position sensor 2
K11 K58
ground terminal
K12 Air temperature signal K59
Accelerator pedal position sensor 2
K13 K60
signal terminal
K14 K61
K15 K62
K16 K63 Air flow sensor ground terminal
K17 K64
K18 K65
K19 Vehicle speed signal input K66 CAN communication high level signal
accelerator pedal position sensor 1
K20 Air flow signal K67
ground terminal
K21 K68
Accelerator pedal position sensor 2 power
K22 K69 Supercharger actuator control signal
supply
K23 EGR position sensor power supply terminal K70 Malfunction indicator lamp (MIL)
K24 K71 OBD fault lamp
K25 K72
K26 K73
K27 K74 Cruise mode switch control
Accelerator pedal position sensor 1 power
K28 K75 Fan switch signal
supply
K29 K76
K30 Anti-theft control ground terminal K77 Oil-water separator signal
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Terminal no. Description Terminal no. Description

EGR position sensor signal
K31 K78 Auxiliary brake switch signal
terminal
K32 K79
K33 K80
Accelerator pedal position sensor 1 signal
K34 K81
terminal
K35 K82
K36 K83
K37 A/C request signal K84
K38 Main brake switch signal K85
EGR position sensor ground
K39 K86
terminal
K40 Cruise control switch control K87 CAN communication low level signal
K41 K88
K42 K89
K43 Engine speed signal output K90 Preheating relay control
K44 K-line communication K91 Preheating indicator lamp
K45 K92 Condenser fan relay control
K46 Ignition switch ON K93 Cooling fan relay control
K47 Main relay control K94
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4. Input/output signal
Sensor input signal to ECM ECM function Actuator
Crankshaft position
sensor (position)
Engine speed piston
position
Camshaft position sensor
(phase)
Air flow meter
Intake pressure sensor

Intake air volume
Intake air temperature

sensor Fuel injection pump IMV valve air
control valve fuel injector
Battery voltage Battery voltage EGR valve
Fuel injection and mixing electronic throttle

throttle position sensor Throttle position
ratio control VNT control valve
rail pressure sensor Fuel system rail pressure preheating control unit
(GCU) malfunction indicator lamp A/C
A/C switch A/C pressure relay
Wheel speed sensor Vehicle speed
EGR valve position EGR valve position

sensor voltage
Engine coolant Engine coolant

temperature sensor temperature
Air control valve position Electronic throttle

sensor position voltage
5. Diagnostic trouble code (DTC) index table
S/N DTC Definition of DTC

1 P0045 The supercharger actuator control line is open-circuited
The internal driver module of the ECU for the supercharger actuator control line is
2 P0046
overheated.
3 P0047 The supercharger actuator control line is short-circuited to the ground.
4 P0048 The supercharger actuator control line is short-circuited to the high level.
5 P0069 The supercharging pressure sensor possesses drifting.
6 P0087 The fuel pressure is lower than the minimum limit.
7 P0088 The fuel pressure exceeds the maximum limit.
8 P0097 The intake air temperature sensor voltage is too low (the connecting wire is
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short-circuited to the ground).
The intake air temperature sensor voltage is too high (the connecting wire is
9 P0098
open-circuited or is short-circuited to the high level).
The signal for air mass flow measured by the air flow meter without any correction is
10 P0100
too large or too small (the connecting wire is open-circuited or short-circuited).
The signal for air mass flow measured by the air flow meter with correction is too
11 P0101
large or too small.
12 P0102 There is negative drifting of the air mass flow meter.
13 P0103 There is positive drifting of the air mass flow meter.
Temperature measured by the air temperature sensor attatched on the air mass flow
14 P0112
meter is too low.
Temperature measured by the air temperature sensor attatched on the air mass flow
15 P0113
meter is too high.
16 P0116 The water temperature sensor dynamic characteristic is incredible.
The output voltage of the coolant temperature sensor is lower than the lower limit
17 P0117
(the connecting wire is short-circuited to the ground).
The output voltage of the coolant temperature sensor is higher than the upper limit
18 P0118
(the connecting wire is open-circuited or is short-circuited to the high level).
19 P0119 The water temperature sensor static characteristic is incredible.
20 P0122 The accelerator pedal potentiometer 1 output voltage exceeds the lower limit.
21 P0123 The accelerator pedal potentiometer 1 output voltage exceeds the upper limit.
22 P0191 There is excessive positive drifting of the rail pressure sensor.
The rail pressure sensor output voltage is lower than the lower limit (the connecting
23 P0192
wire is short-circuited to the ground).
The rail pressure sensor output voltage is higher than the upper limit (the connecting
24 P0193
wire is open-circuited or is short-circuited to the high level).
25 P0194 There is excessive negative drifting of the rail pressure sensor.
26 P02011 Cylinder fuel injector is open-circuited.
32 P0222 The accelerator pedal potentiometer 2 output voltage exceeds the lower limit
33 P0223 The accelerator pedal potentiometer 2 output voltage exceeds the upper limit
EC - 179

34 P0234 The actual supercharging pressure is too large relative to the control target.
35 P0237 The supercharging pressure sensor output voltage exceeds the lower limit (the
connecting wire is short-circuited to the ground).
36 P0238 The supercharging pressure sensor output voltage exceeds the upper limit (the
connecting wire is open-circuited or is short-circuited to the high level).
37 P0251 The fuel volume control unit (metering unit) control line open-circuited
38 P0252 The ECU internal drive circuit of the fuel volume control unit (metering unit) is
overheated.
39 P0253 The fuel volume control unit (metering unit) control line is short-circuited to the
ground.
40 P0254 The fuel volume control unit (metering unit) control line is short-circuited to the high
level.
41 P025C For the metering unit digital-analog channel, signal range inspection, low
42 P025D For the metering unit digital-analog channel, signal range inspection, high
43 P0263 1 There are other errors in the cylinder fuel injector.
49 P0299 The actual supercharging pressure is too small relative to the control target.
50 P0300 There is multi-cylinder misfire.
51 P0301 There is the first cylinder misfire.
52 P0302 There is the second cylinder misfire.
53 P0303 There is the third cylinder misfire.
54 P0304 There is the fourth cylinder misfire.
55 P0305 There is the fifth cylinder misfire.
56 P0306 There is the sixth cylinder misfire.
57 P0335 There is no crankshaft sensor signal.
58 P0336 There are false crankshaft sensor signals.
59 P0340 There is no phase sensor signal.
60 P0341 There are false phase sensor signals.
61 P0380 The ECU does not command the glow plug to operate but the glow plug is operating
actually.
62 P0382 The ECU commands the glow plug to operate but the glow plug is not operating
actually.
63 P0383 The control line of the ECU to the glow plug is short-circuited to the ground.
64 P0384 The control line of the ECU to the glow plug is short-circuited to the high level.
65 P0401 The actual fresh air intake volume is larger than the target intake air volume of the
EGR system.
EC - 180
66 P0402 The actual fresh air intake volume is smaller than the target intake air volume of the
EGR system.
67 P0403 The ECU internal driver module of the EGR valve actuator control line is
overheated.
68 P0404 The EGR valve actuator control line is open-circuited.
69 P0405 The EGR valve position sensor voltage exceeds the lower limit (the connecting
wire is short-circuited to the ground).
70 P0406 The EGR valve position sensor voltage exceeds the upper limit (the connecting
wire is open-circuited or is short-circuited to the high level) .
71 P0475 The exhaust brake valve control line is open-circuited.
72 P0476 The ECU internal driver module of the exhaust brake valve control line is
overheated.
73 P0477 The exhaust brake valve control line is short-circuited to the ground.
74 P0478 The exhaust brake valve control line is short-circuited to the high level.
75 P0480 The control line of the ECU to fan I is open-circuited.
76 P0481 The control line of the ECU to fanⅡis open-circuited.
77 P0483 The internal driver module for the control of the ECU to fan I is overheated.
78 P0484 The internal driver module for the control of the ECU to fan II is overheated.
79 P0487 The throttle valve actuator control line is open-circuited.
80 P0488 The internal driver module for the ECU of the throttle valve actuator is
overheated.
81 P0489 The EGR valve actuator control line is short-circuited to the ground.
82 P0490 The EGR valve actuator control line is short-circuited to the high level.
83 P0500 There are errors in the vehicle speed sensor DAQ hardware.
84 P0501 The vehicle speed sensor signal is incredible.
85 P0504 Main and auxiliary brake pedal signals are relatively incredible.
86 P0562 The battery voltage is too low.
87 P0563 The battery voltage is too high.
88 P0571 Brake pedal signals transmitted from the CAN are incredible.
89 P060A There is communication failure of the ECUinternal chip CJ940.
90 P0615 The control line of the ECU to the starting motor is open-circuited or the driver
module is overheated.
91 P0643 The sensor supply voltage 1 is too high.
93 P0670 The control line of the ECU to the glow plug is open-circuited or its driver
94 P0686 The main relay is turned on too early.
95 P0687 The main relay is turned on too late.
96 P0691 The control line of the ECU to fan I is short-circuited to the ground.
97 P0692 The control line of the ECU to fan I is short-circuited to the high level.
EC - 181
98 P0693 The control line of the ECU to fan II is short-circuited to the ground.
99 P0694 The control line of the ECU to fan II is short-circuited to the high level.
101 P0704 The clutch signal is incredible.
102 P1011 The rail pressure controller positive deviation exceeds the upper limit
103 P1012 The rail pressure controller positive deviation exceeds the upper limit seriously.
104 P1013 The rail pressure controller negative deviation is lower than the lower limit.
105 P1070 The catalytic converter is clogged.
106 P1100 The softward correction for the air mass flow meter is excessive.
107 P1102 The duty ratio output signal of the air temperature sensor attatched on the air
mass flow meter is too high or too low.
108 P1103 The coolant temperature and fuel temperature sensor signals are relatively
incredible.
109 P1106 The duty ratio output signal cycle of the air temperature sensor attached to the air
mass flow meter is too long.
110 P1107 The duty ratio output signal cycle of the air temperature sensor attached to the air
mass flow meter is too short.
111 P1200 The positive correction of the fuel injector 1 is too large.
112 P1201 The nagative correction of the fuel injector 1 is too large.
120 P120A The positive correction of the fuel injector 6 is too large.
121 P120B The nagative correction of the fuel injector 6 is too large.
122 P120C The dynamic positive correction of the fuel injector 1 is too large.
123 P1210 The dynamic positive correction of the fuel injector 3 is too large.
124 P1211 The dynamic nagative correction of the fuel injector 3 is too large.
125 P1212 The dynamic positive correction of the fuel injector 4 is too large.
126 P1213 The dynamic nagative correction of the fuel injector 4 is too large.
127 P123A3 There are other errors in the cylinder fuel injector.
128 P123B3 There are other errors in the cylinder fuel injector.
129 P123C4 There are other errors in the cylinder fuel injector.
130 P123D4 There are other errors in the cylinder fuel injector.
131 P123E4 There are other errors in the cylinder fuel injector.
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132 P123F5 There are other errors in the cylinder fuel injector.
133 P1613 The overrun monitor detects that the power-on time is too long.
134 P1614 The overrun monitor detects that the rotation speed is incredible.
135 P1615 No purpose
136 P1617 It is failed to power off because of too high internal supply voltage.
137 P1618 It is failed to power off because of too low internal supply voltage.
138 P161F No purpose
139 P1637 The ECU internal supply module voltage is too high.
140 P1638 The ECU internal supply module voltage is too low.
141 P2002 The catalytic converter has been removed.
142 P2135 The accelerator pedal potentiometer 1 is incredible when comparing with
potentiometer 2.
143 P2141 The throttle valve actuator control line is short-circuited to the ground.
144 P2142 The throttle valve actuator control line is short-circuited to the high level.
145 P2157 Vehicle speed signals transmitted from the CAN are invalid.
146 P2228 The BARO sensor output voltage is too low.
147 P2229 The BARO sensor output voltage is too high.
148 P2454 The pressure difference in front and after the catalytic converter is too small.
149 P2455 The pressure difference in front and after the catalytic converter is too large.
System maintenance
I. Maintenance instructions of 9CTI common-rail injection system
Only digital multimeter is allowed to be applied in common-rail injection system inspection:
Please use genuine parts in maintenance or normal operation of the common-rail injection system can not be
guaranteed;
Please comply with normative maintenance diagnostic procedures during the maintenance work;
It is prohibited to disassemble common-rail injection system parts during maintenance;
In the process of maintenance, please be careful when taking electronic components (electronic control units
and sensors etc) and do not drop them on the floor;
Build up the consciousness of environmental protection and dispose wastes generated in maintenance
effectively;
Do not remove any part or connector from its mounting position on the common-rail injection system so as to
prevent accidental damages and penetration of foreign matters like moisture and oil stains etc which may
influence normal operation of the common-rail injection system;
When disconnecting or connecting connectors, it is necessary to place the ignition switch at OFF or
electronic components will be damaged;
In the case of hot-state operating condition analog or other maintenance work which may lead to temperature
rise, it is not allowed to make the temperature of electronic control units exceed 80℃;
The fuel supply pressure in the common-rail injection system is excessively high. Therefore, in the case of
EC - 183
maintenance, it is not allowed to remove the high-pressure fuel pipe during engine operation. When it is
necessary to maintain the fuel system, shut down the engine before disassembling the high-pressure fuel
pipe;
In the case of battery connection, the positive pole and negative pole of the battery can not be connected
reversely so as to prevent electronic component damages. This system adopts negative ground;
During engine operation, it is not allowed to remove the battery cable;
When carrying out electrical welding on the vehicle, it is necessary to remove the battery positive pole,
negative pole cables as well as electronic control units;
Do not penetrate the wire insulation for the detection of part input/output electric signal.
Cleaning and maintenance procedures of the common-rail engine fuel system
The fuel systemof the common-rail engine consists of low-pressure fuel delivery pipes and high-pressure fuel
pipes. The maximum pressure can be more than 1600bar. Some parts in the fuel injector and HP pump adopt fine
machining with the precision of 0.1mm. Pressure regulation and fuel injection are controlled by the engine ECU
so that foreign matters from exterior may lead to stuck needle valve in the interior. Therefore, the fuel injector will
maintain open. However, the HP pump is still operasting and supplying high-pressure fuel. Excessive fuel will be
injected into the combustion chamber and this will lead to sharp pressure increase in the combustion chamber
(above 250bar) and result inj serious damage of the engine.
You can refer to the figure below (left side one) for the comparison between the fuel injector and hair. Besides, the
fitting clearances for internal components are as shown in the right figure.
Needle valve
Hair lift
Fit clearance
Diameter
Fuel injector
hole Diameter
The accuracy of core component of the fuel system is very high and is easily affected by dust or tiny external
impurities. Perform the following preparations and procedures, otherwise, many system faults may occur.
Work procedures:
1. Keep the cleanliness of the workplace (especially keep the dust away);
2. Keep the cleanliness of the service tool (keep away from oil and impurities);
3. Wear ethylene apron to prevent hair, dust, impurities etc. from entering the engine fuel system, clean your
hand and don’t wear gloves;
4. Prior to repairing the fuel system, perform the following procedures:
EC - 184
Listen carefully to the symptoms and faults described by customer
Check wire harness and connector in the engine room for conditions of appearance and
connection.
Perform the check procedure by using special diagnostic instrument (carry out road test if
necessary)
Determine the fault, if the fault source is the fuel system, please perform the above 1-3 steps.
5. If the faults come from the HP (high-pressure) pump, the fuel delivery pipeline or the fuel injector, prepare
clean special tool and seal cover, and perform the engine fuel system steps. Prior to repair, clean the engine
room related areas thoroughly;
6. Follow the above work procedures. In case of any faulted component, please replace it with the components
of original manufacturer;
Remove the battery negative pole wire
For the purpose of safety: prior to removing the high-pressure system, determine whether the
system pressure is low or not.
Use the special tool and torque wrench for correction work.
Caution: When removing or replacing the fuel injector, use the new copper washer, and tighten the fuel
injector fixing bolt to fixed torque. Otherwise, the injection position of the fuel injector may deviate and
result in engine operation out of control.
Cover the removed component by the seal cover, and take it down only prior to replacing the component.
EC - 185
Diesel common-rail
injection system
Fuel pressure sensor
Cutoff valve
HP pump (optional) Distrib
ution
Pressure
regulating valve
Fuel Fuel delivery

