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HITACHI

Training Text
ENGINE
GENERAL INFORMATION

Technical Training Center

 ISUZU INDUSTRIAL DIESEL ENGINE
4HK1X/6HK1X Tier3

ISUZU MOTORS LIMITED HITACHI CONSTRUCTION MACHINERY CO.,Ltd

Off-highway Powertrain Operation Dept. Planning Technical Training Center
& Service Group
 Table 1.　 Differences between Tier2 engine and Tier3 engine.
of 　　①　Differences between Tier2 engine and Tier3 engine.
contents 　　　　　 Off Road Emission Regulation
(1/2)
　　　　　 Engine Specifications
Engine Layout /Main Parts
Engine Layout /Sensors
　　 ②　Outline of Common Rail System
Common Rail System
　　　　　　Comparison with Conventional System
　　 ③　System Component
　　 a　ECM　　　　　　　　　　　　　　　　　
　　　 　　 b　Supply Pump
　　　 　　 c Common Rail
　　　 　 d　Injector　　　　　　　　　 　　　　
　　　　 e　Harness Injector
　 f Sensors
g Cooled　EGR
 Table 2.　Maintenance Schedule
of 3.　Introduction of SST (Special Service Tools)
contents 4. Troubleshooting
(2/2)
　　①　Troubleshooting Procedure
　　②　How to use Troubleshooting Manual
5.　DTC code
　　①　DTC code (Diagnostic Trouble Code)
　　②　Scan Tool
　　③　EMPS
　　④　How to use scan tool　
6.　Point to notice on service (Parts replacement procedure)
7.　Troubleshooting on actual machine　
 Tier-3 Engine major specifications and
Maintenance points
1. High pressure fuel injection control by common rail system.
→Prohibit teardown and re-adjustment of injectors.
→Prohibit re-use of injector pipes and high pressure fuel pipes.
→Must follow ISUZU fuel requirement.
→Strictly keep the maintenance schedule.

2. Electronic control module.

→Notice : A battery cable must be disconnected at the time of welding work
for ECM (Engine Control Module) protection.

3. Cooled EGR
→Must follow ISUZU fuel requirement.
→Must follow ISUZU engine oil requirement and maintenance schedule.
 CLASS
Off-Road Future Emission Regulation
ENGINE 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

450 - 560 kW int erim

EPA － ▼ T ier2 ▽ T ier3
(600 - 750hp) NOx+HC 6.4 T ier4
CO 3.5
PM 0.2 NOx+HC 4.0 Nox+NMHC 4.0
225 - 450 kW int erim
6W,6S ▼ T ier2 ▽ T ier3 CO 3.5 CO 3.5
(300 - 600hp) T ier4
PM 0.2 PM 0.03
130 - 225 kW NOx+HC 6.6 int erim
6H ▼ T ier2 ▽ T ier3
(175 - 300hp) CO 3.5 / PM 0.2 T ier4

75 - 130 kW NOx+HC 6.6 NOx+HC 4.0 Nox+NM HC 4.0

4H ▼ T ier2 CO 5.0 / PM 0.3 ▽ T ier3 CO 5.0 / PM 0.3 CO 5.0 / PM 0.03
(100 - 175hp) interim
T ier4
NOx+HC 7.5 NOx+HC 4.7
37 - 75 kW
4J,4LE ▽ T ier2 CO 5.0 / PM 0.4 ▽ T ier3 CO 5.0 / PM 0.4 interim NOx + HC 4.7
(50 - 100hp) 56kw
T ier4 CO 5.0 / PM 0.03

NOx 6.0 / HC 1.0 NOx+HC 4.0 NOx+HC 4.0

EC 130 - 560 kW 6W,6S,6H ▼ Stage2 ▽ Stage3-A CO 3.5 / P M 0.2 ▽St age3-B CO 3.5 / PM 0.025
CO 3.5 / PM 0.2