Other sensors
temperature pump
sensor Accelerator
pedal
Oil-water Fuel
separator injector
CKP sensor
High
Fuel tank Camshaft pressur
position sensor Low
pressur
7. Use the clean and intact seal cover to cover the removed component and keep it properly;
8. After replacement of the high-pressure pump and the fuel injector, match the fuel injector via special
diagnostic instrument;
9. Press the manual fuel delivery pump on the oil-water separator to the low-pressure line for supplying fuel
until it does not move;
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Caution: Do not rotate the engine prior to filling the pump.

10. Recheck the installed component and connect the battery wire, start the engine and check the engine
operation status;
11. Use special diagnostic instrument to check whether there is any current fault and clear the fault history.
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II. Engine electronic component structural principle
All sensors:
CKP sensor
Engine camshaft sensor
Electronic throttle position sensor
Absolute pressure sensor
Air flow meter
Rail pressure sensor
Engine coolant temperature sensor
Water level sensor
Accelerator pedal position sensor
Vehicle speed sensor
a. CKP sensor
The CKP sensor is a magnetic sensor. The piston position in the combustor chamber determines the fuel injection
start time, the engine piston is connected with the crankshaft via the connecting rod, and the CKP sensor can offer
data of all piston positions; the rotation speed determines the rpm (revolutions per minute) of the crankshaft. The
crankshaft is connected with a ferromagnetic trigger wheel with 60 teeth, and two teeth are lost on the trigger
wheel in actual use corresponding to a specified crankshaft position of cylinder 1. The CKP sensor records the
order of the trigger teeth. The CKP sensor is mounted at the exhaust side at the rear end of the crankshaft.
Terminal: 1. CKP sensor signal terminal; 2. CKP sensor ground terminal;
Resistance: 860 Ohm; clearance between the sensor and signal Addendum: 0.5~1.5mm
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Crankshaft speed sensor

1. Permenant magnet 2.Sensor housing
3. Engine hood 4Soft iron core
5.Coil 6 Sensing gear
CKP sensor mounting position crankshaft signal disc
b. Camshaft position sensor

The camshaft position sensor is the Hall sensor;
The camshaft position sensor is mounted on the cylinder head hood;
Terminal: 1. +5V power supply; 2. signal output; 3. ground.
Clearance between the sensing end of the sensor and the camshaft signal wheel: 0.3~1.5mm.
EC - 189
engine
Camshaft position sensor-left upper side of
5V power supply
Camshaft signal
Ground
c. Electronic throttle position sensor

The electronic throttle is in normally open status and is only closed under rare operation conditions (low speed) to
control pressure of intake pipe and form a specific negative pressure environment in the intake manifold for
increasing the EGR rate. The electronic throttle comprises the butterfly valve, the direct-current motor for driving
the butterfly valve and the position sensor of the butterfly valve. The ECU calculates the vacuum degree of the
intake manifold according to the engine operation condition and converts it into the butterfly valve opening to
control the direct-current motor for driving the butterfly valve rotation. The butterfly valve opening is fed back to
the ECU by the position sensor for feedback control.
Terminal: 1. electronic throttle drive motor +; 2. electronic throttle drive motor -; 3. +5V power supply; 4. signal
output; 5. ground.
Intake manifold
5V power supply
Ground Position signal
Ground
EGR
pipeline
d. Absolute pressure sensor

The supercharging pressure sensor is connected with the intake pipe and measures the absolute pressure of intake
pipe. The temperature sensor has a negative temperature coefficient thermistor. The thermistor is connected in a
voltage division circuit of the 5V power.
It is mounted on pressure stabilization tank of the intake manifold and has priority in pressure measuring function;
Terminal: 1-ground; 2–temperature signal; 3-+5V; 4-pressure signal
EC - 190

pressure sensor
Intake
nifold
Intake pressure
signal
5V power supply

pressure sensor
Intake air
temperature signal
Ground
Hot-film air flow meter

Hot diagram air flow sensor is an air quality sensor with logic output. In order to get the air flow, the sensor
diagram on the sensor element is heated by the heating resistor mounted in the middle, and the temperature
distribution on the diagram is measured by the temperature resistor mounted parallel with the heating resistor. The
temperature distribution on the diagram is changed by the air flow of the sensor, so that the resistances of the two
temperature resistors are different. The difference of the resistances depends on the air flow and direction, and the
air flow sensor has high requirements on the air flow and direction. The response time of the small size of sensor
elements manufactured by micromachine and low thermal capacity type sensor is <15ms;
The intake air temperature sensor is mounted in the sensor for measuring the intake air temperature; the air flow
meter is mounted at the interface of the air filter;
Terminal: 1. +12V power supply; 2. Ground; 3. Air temperature signal 4. Air flow signal
EC - 191
Electronic pipe
Measuring pipe shield
shield
Test line
Plug-in sensor
case
Air flow signal
Air flow mete

Air temperature
signal
Sensor grounding
e. Rail pressure sensor

According to the voltage signal of the fuel pressure given to ECU, the rail pressure sensor must measure that the
transient pressure in the rail has enough accuracy and fast response capacity;
With the shape changes of the metal layer of the sensor mounted on the rubber film, the resistance varies
correspondingly. The shape change generated via the established system pressure (about l mm under pressure of
1500bar) will make the resistance change and cause the voltage change at the two ends of the 5V bridge composed
by resistor elements. The voltage variation scope is 0~70mv (depends on the applied pressure) and is amplified to
0.5~4.5V
By evaluation circuit; the accurate measurement of the rail pressure is critical to the effective operation of the
system, that’s why the allowance used for rail pressure sensor during pressure measurement is very strict. Within
the main operation condition scope, the measurement accuracy is about ±2％ of the full scale reading.
Terminal: 1. ground; 2. rail pressure sensor signal; 3. +5V power supply
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Output
voltage
Rail pressure sensor-left upper side of

5V power supply
engine
Rail pressure signal
Ground
Common-rail
pressure
f. Engine coolant temperature sensor

The water temperature sensor is mounted at the position of the cylinder head close to the water outlet;
Terminal: 1. temperature signal; 2. ground; 3. connect the water temperature gauge.
Characteristic curve of temperature sensor

(NTC)
Resistance
Temperature
EC - 193
Water temperature sensor

signal ground
Water
temperature
sensor-right
lower side of
engine
Water temperature signal
g. Water level sensor

The oil-water separator position sensor is used for detect the moisture content in the fuel filter. When the moisture
content reaches a certain degree, the ECU will control the engine operation; it is mounted at t he bottom of the
fuel filter;
Terminal: 1. water level sensor; 2. water level signal; 3. +12V power supply
Water-in-fuel level sensor
Water level
sensor signal
h. Accelerator pedal position sensor

The accelerator pedal position sensor is mounted on the accelerator pedal and provides the signal voltage varies
along the accelerator pedal position. The engine control unit provides separate 5V reference voltage circuit and
low level reference voltage circuit for each accelerator pedal position sensor. When the pedal is depressed, the
signal voltage of accelerator pedal position sensor 1 increases from about 0.7V at the free position to above 4V
when the pedal is fully depressed. After the pedal is depressed, the signal voltage of accelerator pedal position
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sensor 2 increases from about 0.3V at the free position to above 2V when the pedal is fully depressed. The two
data monitors each other via the control system;
Terminal: 1. +5V; 2. +5V; 3. ground of accelerator pedal 1; 4. signal of accelerator pedal 1; 5. ground of
accelerator pedal 2; 6. signal of accelerator pedal 2.
5V Power Supply
Signal of position sensor
Accelerator pedal sensor
Ground
5V power supply
Signal of position
sensor 2
Ground
i. Vehicle speed sensor

The vehicle speed sensor signal provides vehicle speed signals for the ECU, and the ECU calculates the vehicle
speed;
Vehicle speed
sensor
Vehicle speed
signal
Vehicle speed
signal output
All actuators:
Fuel injector
EGR control system
Swirl control valve (SCV) control
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Variable nozzle turbocharger (VNT) control
Fuel quantity metering unit (high-pressure fuel pump)
Preheating control unit
A/C relay
Malfunction indicator lamp
a. Fuel injector
In order to realize effective fuel injection beginning and accurate fuel injection, the common-rail system adopts
the special fuel injector with hydraulic servo system and electronic control element (solenoid valve). When the
fuel injection starts, the fuel injector requires a higher starting current, so that the solenoid valve can be opened
fast until the nozzle need valve reaches its maximum stroke and the nozzle is completely opened, the control
current will decreases to the smaller constant current. At this moment, the fuel injection depends on the opening
time and the pressure in the common-rail. When the solenoid valve is closed after work, the fuel supply is over.
The fuel injector can be divided into the following functional blocks:
1. Hole-type nozzle
2. Hydraulic servo system
3. Solenoid valve
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Low pressure
end of
1-cylinder fuel
injector
High pressure
1-cylinder end of
nozzle 1-cylinder fuel
injector
b. EGR valve control system

The EGR is solenoid valve position feedback (linear motor) type, and the exhaust entering the intake pipe is
accurately controlled by the EGR valve. The EGR valve is a direct-current motor controlled by PWM (pulse width
modulation), opens or closes the valve according to commands of the engine ECU, feeds back the valve position
to the ECU, and the opening degree of the valve is determined by the PWM wave sent by ECU. Combining the
engine speed, the intake pressure and the operation condition, the engine ECU calculates the EGR rate and sends
the commands. The EGR adopts the gas collecting before swirl and after pressure.
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5V power supply
of EGR valve
position sensor
EGR
Intake
position EGR valve
manifold
sensor position signal
EGR
Engine Interco
valve oler Ground of EGR
valve position
Exhaus sensor
manifol
d
Ground of
EGR valve
Exhaust Air intake EGR
air
Turboc valve Power supply
harger of EGR valve
otor
c. Swirl control valve (SCV) control

It adopts the butterfly valve type swirl control system, the intake manifold has two airways corresponding to each
cylinder, one is neutral airway and the other is tangential airway. The butterfly valve is mounted on the neutral
airway to control the open and close of the neutral airway. In order not to influence the air intake of the tangential
airway, the butterfly valve axis bypasses the tangential airway. The actuator drives the butterfly valve for rotation
via the mechanical connection to block the neutral airway.
The swirl control valve is a switch type solenoid valve, and the valve element only has two statuses: in initial
status, the joint 3 is communicated with the joint 1 (i.e. the atmosphere) (the joint 1 is blocked via the air filter to
prevent pollutants from entering the valve); at the open position, the joint 3 is communicated with the joint 2 (i.e.
the vacuum), so that the actuator cavity can be vacuumed. The ECU controls the rotation of the butterfly valve via
controlling the solenoid valve, and the solenoid valve is mounted at proper position of the vehicle body.
Joint 1 Joint 2
Connect the
vacuum pump
Joint 3
Tangential
airway
Harness
Air pipe
Swirl valve actuator

Swirl actuator control valve-side of throttle body
Swirl control valve control
d. Variable nozzle turbocharger (VNT) control

It adopts variable area turbocharger technology, the turbocharger and the engine have excellent match at all
operating points and the engine can reach its best perform;
The VNT vanes are connected with the control pull rod, the displacement of the control pull rod is controlled by
the vacuum degree of the vacuum chamber on the VNT; with the change of the vacuum degree in the vacuum
chamber, the positions of the VNT vanes can be changed so as to control the flow area of the turbocharger. The
vacuum degree of the vacuum chamber is controlled by the VNT solenoid valve, one port of the VNT solenoid
valve is connected with the vacuum chamber on the VNT, one is connected with the vacuum pump, and the
another port is connected with the atmosphere. In this machine, this third port is equipped with a filter to prevent
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pollutants such as dust, etc. from entering the valve. The opening of the VNT solenoid valve is regulated by the
PWM wave sent by the ECU, and the solenoid valve is mounted on the vehicle body.
Air pipe
VNT control
solenoid valve
Connect
the
VNT
VNT turbocharger
control
Connect control valve
the Harnes
Variable area
turbocharger
VNT actuator
e. Fuel quantity metering unit (high-pressure fuel pump)

1) High-pressure fuel pump: advantages:
1. Compact structure, small occupancy;
2. Large fuel pressure supply, reaches to 1600bar;
3. Small drive torque, approximately 1/9 of the torque required by dispensing pump;
4. The fuel output can realize closed-loop control to realize accurate output for different operating conditions.
High pressure joint

Fuel metering valve
Fuel return pipe
Fuel inlet pipe

Compensating hole
Overflow valve
Working manner:
The gear fuel delivery pump integrated with the high-pressure pump pumps fuel from the fuel tank via the
oil-water separation filter. The fuel in one line enters the pump chambers of fuel pump unit via the fuel absorption
valve, the drive shaft with an eccentric wheel drives the three pump plungers move up and down to realize the
purposes of fuel absorption and delivery. If the fuel delivery pressure exceeds the open pressure (0.5~1.5bar) of
the safety valve, the fuel delivery pump can let the fuel passes through the fuel absorption valve of the
high-pressure pump and enters the pump chambers of fuel pump unit. At this moment, the pump plunger moves
downward due to the fuel delivery pressure (fuel absorption process). When the plungers exceed the bottom dead
center, the fuel absorption valve is closed, and the fuel is compressed. When the pressure exceeds the output
pressure of the fuel delivery pump, the pressure in the common-rail will open the fuel outlet valve, the fuel enters
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the high-pressure fuel line and is output, and the pump plungers will continue fuel supply till the top dead center
(fuel delivery stroke). When the pressure drops, the fuel outlet valve closes. The remaining fuel is decompressed;
the pump plungers moves downward. When the pressure in the pump chamber is below the fuel delivery pressure,
the fuel inlet valve opens again, the fuel pump process starts again, and the three plungers deliver fuel in turn. The
fuel in the other line from fuel delivery pump enters the lubrication and cooling fuel line of the high-pressure fuel
pump via the pressure relief valve, converges with the fuel return line of the fuel injector, and flows back to the
fuel tank.
2) The fuel inlet metering valve of the fuel metering unit is mounted at the high-pressure fuel inlet of the
high-pressure fuel pump and is used for regulating the fuel supply and the fuel pressure value, and the regulating
requirements is controlled by the ECU. The control coil of the metering valve is closed when not connected to cut
off the fuel supply for the plunger elements of the high-pressure fuel pump;
By changing the fuel inlet area of the metering element via the pulse signal, the ECU can increase or decrease the
fuel supply.
Low-pressure fuel delivery pump
Solenoid coil
Fuel
Filter Spring
High pressure
piston
Fuel outlet 0-ring

Fuel
Low-pressure fuel
delivery pump
injection pump
Fuel metering
unit of fuel
pump-left side of fuel
Fuel metering unit of

fuel injection
Metering element
Fuel delivered to high-pressure
Fuel pump
quantity
Full-load fuel
Fuel amount feature quantity
Ampere
f. Preheating control unit

The preheating control unit is used for ensuring the effective cold start and shortening the warming up time which
are very closely related with the exhaust emission. The preheating time is a function of coolant temperature. When
the engine is starting or is in operation, the open time of glow plug is determined by a series of other parameters,
including the fuel injection and the engine speed. The control of glow plug is realized by using a power relay
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(GCU);
The main part of the glow plug is the tubular heating element.
The glow plug control instrument adopts the power relay and the electrical switch group to control the glow plug.
They control the heating time of glow plug and also has protection and monitoring functions. The more advanced
glow plug controller can identify the faults of separate glow plugs for its diagnostic function and displays the data
to the driver. The control input end of the glow plug controller is connected with the electronic control unit via a
multi-stage jack. To avoid the voltage drop, the series circuit connected with the glow plug uses the thread pin or
plug. The preheating and starting are controlled by the glow plug starting switch. When the key is at the “ON”
position, the preheating begins. When the heating control lamp goes out, the glow plug reaches sufficient
temperature, and the starting will begin. In the following starting process, the injected fuel is atomized and burns
in the compressed hot air, and the combustion process will begin with the released heat.
The post heating after start can form continuous speed acceleration and idling with less smoke during warming up,
thus combustion noise during cold start can be reduced. In case of start failure, the protection circuit of the glow
plug is disconnected to prevent over discharging of the battery.
Glow
plug
relay
Preheatin
g control
Preheating
time
feedback
g. A/C relay
When the driver and conductor open the A/C switch and the fan switch, the signal to start the A/C will be sent to
the ECU via the K37 pin and the K75 pin. The ECU conducts and controls the relay input circuit of the A/C
compressor via the A22 pin. The relay magnet attracts the contact of the input circuit to close, conducts the output
circuit of the compressor, so that the compressor magnetic clutch closes and the compressor refrigeration starts.
Medium voltage
High voltage
Low voltage
Pressure switch
A/C relay
h. Malfunction indicator lamp (MIL)

The MIL is on the instrument panel, the battery voltage is directly delivered to the MIL. The engine control
module lights the MIL up by grounding the MIL control circuit. When the ignition switch is connected but the
engine does not start, the MIL will light up for 3sec and goes out;
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Functions of MIL:
1. The MIL informs the driver of the fault, and the vehicle shall be repaired as soon as possible;
2. During fault lamp test, the MIL lights up;
3. If the diagnostic procedure requires to light up the MIL, a DTC will be saved;
The MIL lights up.
1. When the ignition switch is connected but the engine is inoperative, the MIL will light up for 3sec and goes
out;
2. After the engine starts up, the MIL will go out;
3. If the self diagnose system detects any fault, the MIL will light up;
4. In case of any fault, the MIL will go out.
System MIL
OBD MIL
Engine MIL
I. K-line diagnose interface

The ECU fault diagnose interface is used for reading the DTCs, the environment variables, the action test, the
engine operating parameters and the IQA codes. The above function can be realized by using the automobile
diagnostic instrument.
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Ground Ground
Data
Diagnose
interface
engine
communica
Diagnose K tion line
line
j electronic control fan

According to the normal scope of coolant temperature, the ECU reads out the current coolant temperature to
trigger different pins K92 or K93, the circuit will be energized
Main relay output
Low speed fan

control
Radiator fan
motor
Radiator fan relay
Condenser fan relay 2
High speed fan

control Condenser fan relay 1
Condenser fan
motor
k. Brake switch
The main brake switch is normally open type, and the auxiliary brake switch is normally closed type. The brake
switch detects the action of the brake pedal and sends the detected signal to the engine control unit. When two
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signals are detected, the ECU will judge whether the brake signals are normal or not.
Main brake switch signal
Auxiliary brake switch signal
III. Fault diagnosis procedures of engine control system

Part I, diagnosis according to DTCs
The relevant ECM (engine control module) terminals refered in the following are subject to the actual
harness figures
Table 1
Fault code P0016 Deviation of relevant positions of phase sensor and crankshaft sensor.
P1604 The speed detected by overrun prevent monitor is unreliable.
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5V power supply
Camshaft position sensor-left

upper side of engine
Camshaft signal
Ground
Crankshaft signal -
CKP sensor
Crankshaft signal +
Fault description:
The engine control unit uses the pulse signals of the crankshaft position (CKP) sensor and the camshaft position
(CMP) sensor to monitor the relevance between the CKP and the camshaft position. The crankshaft variable
reluctance rotor has 60 teeth, two of which are lost and served as reference clearance. The teeth interval is 6°
except the reference clearance which is 12°. The camshaft variable reluctance rotor has 1 tooth. When the
crankshaft rotates for 2 cycles (at this moment, the camshaft position actuator is in the start or stop position), the
engine control unit requires that the camshaft position sensor pulse signal should be in consistent with the internal
logical rule, otherwise, DTCs will be reported.
Diagnosis help:
For test of the engine control unit harness connector or component harness connector, use the diagnostic connector
test adaptor component.
Check the engine for recent repair on mechanical system. Improper installation of the camshaft, the camshaft
position sensor, the sensor vane, the crankshaft sensor, the target gear or the timing mark may cause setting of the
fault diagnostic code.
Terminal ECU
A13 Crankshaft speed sensor signal terminal
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A14 Crankshaft speed sensor signal negative terminal

A35 Camshaft position sensor ground terminal
A08 Camshaft position sensor power supply terminal
A57 Camshaft position sensor signal terminal
Contact for technical support
Repair or replace
Check the camshaft position sensor line connection
Repair or replace
Check the camshaft position sensor and vanes
Repair or replace
Check the CKP sensor line connection
Check the CKP sensor and target gear Repair or replace
Check the air distribution phase Repair or replace
Repair or replace
Check the ECU and the line connection
Contact for technical suppor
EC - 206
Table 2
DTC P0069 The supercharging pressure sensor drift
The supercharging pressure sensor output voltage is below the lower limit (the connection is
P0237
shorted to ground).
The supercharging pressure sensor output voltage exceeds the upper limit (the connection is
P0238
open-circuited or shorted to high level).
Intake pressure
signal
Intake temperature pressure sensor

5V power
supply
Intake air
temperature
signal
Ground
Fault description: The supercharging pressure sensor responses to the pressure change of the intake manifold. The
pressure changes with engine load. The engine control unit provides 5V voltage for 5V reference voltage circuit of
the supercharging pressure sensor and provides ground to low reference voltage circuit. The supercharging
pressure sensor provides a signal for the engine control unit via the supercharging pressure sensor signal circuit,
the signal is related to the pressure change of the intake manifold. When the intake manifold pressure is very low,
such as in idling, the engine control unit should be able detect the low level signal voltage. When the intake
manifold is very high, such as during wide open throttle, the engine control unit should be able detect the high
level signal voltage. The supercharging pressure sensor is also used for determining the BARO. In the case that
the ignition switch is connected but the engine cannot start, if the accelerator pedal position sensor signal is over
28%, the BARO reading will be updated. The supercharging pressure sensor includes the following circuits:
One 5V reference voltage circuit
One low reference voltage circuit
one MAP sensor signal circuit
If the engine control unit detects that the supercharging pressure sensor signal is not in the preset scope, it will set
the DTC.
Diagnosis help:
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When the ignition switch is connected and the engine is shut down, the intake manifold pressure equals the BARO,
and the signal voltage is the low level. The engine control unit uses the information as the indication for the
vehicle altitude. Comparing the reading with intact vehicles equipped with same sensors is a good way to check
the accuracy of the suspicious sensor, and the reading difference should not exceed 0.4V. Check the pressure
source of the supercharging pressure sensor thoroughly, and check the air intake system for clogging.
When starting the engine, the MAP sensor shall be able to detect any change of the manifold pressure. The
purpose of the test is to determine whether the sensor is stuck at a certain value. The supercharging pressure
sensor should be able to detect any change of the manifold pressure to determine whether the sensor is stuck at a
certain value.
The normal supercharging pressure sensor shall response quickly to the change of accelerator pedal position and it
should not be tardy or a step slower than the change of accelerator pedal position.
ECU
A07 Supercharging pressure sensor power supply terminal

A54 Pressure signal terminal
A28 Supercharging pressure sensor ground terminal
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Troubleshooting procedure:
Check the device connector
Connector problem Repair or replace
Check the sensor
Sensor problem Replace the sensor
Check the ECU connector Repair or replace
Check the continuity and

insulativity
Electrical problem
Repair the harness
Replace the device
The problem still exists. Contact for technical support
EC - 209
Table 3
DTC P0087 The fuel pressure is below the minimum limit.
P0088 The fuel pressure exceeds the maximum limit.
P0191 The positive drift of rail pressure sensor is excessive.
The rail pressure sensor output voltage is below the lower limit (the connection is
P0192
shorted to ground).
P0193 The rail pressure sensor output voltage exceeds the upper limit (open-circuited or
shorted).
P0194 The negative drift of rail pressure sensor is excessive.
P1011 The positive deviation of rail pressure controller exceeds the upper limit.
P1012 The positive deviation of rail pressure controller severely exceeds the upper limit.
P1013 The negative drift of rail pressure controller is below the lower limit.
P1014 The fuel pressure during engine towing or slipping is unreliable.
5V power supply
Rail pressure sensor engine

left-upper side
Rail pressure
signal
Ground
Fault description: The common-rail pressure sensor responses to the fuel pressure change in the common-rail pipe.
The pressure changes with the engine load. The engine control unit provides 5V voltage for the 5V reference
voltage circuit of the common-rail pressure sensor and provides ground for the low reference voltage circuit. The
common-rail pressure sensor provides a signal for the engine control unit via the common-rail pressure sensor
signal, and the signal is related to the fuel pressure change in the common-rail pipe. When the fuel pressure in the
common-rail pipe is very low, such as during idling, the engine control unit should be able to detect the low level
signal voltage. When the fuel pressure in the common-rail pipe is very high, such as during wide open throttle, the
engine control unit should be able detect the high level signal voltage. The common-rail pressure sensor is an
important parameter for determining the engine operation, when the signal is lost, the engine will stop operation.
The common-rail pressure sensor includes the following circuits:
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One rail pressure sensor signal circuit
If the engine control unit detects that the common-rail pressure sensor signal is not in the preset scope, it will set
the DTC.
Diagnosis help: When the ignition switch is connected and the engine is shut down, the pressure in the
common-rail pipe is zero, and the signal voltage is the low level.
Comparing the reading with intact vehicles equipped with same sensors is a good way to check the accuracy of
the suspicious sensor, and the reading difference should not exceed 0.4V. Check the common-rail pressure sensor
thoroughly, and check the sensor for damage.
When starting the engine, the common-rail pressure sensor shall be able to detect any change of the pressure in the
common-rail pipe. The purpose of the test is to determine whether the sensor is stuck at a certain value.
The normal common-rail pressure sensor shall response quickly to the change of accelerator pedal position, and it
should not be tardy or a step slower than the change of accelerator pedal position.
ECU
A06 Rail pressure sensor power supply terminal
A52 Rail pressure sensor signal terminal