NOx 6.0 / HC 1.0 NOx+HC 4.0 NOx+HC 4.0

75 - 130 kW 4H ▼ Stage2 ▽ Stage3-A ▽ St age3-B
CO 5.0 / PM 0.3 CO 5.0 / PM 0.3 CO 5.0 / PM 0.025

NOx 7.0 / HC 1.3 NOx+HC 4.7

37 - 75 kW 4J,4LE ▽ Stage2 CO 5.0 / PM 0.4 ▽ Stage3-A ▽ Stage3-B neary same as EPA
CO 5.0 / PM 0.4

NOx 8.0 / HC 1.5 NOx+HC 7.5

19 - 37 kW L ▼ St age2 ▽ Stage3-A CO 5.5 / PM 0.6 No proposal as St age3-B
CO 5.5 / PM 0.8

NOx 6.0 / HC 1.0 NOx 3.6 / HC 0.4

JPN 130 - 560 kW 6W,6S,6H 　　　　　▽ T ier-2 ▽ T ier-3 ▽T ier-4
CO 3.5 / PM 0.2 CO 3.5 / PM 0.17
After t reatment
(DPF) basis
NOx 6.0 / HC 1.0 NOx 3.6 / HC 0.4
75 - 130 kW 4H 　　　　　▽ T ier-2 ▽ T ier-3
CO 5.0 / PM 0.3 CO 5.0 / PM 0.2

NOx 4.0 / HC 0.7

56 - 75 kW 4J ▽ T ier-3 CO 5.0 / P M 0.25
NOx 7.0 / HC 1.3
CO 5.0 / PM 0.4
NOx 4.0 / HC 0.7
37 - 56 kW 4LE 　　　　　▽ T ier-2 ▽ T ier-3 CO 5.0 / P M 0.3

NOx 8.0 / HC 1.5 Nox 6.0 / HC 1.0

19 - 37 kW L T ier-2 ▽ T ier-3
CO 5.5 / PM 0.8　　　　　▽ CO 5.0 / PM 0.4

LOW NOISE REQUIREMENT of EC STAGE-III

From 2006, EC stage-III request new noise level regulation to Construction equipment.
And Isuzu is developping next stage engines include lower noise level for customer's application.
Tier3 Emission Regulation (75～130kW)

ＥＰＡＴｉｅｒ３/ECStageⅢ-A
75～130kW（2007)
JPNTier-3 ＥＰＡ Tier-2
75～130kW(2007) 75～130kW(2003)
０．３
　
NOx + HC (g/kwhr) : 40％ reduction
ＰＭ
PM : Same as Tier 2, 2006
（g/kwhr) ０．２

EPA Tier-4
(2012)
０．１
EC StageⅢ-B
(2012)

２．０ ４．０ ６．０ ８．０

ＮＯｘ ＋ ＨＣ (g/kwhr)

Japanese Government Proposal: PM 30% lower than EPA, EC T-3

 Key Technologies of Diesel Engine

EGR = Exhaust Gas Re-circulation

Total
Total engine
engine technology
technology
EGR Valve -Combustion
-Combustion chamber
chamber
EGR
EGR Technology -Turbo-charging
Technology -Turbo-charging etc.
etc.
Noise
Noise Technology
Technology

EG
R
Co
Inlet Manifold Base Total
Total Electronic
Electronic Control
Base Technology
Technology Control

ol
e
Friction
Friction Reduction
Reduction

r
Injection
Injection System
Inter Cooler

System

EGR Gas
Fuel
Fuel Improvement
Improvement

Exhaust Manifold
Turbo-Charging
Turbo-Charging
Technology
Technology

Air
 Applied Technologies and Emission Level (75～130kW)
０.４
Tier 3 trade-off Tier 2 trade-off
160MPa pressure 70MPa pressure
Cooled EGR Inter cooler
Electronic control
PM　g/kWh

０．３

Tier 3 Tier 2

０．２
JPN Tier-3 (plan)