A40 Rail pressure sensor ground terminal
EC - 211
Read the DTC
Fuel metering unit fault Perform the repair
Repair the harness
Rail pressure sensor fault Perform the repair
Check the low-pressure fuel line;

refer to the fault tree
“low-pressure fuel line
Low-pressure fuel line problem Perform the repair
High-pressure fuel line problem Repair the harness
EC - 212
Check the low-pressure fuel line and the high-pressure fuel line:
Low-pressure fuel line
Check the fuel tank supply as well as the fuel tank

level indicator lamp to avoid invalid information
Whether the fuel tank is empty

Refill
Check the status and function of manual pump
Manual pump problem Perform the repai
Perform visual check on the low-pressure loop pipe

(leakage, matching and connection)
Low-pressure loop pipe problem Perform the repai
Low-pressure loop pipe problem
Find out and repairthe air source of

Check the status and function of manual pump the system, and clean the oil pipe
Incorrect signal or connection
Replace the current filter with the

Incorrect signal or connection original one, or connect the oil
inlet/outlet pipe of the filter correctly
High-pressure fuel line
Follow the high-pressure fuel line diagnostic steps

strictly for high-pressure fuel line diagnosis
Whether there is problem Perform the repai
The high-pressure fuel line is intact.
EC - 213
Table 4
The intake air temperature sensor voltage is too low (the connection is shorted to
DTC P0097
ground).
The intake air temperature sensor voltage is too high (the connection is open-circuited
P0098
or shorted to high level).
Ground
Temperature signal
Supercharging pressure
temperature sensor 5V power supply
Pressure signal
Fault description: The intake air temperature (IAT) sensor is a variable resistor for measuring air temperature in
the engine. The intake air temperature sensor has a signal circuit and a low reference voltage circuit. The engine
control unit provides 5V voltage for the intake air temperature sensor signal circuit and provides ground for the
intake air temperature sensor reference voltage circuit. When the intake air temperature sensor is in cold status, the
sensor resistance is very high. When the air temperature rises, the sensor resistance decreases. If the sensor
resistance is high, the ECU will detect that the voltage of intake air temperature sensor signal circuit is very high.
With the decrease of the sensor resistance, the voltage of the intake air temperature sensor signal circuit detected
by the ECU also reduces. If the intake air temperature signal voltage detected by ECU is too low (indicating that
the temperature is too high), and the signal voltage is too high (indicating that the temperature is too low), the
DTC shall be set.
Diagnosis help:
Test the intake air temperature sensor under different temperatures to evaluate the sensor for errors. In case of any
sensor error, performance fault may be caused. If the engine has been stopped for one night, the difference
between displayed values of the intake air temperature sensor and the engine coolant temperature sensor should be
within 3°C (5°F). Refer to “Temperature and resistance”. If the intake air temperature sensor signal circuit or the
low reference voltage circuit resistance is too high, the DTC may not be set.
Check the following:
If the ECU and the intake air temperature sensor are in poor contact, check the ECU harness connector for the
following:
Terminal looseness
Poor matching
Breakage of lock plate
Terminal deformation or damage
EC - 214
Poor contact of terminal and wire
Check the harness for damage. If the harness seems to be normal, observe the intake air temperature display on
the diagnostic tool while moving the connector and harness related to the intake air temperature (IAT) sensor. If
the intake air temperature display changes, it indicates that the position is faulted.
ECU
A07 Sensor power supply terminal
TEMPERATURE Temperature signal terminal
A23 Sensor ground terminal
Check the sensor connection
Connector problem Perform the repair
Check the sensor resistance (check whether it is

consistent with the vehicle status)
Sensor resistance problem Replace the sensor
Check whether it is the ECU connector problem Perform the repair
Check the continuity and insulativity
Electrical problem Repair the harness
Replace the corresponding device
EC - 215
Table 5
DTC P0116 The dynamic features of water temperature sensor are unreliable.
The coolant temperature sensor output voltage is below the lower limit
P0117
(the connection is shorted to ground).
The coolant temperature sensor output voltage exceeds the upper limit
P0118
(the connection is open-circuited or shorted to high level).
Intake pressure signal
Intake pressure temperature sensor

5V power supply

signal
Ground
Fault description: The engine coolant temperature (ECT) sensor is a variable resistor for measuring the negative
temperature coefficient of the engine coolant temperature. With the temperature rises, the resistance will reduce,
the signal value input into the ECU in the voltage form decreases correspondingly. The voltage signal scope is
0-5V. The ECU searches the characteristic curve of the sensor and converts it into engine coolant temperature, the
diagnostic module of the engine coolant temperature sensor judges the faults according to the temperature. The
engine control unit provides 5V voltage for the engine coolant temperature sensor signal circuit and ground for the
low reference voltage circuit. If the engine control unit detects that the engine coolant temperature sensor signal
voltage is too low (i.e. indicating that the temperature is too high) or the signal voltage is too high (i.e. indicating
that the temperature is too low), the DTC will be set
Diagnosis help:
Overheat fault may cause the setting of the DTC. After starting the engine, the temperature of the engine coolant
temperature (ECT) sensor shall rise steadily and keep constant after the thermostat is disconnected. Test the ECT
sensor under different temperatures to evaluate the sensor for errors. In case of any sensor error, the performance
fault may be caused. If the engine has been stopped for one night, the difference between displayed values of the
intake air temperature sensor and the ECT sensor should be within 3°C (5°F). Refer to “Temperature and
resistance”.
If the ECU and the ECT sensor are in poor contact, check the ECU harness connector for the following:
Terminal looseness
Poor matching
EC - 216
Breakage of lock plate
Poor contact of terminal and wire
Check the harness for damage. If the harness seems to be normal, observe the engine coolant temperature display
on the diagnostic tool while moving the connector and harness related to the ECT sensor. If the ECT displays
change, it indicates that the position is faulted. If the DTC cannot represent the information in the fault record data
for determining vehicle mileage after the last setting of self diagnosis DTC, the frequency of setting the DTCs can
be determined, this is helpful for diagnosing the overheat condition which will cause setting of the DTCs.
After starting the engine, the engine coolant temperature shall rise steadily to about 90°C (194°F) and keep
constant after the thermostat is disconnected.
ECU
A37 Water temperature sensor signal terminal
A50 Water temperature sensor ground terminal
EC - 217
Check the sensor resistance (check whether it

is in consistent with the vehicle status)
Check whether it is the ECU connector Perform the repair

problem
Replace the device
Table 6
The output voltage of accelerator pedal potentiometer 1 is below the lower

DTC P0122
limit.
The output voltage of accelerator pedal potentiometer1 exceeds the upper
P0123
limit.
The output voltage of accelerator pedal potentiometer 2 is below the lower
P0222
limit.
The output voltage of accelerator pedal potentiometer 2 exceeds the upper
P0223
limit.
EC - 218
Water temperature
sensor signal
Water
temper
ature
sensor-
right
Water temperature lower
signal side of
engine
Fault description: The accelerator pedal assembly comprises two accelerator pedal position (APP) sensors which
are mounted on the pedal assembly and are unrepairable. The accelerator pedal position sensor provides a signal
voltage which varies with the accelerator pedal position. The engine control unit provides separate 5V reference
voltage circuit and low level reference voltage circuit for each accelerator pedal position sensor. After the pedal is
depressed, the signal voltage of the accelerator pedal position sensor 1 increases from about 0.7V in the free
position to above 4V when the pedal is fully depressed. After the pedal is depressed, the signal voltage of the
accelerator pedal position sensor 2 increases from about 0.3V in the free position to above 2V when the pedal is
fully depressed.
The accelerator pedal position (APP) sensors 1 and 2 are mounted in the accelerator pedal assembly. Each sensor
has the following circuits:
One signal circuit
Therefore, each sensor can provide the engine control unit with signal voltage proportional to the accelerator
pedal move. Two processors in the engine control unit are used for monitoring the throttle actuator control system
data. Both signal circuits provide the two processors with signal voltage proportional to the accelerator pedal
move. The two processors monitor each other’s data to verify whether the displayed accelerator pedal position
calculated value is correct or not. The method for the engine control unit to finish the test is: it reduces signal of
accelerator pedal position sensor 2 instantly to check whether the signal of sensor 1 reduces too.
Diagnosis help: During test, the engine control unit harness connector or component harness connector shall be
checked, please use the diagnosis connector test adaptor component.
If there are several DTCs, please check whether there is short circuit between signal circuits of accelerator
pedal position sensors 1 and 2.
ECU
K28 Accelerator pedal position sensor 1 power supply terminal.
K81 Accelerator pedal position sensor 1 signal terminal.
K67 Accelerator pedal position sensor 1 ground terminal.
K22 Accelerator pedal position sensor 2 power supply terminal.
K60 Accelerator pedal position sensor 2 signal terminal.
K58 Accelerator pedal position sensor 2 ground terminal.
EC - 219
Perform visual check on the device
Device problem Replace the device
Check whether it is the ECU connector problem Perform the repair
Replace the devic
EC - 220
Table 7
DTC P0201 The 1-cylinder fuel injector is open-circuited.

P0261 The low terminal of 1-cylinder fuel injector is shorted to high
terminal.
P0262 The low terminal of 1-cylinder fuel injector is shorted to high level.
P0263 The 1-cylinder fuel injector has other faults.
P1200 The positive correction of fuel injector 1 is excessive.
P1201 The negative correction of fuel injector 1 is excessive.
P120C The dynamic positive correction of fuel injector 1 is excessive.

P120D The dynamic negative correction of fuel injector 1 s excessive.
P1613 The power up time detected by overrun monitor is too long.
5V power supply
Accelerator pedal sensor
Signal of position
sensor 1
Ground
5V power supply
Signal of position
sensor 2
Ground
Fault description: The engine control unit directly controls the open circuit of the fuel injector. By using a “drive”,
the engine control unit provides pulse width modulation (PWM) current for each fuel injector to control the
connection time of each fuel injector. The drive has a feedback circuit, the engine control unit monitors the drive’s
feedback circuit to determine whether the control circuit is opened or shorted or not. If the engine control unit
detects faults in the fuel injector control circuit, it will set the DTC of the fuel injector control circuit.
Diagnosis help: As the fault of wire connector will trigger the DTC, prior to replacing any component, please test
whether the connector terminal related to the diagnosis procedure is shorted or whether the wire is in poor contact.
Observe the status parameter of the corresponding fuel injector via the diagnostic tool while shaking the harness
and the connector related to the test. If there is intermittent fault in the harness or connector being tested, the
diagnostic tool reading will show the corresponding fault.
Compression test will help to find out the intermittent fault position.
EC - 221
Terminal ECU
A16 fuel injector 1“high”
A47 fuel injector 1“low”
Close the ignition switch and check the fuel injector
Perform the repair

Connector problem
Disconnect the fuel injector and ignite
Refer to the following “Check the

fuel injector wiring”
Whether the problem still exists?
Eliminate the fault, close he ignition key, reconnect the

fuel injector and connect the ignition switch.
Replace the corresponding fuel

injector and update the ECU data
The problem occurs again.
Repeat the above steps on all fuel injectors.
Check the fuel injector wiring
Check the ECU connector
Perform the repair

Connector problem
Repair the harness.

Electrical problem
EC - 222
Table 8
P0264 The low terminal of 2-cylinder fuel injector is shorted to high terminal.
P120E The dynamic positive correction of fuel injector 2 is excessive.
P120F The dynamic negative correction of fuel injector 2 s excessive.
1-cylinder fuel
injector low
voltage terminal
1-cylinder nozzle 1-cylinder fuel

injector high
voltage terminal
Terminal ECU
A02 fuel injector 2“high”
Close the ignition switch and check the fuel injector connector
EC - 223

connector
Refer to the following “Check the fuel injector wire”

Whether the problem still exists
Eliminate the fault, close the ignition key, reconnect the

fuel injector and connect the ignition switch
Replace the corresponding fuel injector and

The problem occurs again update the ECU data
Repeat the above steps on all fuel injectors
Electrical problem Repair the harness.
EC - 224
Table 9
P0267 The low terminal of 3-cylinder fuel injector is shorted to high terminal.
P1210 The dynamic positive correction of fuel injector 3 is excessive.
P1211 The dynamic negative correction of fuel injector 3 s excessive.
P123A The 3-cylinder fuel injector has other faults.
P123B The 3-cylinder fuel injector has other faults.
3-cylinder fuel injector

high voltage terminal
3-cylinder
3-cylinder fuel
injector low voltage
t i l
Terminal ECU
A01 fuel injector 1 “high”
EC - 225
Fault tree:
Refer to the following “Check the

Whether the problem still exists? fuel injector wiring”
Eliminate the fault, close the ignition key, reconnect

the fuel injector and connect the ignition switch

injector and update. ECU data
The problem occurs again.
Perform the repair

Connector problem
EC - 226
Table 10
The low terminal of 4-cylinder fuel injector is shorted to high terminal.

P0270
P1212 The dynamic positive correction of fuel injector 4 is excessive.
P1213 The dynamic negative correction of fuel injector 4 s excessive.
P123C The 4-cylinder fuel injector has other faults.
P123D The 4-cylinder fuel injector has other faults.
P123E The 4-cylinder fuel injector has other faults.
4-cylinder fuel injector

4-cylinder nozzle
4-cylinder fuel injector low

voltage terminal
Fault description: The engine control unit directly controls the open circuit of fuel injector. By using a “drive”, the
engine control unit provides pulse width modulation (PWM) current for each fuel injector to control the
Terminal ECU
A17 Fuel injector 2 “high”
A33 Fuel injector 2“low”
Fault tree:
EC - 227
Turn off the ignition switch and check the fuel injector
Perform the repair

There is problem in the connector
Disconnect the fuel injector and ignitr
Refer to the following “check the

Whether the problem still exists? fuel injector wiring”
Clear the fault, turn off the ignition key, reconnect the fuel
injector and connect the ignition switch.

The problem occurs again injector and update the data of ECU.
There is problem in the connector Perform the repair
Repair the harness

Electrical problem

EC - 228
Procedures for finding out the problem:
Check the fuel metering unit connector
Connector problem Repair it
Check ECU connector
Connector problem Repair it
Check contiuity and insulativity
Electrical system problem Repair harness
Measure the resistance of fuel metering unit

（20℃, 5.3ohm）
Resistance problem Replace the fuel metering unit
EC - 229
Table 11
DTC P0335 There is no crankshaft sensor signal.
P0336 The crankshaft sensor signal is incorrect.
Crankshaft signal -
CKP sensor
Crankshaft signal +
Fault description: The crankshaft position (CKP) sensor signal indicates the crankshaft speed and position. The
CKP sensor generates alternating voltage with different amplitude and frequency. The frequency depends on the
crankshaft speed, and the output alternating current depends on the CKP. The CKP sensor coordinates with a fixed
58X variable reluctance wheel on the crankshaft. The engine control unit can synchronize the fuel injector timing
control according to the input signal of the CKP sensor and the camshaft position sensor. The CKP sensor is also
used for detecting the misfire and displaying the tachometer. The CKP sensor signal circuit and the low reference
voltage circuit are directly connected to the engine control unit, and the shielding grounding circuit will be
grounded. In addition, when the 1st cylinder and 4th cylinder are at the top dead center (TDC), the CKP sensor
will send a signal to the engine control unit which monitors the CKP sensor signal and the camshaft position
sensor signal to determine whether the 1st cylinder is at the compression stroke. The circuits between the CKP
sensor and the engine control unit include:
The CKP sensor signal circuit
The CKP sensor low reference voltage circuit
Shielding grounding circuit
If the engine control unit detects that the CKP pulse number sent by the CKP sensor is incorrect, it will set the
DTC.
Diagnosis help: The camshaft position sensor circuit is faulted.
The CKP sensor variable reluctance rotor is dislocated or is installed incorrectly.
The crankshaft end clearance is excessive, so that the variable reluctance rotor is dislocated.
There is obstruction between the CKP sensor and the variable reluctance rotor.
Check the CKP sensor connector and the engine control unit connector for corrosion.
Terminal ECU
A13 Crankshaft speed sensor signal terminal
A14 Crankshaft speed sensor signal negative pole
EC - 230
Table 12
DTC P0251 The control line of the fuel quantity control unit is open-circuited.
The ECU internal drive circuit of the fuel quantity control unit is
P0252
overheated.
P0253 The control line of the fuel quantity control unit is shorted to ground.
The control line of the fuel quantity control unit is shorted to high
P0254
level.
Fuel
meteri
ng unit
of fuel Fuel metering
injecti unit of fuel
on injection
pump pump-left side of
oil rail
Fault description: The fuel metering unit is used for adjusting the fuel supply and the fuel pressure. When the
control coil of the fuel metering unit is powered off, the inlet fuel metering proportional valve of the fuel metering
unit is closed to cut off the fuel supply for the high-pressure oil pump plunger element. When the control coil of
the fuel metering unit is powered on, according to actual requirements, by using the pulse signal, the engine
control unit changes the fuel inlet area of the metering element to change the fuel supply for the high-pressure oil
pump plunger element. If the engine control unit detects that the voltage of the fuel metering unit control signal is
abnormal, it will set the DTC.
Diagnosis help: The metering element is installed at the fuel inlet position of the high-pressure pump. The opening
section area of the fuel metering unit control valve directly affects the fuel supply of the engine. When the fuel
metering unit control line is normally connected, monitor the engine fuel supply and the fuel supply pressure
while moving the related connector and harness. In case of any fault, the display of the fault diagnostic instrument
will change, and this is helpful for determining the position of the intermittent fault.
The intermittent fault may be caused due to poor contact of the control part or poor contact of the engine
control unit and the fuel metering unit; check whether there is the engine control unit harness connector.
− Terminal looseness
− Poor matching
− Breakage of the lock plate
− Terminal deformation or damage
− Poor contact between the terminal and the wire
Check whether the harness is damaged. If the harness seems to be normal, observe the fuel pressure
indication on the diagnostic tool while moving the connector and harness related to the fuel metering unit. If the
fuel pressure indication changes, it indicates that the position is faulted.
EC - 231
Terminal ECU
V1-E3 Fuel metering unit power supply terminal
A60 Fuel metering unit signal
Connector problem Perform the repair.
The new sensor is connected Repair the harness.
The problem still exists.
The problem still exists. Replace the target wheel
The new target wheel is installed
EC - 232
Table 13
DTC P0340 There is no phase sensor signal.
P0341 The phase sensor signal is incorrect.
5V power supply
Camshaft
position
sensor-left
Camshaft signal upper side
of engine
Ground
Fault description: The camshaft position sensor (CMP) is a Hall Effect switch. The engine control unit uses the
signal voltage to determine the camshaft position. The camshaft position sensor relates the crankshaft and the
camshaft position to enable the engine control unit to judge which cylinder will the fuel injector inject fuel. When
the camshaft rotates, the variable reluctance wheel changes the magnetic field generated by magnet in the sensor
and sends signals to the engine control unit via the signal circuit. The camshaft position sensor circuit is directly
connected to the engine control unit. The camshaft position sensor also can judge which cylinder misfires. The
circuits between the camshaft position sensor and the engine control unit include: the camshaft position sensor
high reference voltage circuit.
When the engine control unit detects that the resynchronization of camshaft positions of minimum number does
not occur or the camshaft position sensor signal circuit is faulted, it will set the DTC.
Terminal ECU
A57 The phase sensor signal terminal
A35 The phase sensor signal negative pole
EC - 233
Perform visual check on the sensor
Sensor problem Replace the sensor
Observe the camshaft and the crankshaft sensor

signal via the oscilloscope
Signal problem Perform the repair.
Check the camshaft target wheel
Target wheel problem Replace the target wheel
Check the camshaft target wheel positioning
Target wheel positioning problem Correct the target wheel

positioning
EC - 234
Table 14
DTC P0380 The ECU did not require the glow plug to work, but the glow plug is working.
P0382 The ECU required the glow plug to work, but the glow plug is not working.
P0383 The control line of the ECU to the glow plug is shorted to ground.
P0384 The control line of the ECU to the glow plug is shorted to high level.
P0670 The control line of the ECU to the glow plug is open-circuited or the drive
Glow plug relay
Preheating
control
Preheating
time
feedback
Fault description: The main part of the glow plug is the tubular heating element. The heating element is mounted
in the glow plug shell and is solid and good in tightness, so that it is corrosion resistant and hot air shock resistant.
The heating element consists of two tandem resistance elements: a heating coil and a control coil which are
mounted at the sharp part of the heating pipe. The glow plug controller adopts a power relay and an electrical
switch group to control the glow plug. The power relay and the electrical switch group can control the heating
time of the glow plug and have the protecting and monitoring functions. A more advanced glow plug controller
can identify the faults of separate glow plugs for its diagnostic function and displays the data to the driver. The
control input end of the glow plug controller is connected with the electronic control unit via a multi-stage jack.
To avoid the voltage drop, the series circuit connected with the glow plug uses the thread pin or plug. The post
heating after start can form continuous speed acceleration and idling with less smoke during warming up, thus
combustion noise during cold start can be reduced. In case of start failure, the protection circuit of the glow plug is
disconnected to prevent over discharging of the battery. If the engine control unit did not detect any preheating
control signal or the detected control signal does not conform to the actual condition, it will set the DTC.
Diagnosis help: Faults will occur if the wire contact is poor or the plug is loosened.
The contact of the engine control unit or the preheating control unit is poor-check the harness connector terminal
for looseness.
Poor matching
Poor contact between the terminal and the wire
EC - 235
Harness damage-check whether the harness is damaged or not
Terminal ECU
K90 Preheating relay control signal
K57 Preheating time feedback signal
Check the glow plug connector
Check the continuity and insulativity .
Replace the glow plug
The problem still exists Contact for technical support
EC - 236
Table 15
DTC P0500 The vehicle speed sensor collecting hardware is faulted.
P0501 The vehicle speed sensor signal is unreliable.
P0503 The vehicle speed sensor exceeds the maximum value.
Vehicle speed sensor
Vehicle speed
signal
Vehicle speed signal
output
Fault description: The vehicle speed sensor provides speed information for the engine control unit and is a hall
sensor. When the rotor gear on the transmission output shaft passes through the magnetic field of the sensor, the
vehicle speed sensor generates the signal voltage. The frequency of the signal voltage increases with the vehicle
speed acceleration, the engine control unit converts the signal voltage into vehicle speed and uses the vehicle
speed signal to determine the vehicle operation condition. If the signal is lost or abnormal, the engine control unit
will set the DTC.
Diagnosis help: Harness damage. Check whether the harness is damaged or not. If the harness seems to be normal,
observe the display on the digital multimeter while moving the connector and harness related to the actuator. If the
display of the digital multimeter changes during test, it indicates that there is fault. The intermittent fault may be
caused due to poor contact, abrasion of the wire insulating layer or breakage of the wire in the insulating layer.
Please make sure that the vehicle speed sensor is correctly secured on the transmission case.
Terminal ECU
K19 Vehicle speed sensor input signal
EC - 237
Fault tree:
Connector problem？ Perform the repair.
Check the vehicle speed sensor
Vehicle speed sensor problem Replace the vehicle speed sensor
Contact for technical suppor
EC - 238
Table 16
DTC P0504 The main/auxiliary brake pedal signal is not reliable.
Main brake switch signal
Auxiliary brake switch signal
Fault description: The brake switch is used for detecting the brake pedal action and sending the detected signal to
the engine control unit. It is equipped with two switches which are the main brake switch and the auxiliary brake
switch. When inputting the two signals, the engine control unit judges that it is the normal brake signal. The
switch signals are related with the accelerator pedal for controlling the fuel quantity during brake application. This
indicates that when depressing the brake pedal, there will be no fault during accelerator pedal operation. However,
when depressing the brake pedal, the fuel quantity will reduce during brake pedal operation. When the voltage
signal of the brake switch is inconsistent with the actual condition, the engine control unit will set the DTC.
Diagnosis help: Check the wiring connector for contact condition and the terminal for deformation or damage.
Terminal ECU
K38 Main brake switch signal
K78 Auxiliary brake switch signal
EC - 239
Perform visual check on the device
Device problem Replace the device
Check the ECU for connector problem Perform the repair.
Replace the device
Table 17
DTC P0513 The sent and received anti-theft signals are inconsistent.
P0633 The burglar anti-theft procedure is written incorrectly.
EC - 240
Anti-theft signal
line
Anti-theft signal
line
Fault description: When the ignition switch is connected, the antenna in the anti-theft control module will be
excited. During this time, the engine control unit sends a signal to the smart switch unit to ask for a frequency
code. The radio frequency transceiver key includes a safety code which is sent to the anti-theft control module via
the antenna, and then the anti-theft control module sends the code to the smart switch unit. The smart switch unit
compares the received code with the saved radio frequency transceiver code. If the radio frequency transceiver
code is confirmed, the smart switch unit stops inputting the speed signal to the engine control unit but permits to
send the frequency code to the engine control unit. The engine control unit compares the received code with the
programmed frequency code. If the signal is confirmed to be consistent with the programmed code, the engine is
allowed to start. Otherwise, the engine control unit will set the DTC.
Diagnosis help: Check whether the anti-theft line is connected or not; check whether the anti-theft line via the
multimeter for good contact.
Terminal ECU
K54 ECU sent signal
K30 ECU received signal
EC - 241
Check the anti-theft line connection
Whether the anti-theft line is really Perform the repair.

connected?
Check the conductivity of the anti-theft line.
Anti-theft line conductivity problem Replace the anti-theft line
Check the ECU
ECU problem Perform the repair.
Table 18
DTC P0562 The battery voltage is too low.
P0563 The battery voltage is too high.
P1617 The internal supply voltage is too high, the shutdown is failed.
P1618 The internal supply voltage is too low, the shutdown is failed.
P1637 The ECU internal supply module voltage is too high.
P1638 The ECU internal supply module voltage is too low.
EC - 242
Central terminal box
Power supply
ECU main relay