Engine Modification
０．１ Limit

０
０ １．０ ２．０ ３．０ ４．０ ５．０ ６．０
NOx + HC g/kWh
 Regulation and Effect (130kW～）
Fuel
HOT EGR + CA retard CA(Crank Angle) retard consumption
0.350 240 Exhaust gas

0.300 230 PM ; g/kWh

COOLED EGR RATE 10～15% Fuel consumption
rate; g/kWh
0.250 220

Fuel Consumption Rate ; g/kWh

PM ; g/kWh

Regulated value of PM: 0.20

0.200 210

0.150 200
HOT EGR + CA retard
CA(Crank Angle) retard
0.100 190

COOLED EGR RATE 10～15%

0.050 180
Regulated value of
NOx+HC: 4.0
0.000 170
2.00 2.50 3.00 3.50 4.00 4.50 5.00 5.50 6.00

Cooled EGR rate: 10-15% NOx+HC ; g/kWh

Basic Information of Tier 3 Engine
• Low Emission
• Low Noise → Electronic Controlled Engine
• High Power

1. Tier 2 Engine Comparison

2. Electronic Control
3. Common Rail System
4. Cooled EGR
 4HK1 Engine Specifications
Model 4HK1X Model 4HK1X
Item Item
Engine model Water cooled, 4-cycle, inline Fuel filter type
4-cylinder OHC, Filter paper type
direct injection diesel
Rated output (kW/min-1) 147/2100, 12.6/2000 Oil filter type Full flow filter
Maximum torque (Nm/min-1) 686/1500, 677/1500 Oil pump type Gear type
Cylinder arrangement Oil cooling type
and number – bore × L4-φ115×125 Water-cooling
stroke (mm)
Displacement (L) 5,193 Amount of engine oil (L) Oil pan：13.0-20.5
Compression ratio Cooling system method Water-cooled controlled
17.5
circulation type
Compression pressure MPa Cooling water full
3.23 (468)/200 14
(psi)/rpm capacity (L)
Dimensions (length × Water pump type
1043.2×829×1011.8 Centrifugal, belt type
width × height) (mm)
Weight (kg) 478 Thermostat type 2 wax-type units
Fuel injection order 1-3-4-2 Air cleaner type Filter paper type
Injection pump type Electronic control fuel injection Generator capacity
24-50
system (common rail type) (V-A)
Governor type Electronic type Starter (V-kW) 24-5.0
Timer type Electronic type Turbocharger type RHF-55 (IHI)
Nozzle type Intercooler type Aluminium tube and end plate
Multi-hole type
type
Thermostat valve open
82
temperature (℃)
Exhaust gas recirculation device
Installed
(EGR)
 6HK1 Engine Specifications
Model 6HK1X Model 6HK1X
Item Item
Engine model Water cooled, 4-cycle, inline Fuel filter type
4-cylinder, OHC, Filter paper type
direct injection diesel
Rated output (kW/min-1) 208/1900 Oil filter type Full flow filter
Maximum torque (Nm/min-1) 1125/1500 Oil pump type Gear type
Cylinder arrangement Oil cooling type
and number – bore × L6-φ115×125 Water-cooling
stroke (mm)
Displacement (L) 7,790 Amount of engine oil (L) 28-38
Compression ratio Cooling system method Water-cooled controlled
17.5
circulation type
Compression pressure MPa Cooling water full
304(441)/200 14.5
(psi)/rpm capacity (L)
Dimensions (length × Water pump type
1356.5×995.4×1178 Centrifugal, belt type
width × height) (mm)
Weight (kg) 650 Thermostat type 2 wax-type units
Fuel injection order 1-5-3-6-2-4 Air cleaner type Filter paper type
Injection pump type Electronic control fuel injection Generator capacity
24-120
system (common rail type) (V-A)
Governor type Electronic type Starter (V-kW) 24-5.0
Timer type Electronic type Turbocharger type RHG6(IHI)
Nozzle type Intercooler type Aluminium tube and endplate
Multi-hole type
type
Thermostat valve open
82
temperature (℃)
Exhaust gas recirculation device
(EGR) Installed
Difference between ZW and ZX-3 6HK1X
1. ZW: without Fan and Fan Guard
2. Turbocharger: inlet and exhaust direction
(base performance is same)
3. Oil sump shape and Dip Stick
4. ECM: Performance Data Map
ZX: one performance curve
ZW: four performance curves
5. ZW TCM Transmission Specification:
Starter with O-Ring seal (wet type flywheel)
6. ZW: Gear Case PTO standard
 Engine Layout /Main Parts
TURBOCHARGER
COOLED EGR
INJECTORS
(Inside head cover)