Power supply
Central terminal box
Power supply
Main relay
control Ignition switch
Central terminal box connector
Ignition switch
KEY-ON
Fault description: The engine control unit uses the ignition voltage circuit to monitor the system voltage. When
the voltage exceeds the scope, the components will be damaged and the input reading will be incorrect. When the
engine control unit detects that the system voltage is too low (below 11V) or too high (above 16V), it will set the
DTC.
Diagnosis help: Check the diagnostic system to see whether it is normal.
Check whether the charging system is normal.
Test the intermittent fault or the poor contact
Terminal ECU
K01 Battery terminal positive+Ra
K02 Battery terminal negative-1
K03 Battery terminal positive+Rb
K05 Battery terminal positive+Rc
K47 Main relay control
K46 Ignition switch signal
EC - 243
Check the battery voltage when igniting
Battery problem Charge the battery
Check the battery connection
Battery connector problem Perform the repair
Check the resistance of chassis-ground and

ECU-ground
Whether the resistance is excessive Adjust the ECU-ground
Check the battery charge circuit
Charge circuit problem Perform the repair
EC - 244
Table 19
DTC P0607 The ECU internal control chip is incorrect.
P060A The ECU internal control chip CJ940 communication is faulted.
P060B The ECU internal A/D conversion module is faulted.
P060C The ECU internal watchdog chip test is incorrect.
P160C The ECU internal A/D conversion module is faulted.
Fault description: It is mainly used for the intact of internal microprocessor in the engine control unit to judge
whether the engine control unit programmed procedure is performed or not. In the case that the engine is shut
down and the ignition switch is connected, the engine control unit performs self diagnosis procedure. When the
diagnosis procedure fails, the control module records the operation status and save the information in the “fault
record” to set the DTC.
Diagnosis help: When the diagnosis operates and passes, the current DTC will be cleared.
In 40 continuous preheating cycles, if the diagnostic instrument and all other diagnosis not related to the exhaust
pass the test, the fault history will be cleared.
Read the DTC
Replace the ECU and perform the debugging
Whether the problem exists?
Table20
DTC P0611 The frequency of fuel injection is limited.

P062B The fuel injector drive chip is faulted.
The ECU internal EEPROM reading and writing are
P062F
incorrect.
Fault description: The engine control unit directly controls the opening circuit of the fuel injector. By using a
“drive” for providing pulse width modulation (PWM) current for each fuel injector control circuit, the engine
control unit controls the connection time of each fuel injector. The drive has a feedback circuit, the engine control
EC - 245
unit monitors the drive’s feedback circuit to determine whether the control circuit is open-circuited or shorted or
not. When the fuel injector of the engine is clogged, the fuel injector solenoid valve is faulted or the engine
control unit fails to detect the corresponding drive signal, the engine control unit will set the DTC.
Diagnosis help: As the fault of wire connector will trigger the DTC, prior to replacing any component, please test
whether the connector terminal related to the diagnosis procedure is shorted or whether the wire is in poor contact.
Observe the status parameter of the corresponding fuel injector via the diagnostic tool while shaking the harness
and the connector related to the test. If there is intermittent fault in the harness or connector being tested, the
diagnostic tool reading will show the corresponding fault. In case of any ECU internal faults, please replace the
ECU and debug.
Check the fuel injector
Whether the fuel injector is clogged? Perform the repair.
Check the fuel injector drive part.
Drive part fault Perform the repair.
Check the connector
Replace the ECU and check
Whether the problem still exists? Contact for technical support
Table 21
DTC P0642 The sensor supply voltage 1 is too low.
P0643 The sensor supply voltage 1 is too high.
P0652 The sensor supply voltage 2 is too low.
P0653 The sensor supply voltage 2 is too high.
EC - 246
Fault description: Due to the property of the sensor, voltage is required by some sensors to accomplish the
function operation.
The sensor supply voltage is provided by the engine control unit. According to sensor features, the engine control
unit calculates the voltage required by the sensor and sends it to the sensor via the control line. During voltage
signal sending, DTCs will occur if the line is not really connected or if part of the control line is in poor contact,
etc.
The sensor supply voltage 1, the accelerator position sensor 1 and the camshaft position sensor supply voltage
share a power supply.
The sensor supply voltage 2, the accelerator position sensor 2, the rail pressure sensor and the intake pressure
temperature sensor supply voltage share a power supply.
Diagnosis help: Check the ECU supply voltage for faults and the sensor supply voltage generally is 5V by the
multimeter; check the voltage signal sent to the sensor supply voltage; check whether the wire is connected or not;
poor contact, abrasion of wire insulating layer or wire breakage in the insulating layer may cause faults. Check for
the following:
– terminal looseness
– poor contact
– breakage of lock plate
– terminal deformation or damage
– poor contact between terminal and wire
– harness damage-check the harness for damage
Read the DTC
If the signal of one sensor is lost, disconnect all

sensors in sequence until the fault disappear,
Read the fault codes of all sensors corresponding to find out the faulted sensor; if all sensors are
the power connection normal, check the short circuit and the
insulativity of wires in the harness
Connector matching
The problem still exists
Problem solved
EC - 247
Table 22
The ECU is open-circuited to air conditioner control line or the ECU internal
DTC P0645
drive module is overheated.
P0646 The ECU is shorted to air conditioner control line or to ground.
P0647 The ECU is shorted to air conditioner control line or to high level.
Fault description: The engine control unit provides ground to air conditioner relay via the internal solid
components of the “drive” to control the operation of the air conditioner compressor. Command status of the air
conditioner clutch relay control circuit: when the fault diagnostic instrument status display is connected, it
indicates that the air conditioner clutch control circuit is grounded via the control module to provide voltage for
the air conditioner compressor clutch. When the fault diagnostic instrument status display is disconnected, it
indicates that the air conditioner clutch relay is not currently connected by the control module command. The
engine control unit monitors the air conditioner relay control circuit for the following:
Shorted to ground
Shorted to voltage
Open-circuited
If the engine control unit cannot detect any incorrect voltage in low-speed or high-speed drive circuit, it will set
the DTC, and the corresponding drive will stop operating.
Pressure switch
Medium pressure
Low-pressure
High-pressure
Compressor
Air conditioner relay
Diagnosis help: Check the harness for intermittent fault and whether the harness contact is good.
Prior to repairing the components, remove all chips on the connector surface. Prior to diagnosing or replacing the
components, check the connector gasket to ensure correct installation and prevent pollutants from entering.
With the fault record, the last set time of the DTC can be determined.
EC - 248
Terminal ECU
A22 Air conditioner relay control end
K37 Air conditioner required signal
K75 Medium-pressure switch signal
Check the relay connector
Replace the relay (run the ISO circulation)
ISO circulation problem Contact for technical support
EC - 249
Table 23
DTC P0686 The opening of the main relay is too early.
P0687 The opening of the main relay is too late.
Diagnosis help: Intermittent faults may be caused due to poor contact, abrasion of wire insulating layer or wire
breakage of wires in the insulating layer. The faults of main relay will cause the results that the ECU cannot
supply power or the engine cannot start.
Terminal ECU
K47 Main relay control signal
Fault tree:
Perform the repair.

Connector problem
Replace the relay (run the ISO circulation)
ISO circulation problem Contact for technical support
EC - 250
Table 24
DTC P0704 The clutch signal is unreliable.
Clutch
switch
signal Clutch switch
Fault description: The transmission control unit and the engine control unit are integrated to calculate the optimal
engagement time and speed of the clutch according to the sensor feedback information such as the accelerator
pedal, the transmission gears, the transmission input/output shaft speed, the engine speed, the valve opening, etc.
The actuating mechanism of the automatic clutch consists of the electric oil pump, the solenoid valve and the
clutch cylinder. When the ECU sends a command to drive the electric oil pump, the high-pressure oil generated by
the electric oil pump is delivered to the clutch cylinder through the solenoid valve. The ECU controls the
amperage of the solenoid valve to control the change of oil flow and gallery, thereby realizing the moving of the
clutch cylinder piston and accomplishing the clutch actions during start gear shift. When the clutch signal is
inconsistent with the actual condition, the engine control unit will set the DTC.
Diagnosis help: The clutch switch fault;
Check the switch wire harness (check the No.58 ECU terminal for open circuit, short circuit and
poor contact)
Check the switch for supply voltage and operation condition
Replace the ECU if necessary as per the actual condition
Terminal ECU
K55 Clutch switch signal
EC - 251
Check the clutch switch
Clutch switch problem Replace the clutch switch
Check the clutch switch harness
Harness problem Repair the harness
Check the clutch switch supply voltage
The power signal is distorted Perform the repair.
Replace the ECU and check
DTC P0650 The output cable of the ECU to the on-board diagnostics (OBD) fault lamp is
faulted (short circuit, open circuit).
P1619 The output cable of the ECU to the system fault lamp is shorted to high level.
P161A The output cable of the ECU to the system fault lamp is shorted to ground.
P161B The output cable of the ECU to the system fault lamp is open-circuited.
P161C The ECU to the system fault lamp drive module is overheated.
Fault description: The malfunction indicator lamp (MIL) is mounted on the instrument panel cluster (IPC) and is
used for informing the driver that fault exists and the engine system needs to be repaired. The control module
monitors the malfunction indicator lamp control circuit for the conditions inconsistent with the malfunction
indicator lamp command status. For example, if the malfunction indicator lamp is turned off by the command, the
control module detects the low-pressure; or, if the malfunction indicator lamp is turned on by the command, the
control module detects the high-pressure; these all indicate that there is fault. If the control module detects that the
voltage of the malfunction indicator lamp control circuit is incorrect or the temperature is too high, it will set the
DTC. For every 20 times sampling of the malfunction indicator lamp output status, open circuit or over high
temperature faults are detected during at least 15 times sampling. Every sampling takes 100 milliseconds. The
EC - 252
engine control unit detects that the drive output status of the malfunction indicator lamp is incorrect or the current
is excessive and lasts for above 2sec. For every 10 times sampling of the malfunction indicator lamp drive output
status, short circuit faults are detected during at least 5 times sampling. Every sampling takes 12.5 milliseconds.
The engine control unit detects that the drive output status circuit of the malfunction indicator lamp is shorted for
above 1sec. When the above conditions occur, the engine control unit will set the DTC.
Diagnosis help: When a short circuit is detected, the control module should stop starting the malfunction indicator
lamp drive during the remaining travel. The control module records the operation conditions during diagnosis
failure. When the diagnosis fails the first time, the control module saves the information in the fault record. If the
diagnosis fails again in the second continuous ignition cycle, the control module records the operation conditions
during diagnosis failure and writes the operation conditions in the frozen status and updates the fault record.
Terminal ECU
K71 Engine fault lamp
K70 EPC fault lamp
EC - 253
Check the connection of the instrument

panel and the ECU
Table 26
The non-corrected mass air flow signal measured by the mass air flow
DTC P0100 sensor is too large or too small (the connection is open-circuited or
shorted).
The corrected mass air flow signal measured by the mass air flow sensor is
P0101
too large or too small.
P0102 Negative drift of the mass air flow sensor
P0103 Positive drift of the mass air flow sensor
P0104 Zero drift of the mass air flow sensor
P1100 The software correction of the mass air flow sensor is excessive.
P1562 The mass air flow sensor supply voltage is too high or too low.
EC - 254
Fault description: The mass air flow (MAF) sensor is an air flow meter used for measuring the air mass flowing
into the engine. The engine control unit correctly provides fuel for the engine under all speed and load via the
mass air flow sensor signal. If the air mass flowing into the engine is little, it indicates that the vehicle is
decelerating or the engine is in idling status. If the air mass flowing into the engine is much, it indicates that the
vehicle is accelerating or the engine is in high load status.
The engine control unit applies voltage to the sensor via the signal circuit. By using the voltage, the sensor can
generate frequency corresponding to the intake air flows through the sensor. During idling, the frequency changes
within the scope around 2000Hz. The engine control unit calculates and predicts the mass air flow by using the
following sensor input signals:
BARO when the ignition key is connected
MAP sensor
Intake air temperature sensor
Engine coolant temperature sensor
Engine speed
The engine control unit compares the actual mass air flow sensor frequency signal with the predicted mass air
flow to determine whether the signal is stuck (lack of changes), too low or too high under given operation
conditions. If the engine control unit detects that the difference value of the actual mass air flow sensor frequency
signal and the predicted mass air flow is not in the preset scope, it will set the DTC.
Diagnosis help: Check the mass air flow sensor harness and confirm whether the arrangement of the harness is too
close to the following components:
— after-sale equipped fittings
— secondary ignition wire or coil
— solenoid valve
— relay
— motor
During idling or deceleration, if the mass air flow of the sensor is the lowest, it will cause setting of the DTC.
Check the downstream of the mass air flow sensor for vacuum leakage. Check the mass air flow sensor element
for dirt or scraps. Check the intake system for water inlet. As long as there is water in the mass air flow sensor, the
sensor will deviate and sets the DTC. In case of full open of the valve during vehicle start and acceleration, the
mass air flow sensor parameter on the fault diagnostic instrument will increase rapidly, i.e., increasing from the
3-10g/sec during idling to 150g/sec during 1-2 gear shifting. If the parameter does not increase, please check the
intake system or the exhaust system for clogging.
Check the engine coolant temperature sensor for deviation or sticking.
If the voltage circuit resistance of the ignition 1 is too high (i.e. equal to or more than 15 Ohm), it will lead to
setting of the DTC.
EC - 255
Check the mass air flow sensor connector
Replace the mass air flow sensor
Fault description: The air temperature sensor is a variable resistor for measuring air temperature flowed into the
engine. The air temperature sensor has a signal circuit and a low reference voltage circuit. The engine control unit
provides 5V voltage to the air temperature sensor signal circuit and provides grounding to the air temperature
sensor low reference voltage circuit. When the air temperature sensor is in cold status, the sensor resistance value
is very high. When the air temperature rises, the sensor resistance value decreases. With the decreases of the
sensor resistance value, the air temperature sensor signal circuit voltage detected by the ECU also reduces. If the
air temperature sensor signal circuit voltage detected by the ECU is too low (indicating that the temperature is too
high), or the signal voltage is too high (indicating the temperature is too low), the engine control unit will set the
fault diagnosis code.
EC - 256
Mass air
flow signal
Mass
air
Air flow
temperature
signal
sensor
Sensor
grounding
Diagnosis help: At different temperatures, test the air temperature sensor to evaluate sensor errors. If sensor error
exists, it will lead to performance faults. When the engine is shut down for one night, the display value difference
between the air temperature sensor and the engine coolant temperature sensor should be within 3°C (5°F). If the
signal circuit or low reference voltage circuit resistance of the temperature sensor is too high, the fault diagnosis
code may not be set.
Check the following conditions:
If the ECU and the temperature sensor are in poor contact, check whether there is the ECU harness connector.
— terminal looseness
— poor matching
— breakage of the lock plate
— terminal deformation or damage
— poor contact between the terminal and the wire

Check the harness for damage. If the harness seems normal, observe the intake air temperature (IAT) display on
the diagnostic tool while moving the connector and harness related to the intake air temperature sensor. If the
display changes, it indicates that the position is faulted.
EC - 257
Check the sensor resistance (Check whether it

is consistent with the vehicle status)
Device problem Replace the sensor
Check whether it is the ECU connector Perform the repair.

problem
EC - 258
Table 27
The output voltage of the fuel temperature sensor is too low (the
P0182
connection is shorted to ground)
DTC
The output voltage of the fuel temperature sensor is too low (the
P0183
connection is open-circuited or shorted to high level)
Fault description: The fuel temperature sensor controls the signal voltage to the engine control unit via a negative
temperature coefficient thermistor, is mounted on the top of the fuel filter, can measure the fuel temperature, and
provides the fuel temperature status data to the engine control unit. The engine control unit applies the voltage to
the engine fuel temperature sensor. When the temperature of fuel flowing through the fuel filter changes, the
resistance of the engine fuel temperature sensor also change, so that the engine control unit will detect the
high/low voltage and the change. When the fuel temperature is too high (low) and the signal sending between the
fuel temperature sensor and the engine control unit is incorrect, the DTC will be set.
The differences among the temperature, the resistance and the voltage are shown in the following table:
Fuel temperature Fuel temperature sensor resistance Feul temperature sensor signal voltage
Low High High
High Low Low
Diagnosis help: If the line connection is normal, monitor the engine fuel temperature while moving the related
connector and harness. In case of any fault, the fault diagnostic instrument will display the change, which is
helpful for confirming the position of the intermittent fault. Use the values in the “Temperature and Resistance”
table under various temperature conditions to check the engine fuel temperature, evaluate the drift and error of the
fuel temperature sensor as performance faults may be caused.
Check the harness for damage. If the harness seems to be normal, observe the fuel temperature display on the
diagnostic tool while moving the connector and harness related to the fuel temperature sensor. If the fuel
temperature displays change, it indicates that the position is faulted.
EC - 259
Connector proble Perform the repair
Check the sensor resistance (Check whether it is

consistent with the vehicle status)
Check whether it is the ECU connector problem Perform the repair.
Table 28
P0195 The engine oil temperature signal transmitted from the CAN is invalid.
The engine oil temperature sensor output voltage is below the lower
DTC P0197
limit.
P0198 The engine oil temperature sensor output voltage exceeds the upper limit.
Fault description: The engine oil temperature sensor controls the signal voltage to the engine control unit by using
the negative temperature coefficient thermistor and provides the status data of the engine oil temperature to the
engine control unit. The engine control unit applies the voltage on the engine oil temperature sensor. When the
engine oil temperature changes, the resistance of the engine oil temperature sensor follows, so that the engine
EC - 260
control unit can detect the high/low voltage and the change. When the engine oil temperature is too high (low) or
the signal transmission between the engine oil temperature sensor and the engine control unit is incorrect, the
DTC will be set.
The differences between the temperature, the resistance and the voltage are shown in the following table:
Engine oil temperature Engine oil temperature sensor resistance Engine oil temperature sensor signal voltage
Low High High

High Low Low
Diagnosis help: If the line connection is normal, monitor the engine fuel temperature while moving the related
connector and harness. In case of any fault, the fault diagnostic instrument display will change, which is helpful
for confirming the position of the intermittent fault.
Check the sensor resistance (check whether it


problem
Electrical problem
EC - 261
Table 29
P0300 Multi-cylinder misfire
P0301 1st cylinder misfire
DTC P0302 2nd cylinder misfire
P0303 3rd cylinder misfire
P0304 4th cylinder misfire
Fault description: The engine control unit determines when the engine misfire occurs by using information from
the ignition control (IC) module and the camshaft position (CMP) sensor. The engine control unit can detect
separate misfire via the crankshaft speed change of each cylinder. Under some operation conditions, too high
misfire rate will cause the three-way catalyst overheated. If so, the malfunction indicator lamp will flash. If the
engine control unit detects that the misfire rate makes the emission level exceeds the legal standard, the DTC will
be set. During two continuous ignition cycles, if the diagnostic operation fails to pass, the control module will turn
on the malfunction indicator lamp. The control module records the operation status during diagnosis failure. For
the first diagnosis failure, the control module saves the information in the fault record. For the following ignition
cycles, if the diagnosis failure still occurs, the control module will record the operation status during diagnosis
failure, write the operation status in the frozen fault status, and update the fault record.
Diagnosis help: Influence factor for misfire diagnosis-Misfire diagnosis requires that all vehicle components are in
mass production or equivalent status. All changes affecting the engine crankshaft speed will disturb the correct
diagnosis of misfire.
In case of the following component faults, the misfire diagnosis will be stopped to avoid incorrect diagnostic
results- reasonable faults of intake pressure/accelerator position; low voltage or open circuit of intake pressure
sensor line; high voltage of intake pressure sensor line; low voltage or open circuit of coolant temperature sensor
line; high voltage of coolant temperature sensor line; high voltage of valve position sensor; low voltage of valve
position sensor; signal interference of CKP sensor line; no signal of CKP sensor line; no signal of camshaft
position sensor; reasonable faults of camshaft position sensor; high voltage or open circuit of intake air
temperature sensor line; low voltage of intake air temperature sensor line; no signal of vehicle speed sensor.
Severe vibration not caused by engine will lead to set faults (the vibration source may be the brake discs of
different thicknesses, worn or damaged accessory drive belts, etc.).
EC - 262
Turn off the ignition switch and check the fuel injector
connector
Check the CKP sensor clearance
Adjust the CKP sensor

CKP sensor clearance problem clearance(0.6~0.7mm)
Check the damping pulley and the sensor
Readjust the crankshaft damping

pulley; if the installation is still
Whether the pulley and the sensor interfere improper, replace the damping pulley
and study
Check the crankshaft position sensor
Crankshaft position sensor problem Replace the crankshaft position sensor
EC - 263
Table 30
DTC P0401 The actual fresh intake air exceeds the set target intake air of the EGR system.
P0402 The actual fresh intake air is less than the set target intake air of the EGR system.
P0403 The ECU internal drive module of the EGR valve actuator control line is overheated.
P0404 The EGR valve actuator control line is open-circuited.
P0405 The EGR valve position sensor voltage is below the lower limit. (the connection is
shorted to ground)
The EGR valve position sensor voltage exceeds the upper limit. (the connection is
P0406
open-circuited or is shorted to high level)
P0489 The EGR valve actuator control line is open-circuited.
P0490 The EGR valve actuator control line is shorted to high level.
Fault description: The exhaust gas recirculation (EGR) system is used for reducing emission of oxynitride
generated by high combustion temperature. The main component of the system is the EGR valve which delivers
little exhaust gas to the intake manifold to lower the combustion temperature. The recirculation exhaust is
controlled by the engine control unit according to the engine load change. The engine control unit tests the flow of
the EGR system during deceleration. Therefore, the engine control unit commands the EGR valve to open
instantly and monitors the signals of the manifold air pressure (MAP) sensor and the EGR position sensor. If the
MAP signal is inconsistent with the EGR valve spindle, the engine control unit records the detected MAP
difference and adjusts the corrected failure counter to the correction failure technical threshold value. As the
numbers of detected EGR flow errors are different, the test numbers of EGR flow required by exceeding the
failure counting threshold value may also be different. If the engine control unit detects the incorrect control
signal, it will set the DTC.
Diagnosis help: Check the engine control system; check the engine for fault history; check the EGR for the
following faults-whether there is vacuum leakage between the EGR valve and the intake manifold; if there is
carbon deposit around the component combination surface or there is exhaust noise, it generally indicates that
there is external leakage; check the channel and the EGR valve for clogging; check the exhaust system related
faults (for example: leakage due to exhaust component damage, clogging due to excessive backpressure and too
low engine vacuum); finally, check the mechanical system.
EC - 264
Check the actuator connector
Connector problem
Perform the repair
Check the actuator resistance
Actuator resistance Replace the actuator

problem
Replace the device
EC - 265
Table 31
P0480 The control line of the ECU to fan 1 is open-circuited.
P0481 The control line of the ECU to fan 2 is open-circuited.
P0483 The internal drive module of the control line of the ECU to fan 1 is
overheated.
The internal drive module of the control line of the ECU to fan 2 is
P0484
overheated.
DTC
P0691 The control line of the ECU to fan 1 is shorted to ground.
P0692 The control line of the ECU to fan 1 is shorted to high level.
P0693 The control line of the ECU to fan 2 is shorted to ground.
P0694 The control line of the ECU to fan 2 is shorted to high level.
Fault description: The engine control unit provides grounding for the low speed relay via the internal solid
component of the “drive” to control the low speed operation of the cooling fan. For the high speed operation of
the cooling fan, the engine control unit adopts the method that during low speed control circuit grounding, the
high speed and S/P relay control circuits are also grounded. The battery anode voltage provides for the low/high
speed and S/P fan relay. When the engine control unit commands the fan relay to be connected, the control circuit
voltage is low level and close to 0V. When the engine control unit commands the fan relay to be disconnected, the
control circuit voltage is high level and close to the battery voltage. The engine control unit monitors the relay
control circuits for the following:
Shorted to ground;
Shorted to voltage;
Open-circuited;
If the engine control unit detects the incorrect voltage in the low/high speed drive circuit, it will set the DTC, and
the corresponding drive will be stopped.
Cooling fan relay I control circuit controls the low speed cooling fan relay.
Cooling fan relay II control circuit controls the high speed cooling fan relay.
EC - 266
Perform the repair.

Connector problem
Replace the relay (operate the ISO circulation)
ISO circulation problem Contact for technical

support
EC - 267
Table 32
DTC P0487 The throttle valve actuator control line is open-circuited.
P0488 The ECU internal drive module of the throttle valve actuator is overheated.
P0638 The feedback signal of throttle valve is inconsistent with the ECU control
request.
P1629 The throttle valve position sensor is faulted.
P2141 The throttle valve actuator control line is shorted to ground.
P2142 The throttle valve actuator control line is shorted to high level.
Fault description: The engine control unit is the control center of throttle valve actuator control system, judges the
intention of driver, calculates the corresponding throttle valve response, and provides pulse width modulation
(PWM) voltage for the throttle valve actuator control motor to realize positioning of the throttle valve. The throttle
valve actuator control system adopts the following circuits:
Motor control 1
Motor control 2
As well as two processors to monitor the data of the throttle valve actuator control system. The two processors are
mounted in the engine control unit and check the data of each other to verify whether the position of the throttle
valve is correct or not.
Diagnosis help: Check whether there is connection/removal fault or sticking related to temperature. Under extra
hot or cold conditions, occurrence of pollutants or icing may cause the components cannot move freely.
In case of any intermittent fault, it may be caused by poor contact, abrasion of the wire insulating layer or wire
breakage in the insulating layer.
z The engine control unit or the exhaust brake valve is in poor contact-check the harness connector
— terminal looseness
— poor matching
— breakage of the lock plate
— terminal deformation or damage
— poor contact between the terminal and the wire

z Harness damage-check the harness for damage
EC - 268
Check the throttle valve actuator connector
Connector problem Check or replace
Check the throttle valve appearance
Throttle valve problem Replace the throttle valve
Check the ECU connecto Check or replace
Replace the ECU
EC - 269
Table 33
The control line of the ECU to the starter motor is

P0615
open-circuited or the drive module is overheated.
The control line of the ECU to the starter motor is shorted to

DTC P0616
ground.
The control line of the ECU to the starter motor is shorted to

P0617
high level.
Fault description: The engine control unit controls the status of the starter motor by providing grounding for the
starter motor via the internal solid component of the “drive”. The command status of the starter motor control
circuit: When the fault diagnostic instrument status display is connected, it indicates that the starter motor circuit
is grounded via the control module to provide voltage for the starter motor. When the fault diagnostic instrument
status display is disconnected, it indicates that the starter motor circuit is not connected by the control module
command. The engine control unit monitors the starter motor circuit for the following:
Shorted to ground;
Shorted to voltage;
Open-circuited;
If the engine control unit detects the incorrect voltage signal, it will set the DTC, and the corresponding drive will
be stopped.
EC - 270
Check the starter motor connector
Connector problem
Perform the repair.
Replace the starter motor relay
The problem still exists. Contact for technical

support
EC - 271
Table 34
The output cable of the ECU to the coolant temperature of instrument

DTC P1601
panel is shorted to high level.
P1602
panel is shorted to ground.