Common Rail

Supply Pump

Remote Oil Filter

 Characteristics of Main Structure Components
6BG1 vs 4HK1 Roller rocker
2 valves Cam Overhead cam (Lubrication for improved abrasion
ＯＨＶ Flat tappet (High rigidity of cylinder head) resistance)
Liner 4 valves
Chrome plating (Improved
Roughness 5μ combustion,
High power,
High rigidity)

Liner
Phosphate coating
Roughness 3μ
(Reduced oil
consumption)

Symmetry
High rigidity
cylinder block
＆ Crank/Journal pin
diameter
Crank/Journal pin diameter Rudder frame Φ82/73
Φ80/64
6BG1TC (High rigidity, High power) 4/6HK1TC (High power)
 High Rigidity
(Adoption of rudder frame structure)
6B
6B Engine
Engine 4/6H
4/6H Engine
Engine

Bearing cap structure Rudder frame structure

 Comparison of Pistons
6BG1T 4HK1X/6HK1X
φ105 φ115

55.25

66.11
96.11
94.25
φ35
φ40

MoS2 (Molybdenum disulfide) coating

・Autothermatic - Thermal flow

→ High shear modulus
- Molybdenum disulfide coating
→ Low friction oｎ pistons
 Compact Structure
(Advantageous to Tier4 emission standards)
6BG1T 1204 (with cooling fan)
4HK1X 1020 (with cooling fan)
6BG1T
4HK1X

Difference between overall

length (△184mm)

Effectively utilized space

for aftertreatment system
adapted to 4th emission
standards
ZX200 v.s. ZX200-3 Output Comparison
ZX200,ZX200-3 Engine Output Comparison
450 900
PZX200 ４HK1X　Horse Power
400 PZX200　６BG１TC　Horse Power 800
PZX200 4HK1X Torque"
ZX200　６BG1TC　Torque
350 700
Horse Power　[kW]

300 600

Torque　[Nm]
250 500

200 400

150 300

100 200

50 100

0 0
800 1000 1200 1400 1600 1800 2000 2200
Engine Speed　[ｒｐｍ]
 4HK1X Engine Noise (4HK1X v.s. 6BG1TC)
ＳＯＵＮＤ　ＰＲＥＳＳＵＲＥ　ＬＥＶＥＬ ＥＮＧ．ＴＹＰＥ ４ＨＫ１Ｘ
***　AVERAGE　*** Comparison with 6BG1TC (no fan)

●――――●
10 0 4HK1X-016
98 with no fan
96
SPL-AVE (FULL LOAD) dB(A)

94
92
×- - - - - ×
90 6BG1TC
88 with no fan
86
Ar o u n d 5 dBA
84
lo we r t h an
82 6 BG1 T C
80
78
76
6 00 8 00 10 00 120 0 140 0 1 60 0 1 800 20 00 22 00 24 00 26 00
ＥＮＧＩＮＥ ＳＰＥＥＤ （ ｒｐｍ）
6HK1X Engine Noise (6HK1X v.s. 6HK1TC-Tier2)

Comparison with 6HK1TC-Tier2 (no fan)

100 6HK1X-Tier3
98 with no fan
96
94
92
90 6HK1X-Tier2
88 with no fan
86
Around 5dbA
84 Lower than 6HK1TC
82 -Tier2
80
78
76
600 800 1000 1200 1400 1600 1800 2000 2200
 Engine Vibration (4HK1X v.s. 6BG1TC)