P1603
panel is open-circuited.
The ECU internal drive module of the ECU output to the coolant
P1604
temperature of instrument panel is overheated.
Fault description: During operation of the engine control unit, the coolant temperature sensor sends a coolant
temperature signal, the engine control unit calculates the current engine coolant temperature and sends it to the
coolant temperature of the instrument panel via the harness, and then the instrument panel displays the current
engine coolant temperature. The engine control unit monitors the circuit between the ECU and the instrument
panel for the following:
Shorted to ground;
Shorted to voltage;
Open-circuited;
If the engine control unit detects the incorrect voltage signal, it will set the DTC.
EC - 272
Check the connection of the instrument panel and

the ECU
The problem still exist Contact for technical support
EC - 273
Table 35
The engine speed output connection line of the ECU to the

DTC P1605
instrument panel is shorted to high level.

P1606
instrument panel is shorted to ground.

P1607
instrument panel is open-circuited.
Fault description: The vehicle speed sensor (VSS) provides information for the engine control unit. The VSS
generates signal voltage when the rotor gear teeth on the transmission output shaft pass through the magnetic field
of the sensor. The frequency of the signal voltage increases with the vehicle speed increase. The engine control
unit converts the signal voltage into vehicle speed and displays it on the instrument panel via the control line. The
engine control unit determines the vehicle operation status via the vehicle speed signal to guide the driver’s
operation and monitors the circuit between the ECU and the instrument panel for the following:
Shorted to ground;
Shorted to voltage;
Open-circuited;
EC - 274
Check the connection of the instrument panel

and the ECU
Replace the corresponding device Contact for technical support
EC - 275
Table 36
P1608 The preheating lamp output connection line of the ECU to the
instrument panel is shorted to high level.
P1609 The preheating lamp output connection line of the ECU to the
instrument panel is shorted to ground.
DTC
P160A The preheating lamp output connection line of the ECU to the
instrument panel is open-circuited.
P160B The drive module of the preheating lamp output connection line of
the ECU to the instrument panel is overheated.
Fault description: During operation of the glow plug, the preheating relay will send a signal to the engine control
unit which will send it to the preheating indicator lamp on the instrument panel via the control line, and the driver
will operate according to the status of the preheating indicator lamp. The engine control unit monitors the circuit
between the ECU and the instrument panel for the following:
Shorted to ground;
Shorted to voltage;
Open-circuited;
Terminal ECU
K91 Preheating time indicator lamp
Check the connection of

instrument panel and ECU
Check the continuity and

insulativity .
Replace the corresponding

device
The problem still exists. The problem still

exists.
EC - 276
Table 37
DTC P2226 The BARO sensor signal sent from the CAN is invalid.
P2228 The BARO sensor output voltage is too low.
P2229 The BARO sensor output voltage is too high.
Fault description: When the BARO shows that the ignition switch is connected but the engine does not operate,
the control module uses the signal sent by the MAP sensor to calculate the BARO. The MAP sensor responses to
the pressure change in the intake manifold, the pressure varies with the engine load change. The MAP sensor has
the following circuits:
5V reference voltage circuit
Low reference voltage circuit
MAP sensor signal circuit
The engine control unit provides 5V voltage for the MAP sensor via the 5V reference voltage circuit, and the ECU
provides grounding via the low reference voltage circuit. The MAP sensor provides a signal to the ECU via the
signal circuit, and the signal is related with the pressure change in the intake manifold. When the ignition switch is
connected and the engine is shut down, the signal displayed by the MAP sensor is the BARO signal. Operate the
engine when the valve is fully open, the BARO reading will update. The ECU determines whether the voltage
exceeds the normal scope by detecting the MAP sensor signal. When the MAP sensor is displaying the BARO, if
the detected signal voltage is not in the specified scope, the DTC will be set.
Diagnosis help: When the ignition switch is connected and the engine is shut down, the intake manifold pressure
equals the BARO, and the signal voltage is the low level. The engine control unit uses the information as the
indication for the vehicle altitude. Comparing the reading with intact vehicles equipped with same sensors is a
good way to check the accuracy of the suspicious sensor, and the reading difference should not exceed 0.4V.
Check the supercharging pressure sensor thoroughly, and check the intake system for clogging.
When starting the engine, the MAP sensor shall be able to detect any change of the manifold pressure. The
purpose of the test is to determine whether the sensor is stuck at a certain value. The normal MAP sensor shall
response quickly to the change accelerator pedal position. The MAP sensor should not be tardy or a step slower
than the change of accelerator pedal position.
EC - 277
Detect the sensor resistance (Check whether it

Check the ECU connector problem Perform the repair.
Replace the device Repair the harness.
Replace the device
EC - 278
Table 38
DTC P2264 The water level sensor fault of the oil-water separator of diesel filter.
P2267 The water in the oil-water separator of diesel filter is full.
Water level sensor

Water level sensor
signal
Fault description: The main function of the oil-water separator is separating the water from the oil to ensure the
fuel combustion quality. When the fuel passes through the oil-water separator, the oil and water in the fuel are
separated, as the water density is higher than the oil density, the water is saved in the “water tank” under the filter
element. The water level sensor under the fuel filter detects the water in the “water tank”, when the water reaches
to a certain degree, the warning lamp on the instrument panel will light up to remind draining water. If the water is
not drained timely, the DTC might be set.
Diagnosis help: When the DTC exists, first check the water level. In normal cases, the water shall be drained for
every 8000-10000 km service. Due to oil quality, the water shall be drained in advance if the water is much. In
addition, test the connector related with the diagnostic procedure for terminal short circuit, or poor contact of wire
to avoid short circuit, poor contact, or even water sensor signal distortion.
EC - 279
Drain water in the filter.
Is there water? Perform the repair.
Check the electrical fault of the water level

sensor
Electrical problem? Perform the repair.
Check the water level sensor connector
Check the water level sensor resistance
Replace the water level sensor

Resistance problem？
EC - 280
Table 39
DTC P2299 Depress the accelerator and brake pedals at the same time.
Fault description: The accelerator pedal assembly comprises two accelerator pedal position sensors. Which are
mounted on the pedal assembly and are unrepairable. When the driver depress the accelerator pedal, the air
flowing in the cylinder increases, the engine control unit increases the pulse width of the fuel injector, so that
additional fuel can be supplied during acceleration to meet the needs of engine acceleration. The brake switch is a
normally open switch. When the brake pedal is depressed, the switch is closed to provide voltage for the
transmission control unit and finish the brake application. During driver’s operation, due to operation errors, the
brake system may be stuck after the brake pedal is depressed, and the brake pedal cannot return to the initial
position. At this time, if the accelerator pedal is depressed, while the engine is still in braking status, the
acceleration signal and the brake signal may conflict, the DTC will be set. In addition, due to improper repair or
problems of the engine control unit control circuit, faults may occur.
Diagnosis help: Check the brake system and the acceleration system; check whether the pedal position is stuck or
does not reset; check the circuit connection between engine control unit and components, the circuit contact and
the harness insulativity. Use the diagnostic connector for checking the connection between engine control unit and
components.
EC - 281
Check the mechanical parts of the brake

system and the acceleration system
Mechanical parts problem Perform the repair
Check the accelerator switch

adjustment position
Adjust the accelerator

The switch position adjustment is switch position standard
improper value of accelerator pedal
potential
Check whether it is the ECU

connector problem Perform the repair
Check the connection line between

the ECU and the system
Connection line problem Repair the harness
Replace the ECU and debug
The problem still exists Contact for technical

support
EC - 282
Table 40
When maximum amount of faults is read, there will be EEPROM error/ICM

DTC U0167
communication overtime.
Fault description: It is mainly used for the intact of internal microprocessor in the engine control unit to judge
whether the engine control unit programmed procedure is performed or not. In the case that the engine is shut
down and the ignition switch is connected, the engine control unit performs self diagnosis procedure. When the
diagnosis procedure fails, the control module records the operation status and saves the information in the “fault
record” to set the DTC. During engine operation, if there is error between the engine control unit detected signal
and the standard signal, the fault will be saved and come out from the ECU internal communication module in the
form of DTC. When there is external signal entering, the system may be disordered, and the DTC will be set.
Under the same operation conditions, when several faults occur, several DTCs will be generated. As the engine
control unit has a response process for each fault, when several faults coexist, the response time will be longer.
During response, in case of ECU internal communication errors or hardware problems, the DTCs may be set.
Diagnosis help: In case of a fault, considering that it may be caused due to long response time of the ECU, a better
ECU can be used for test. Check the engine control unit circuit for circuit problems which may result in faults.
Control line problem Repair the harness.
Check the ECU
ECU problem Replace the ECU or refresh

the ECU data.
EC - 283
V. Diagnosis of common faults
1. No communication
Test on other vehicles to ensure that the diagnostic tool is normal; if it is

normal but cannot communicate with the ECU, it may be the problem of the
K bus caused by the tool or the ECU.
Check the fuse (fuel injector, ECU), the connector (status, jack), the ground
(ground quality, thread end oxidation and screw tightness), ECU power
supply (before/after communication), wiring of main relay (connection and
insulativity)
Check the connector of the diagnostic tool (power supply of ECU and the tool,wire
continuity and insulativity .)
Check the insulativity of the communication line
EC - 284
2. Engine misfire
Check the fuel tank capacity (type, mass, volume, matching)
Check the starter motor (at least 200 rpm)
Check the low-pressure circuit
Use the leakage test loop to check the high-pressure loop for leakage
Check the circuit, battery (during engine charging)
Check the engine parameter
Check the intake loop
Check the fuel metering unit for clogging
Check whether the glow plug is normal or not
Check the engine compression pressure
Check the high-pressure oil pump
Check the ECU
EC - 285
3. The engine is difficult to start or shut down after starting
Check the starter motor (at least 200 rpm)
Check the low-pressure circuit
Check the amount of engine oil and coolant
Check the harness (connector and the bend part)
Check the ECU
EC - 286
4. Difficult Warm Start
Check the low-pressure loop
Check the harness (connector and bend part)
Check the ECU
EC - 287
5. The idling is not stable
Check the fuel injector and the high-pressure oil pump
6. The idling is too high or too low
Check the accelerator pedal
Check the ECU
EC - 288
7. Speed fluctuation during acceleration or deceleration
Check the engine
Check the intake
Check whether the engine does not absorb the engine oil (the engine oil surface fluctuates)
Check the ECU
EC - 289
8. Clearance between acceleration and gear shift
Check whether the turbo compressor is normal or not
Check the ECU
EC - 290
9. Engine stops, shutdown
Check the ECU
EC - 291
10. The engine is unstable
Check the piston movement
Check the ECU
EC - 292
11. The engine power is insufficient
Check whether the turbo compressor function is normal or not
12. The engine power is excessive
Check the ECU
EC - 293
13. Abnormal fuel consumption
Check the fuel metering unit for leakage
Check the fuel temperature sensor
Check the ECU
EC - 294
14. Engine stall during deceleration
Check the ECU
EC - 295
15. Flameout during starting
Check the ECU
16. The engine cannot be stopped
Check the ECU
EC - 296
17. Engine noise
Check the engine
Check the low-pressure
18. Exhaust pipe noise
Check the engine paramete
Check the ECU
EC - 297
19. Various mechanical noises
Check whether the oil return sound of the fuel injector is abnormal
Check whether the high-pressure oil pipe connection is damaged or lost
EC - 298

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1.

9 CTI Engine Maintenance Manual EC Engine control system

Central junction box

ECU main relay

CAN communication signal low Central junction box

Camshaft position sensor Signal

ECU signal Radiator fan ground

Water temperature sensor

4-cylinder nozzle Low

Condenser fan relay 1

Air flow meter

Transition harness of control harness

Fuel preheating relay

Low potential of right

Parking Combination OBD DTC

Combination Preheating DTC

Front wiper Front wiper

Front wiper relay

Ignition switch Starter signal

3. Definitions of EDC17 control system ECU pins

Terminal Description Terminal Description

Terminal no. Description Terminal no. Description

Sensor input signal to ECM ECM function Actuator

Air flow meter

Intake pressure sensor

Intake air temperature

Fuel injection and mixing electronic throttle

Wheel speed sensor Vehicle speed

EGR valve position EGR valve position

Engine coolant Engine coolant

Air control valve position Electronic throttle

5. Diagnostic trouble code (DTC) index table

S/N DTC Definition of DTC

S/N DTC Definition of DTC

Listen carefully to the symptoms and faults described by customer

Remove the battery negative pole wire

Fuel Fuel delivery

Caution: Do not rotate the engine prior to filling the pump.

Crankshaft speed sensor

CKP sensor mounting position crankshaft signal disc

b. Camshaft position sensor

c. Electronic throttle position sensor

Ground Position signal

d. Absolute pressure sensor

Intake air temperature

Intake air temperature

Hot-film air flow meter

Air flow signal

Air flow mete

e. Rail pressure sensor

Rail pressure sensor-left upper side of

f. Engine coolant temperature sensor

Characteristic curve of temperature sensor

Water temperature sensor

Water temperature signal

g. Water level sensor

Water-in-fuel level sensor

h. Accelerator pedal position sensor

i. Vehicle speed sensor

b. EGR valve control system

c. Swirl control valve (SCV) control

Swirl valve actuator

d. Variable nozzle turbocharger (VNT) control