ＥＮＧ ＦＯＯＴ Ｒｅａｒ ＬＨ (Vertical Direction ４／４ＬＯＡＤ） ４ＨＫ１Ｘ

６ＢＧ１ＴＣ
10.0
9.0
8.0 4HK1 vibration is competitive
with 6BG1 due to,
7.0
Ａ ｃｃｅｌｅｒａ ｔｉｏｎ(G)

1)Small Displacement
6.0 2)Pilot Injection fine tuning
3)Suitable Engine mount location
5.0
4.0
3.0
2.0
1.0
0.0
800 1000 1200 1400 1600 1800 2000 2200 2400 2600
ENG.SPEED(rpm)
 Engine Oil Consumption Comparison
(4HK1X v.s. 6BG1TC) 4H Oil Consump
6B Oil Consump
60

Result of 1000Hrs Full Load/Full Speed Endurance Test

50
Average : 6BG1TC 48.3cc/Hr (HE-840 Report)
4HK1X 18.1cc/Hr (HE-1769 Report)
Oil Consumption (Liter)

40

30

20

10

0
0 100 200 300 400 500 600 700 800 900 1000
Operating Hour (Hour)
 Sensor Locations
Boost pressure
sensor
G (cam) sensor

Crank sensor

Coolant
temperatur
e sensor

Common rail pressure

sensor Fuel temperature
sensor
Boost temperature
sensor 〔Vehicle equipment〕
Oil pressure 　・Ambient temperature sensor
sensor
　・Atmospheric pressure sensor
Ambient Temperature Sensor and Atmospheric Pressure Sensor
Locations on Vehicle Equipment (ZX)
Ambient
Utility Room Temperature Sensor

Vehicle
Front Side

Atmospheric Pressure
Sensor
Air Cleaner
Ambient Temperature Sensor and Atmospheric Pressure Sensor
Locations on Vehicle Equipment (ZW220 and ZW250)
Ambient
Temperature Sensor

Air Cleaner

Atmospheric Pressure
Sensor
 Coolant Sensor Locations
Temperature
Engine LH Engine Rear

6H
Common Rail 4H
Pressure

Boost Pressure Crank Cam

Boost Temperature Position Position

Fuel Temperature Oil Pressure

Sensor Layout (6HK1)
Name
1. Engine coolant temperature
(ECT) sensor
2. Overheating switch
3. Common rail pressure sensor
4. Engine oil pressure sensor
5. CKP sensor (Crank Position)
6. CMP sensor (Cam Position)
7. EGR valve
8. Suction control valve (SCV)
9. Fuel temperature (FT) sensor
10. Boost temperature sensor
11. Boost pressure sensor
12. Injector
13. Glow plug
 System Schematic (4HK1)
Common rail Pressure
pressure sensor Common rail limiter
Electromagnetic Fuel
pump filter
Flow damper

Supply pump
Pre filter

Injector

Fuel tank ECM

Each sensor
Accelerator, Boost pressure,
CMP CKP Engine coolant temperature, etc
sensor sensor
 System Schematic (6HK1)
Common rail Pressure
pressure sensor Common rail limiter
Electro- Fuel
magnetic filter
pump
Flow damper

Supply pump
Pre filter

Injector

Fuel tank ECM

Each sensor
Accelerator, Boost pressure,
CMP CKP Engine coolant temperature, etc
sensor sensor
Comparison with Conventional System
TWV: Two Way Valve
 Common Rail System Characteristic
・ The common rail system uses a type of accumulation chamber called a rail
to store pressurized fuel and injectors that contain electronically controlled
solenoid valves to inject the pressurized fuel into the cylinders.

・ Because the engine ECM controls the injection system (including the
injection pressure, injection rate and injection timing), the injection system
is independent and thus unaffected by the engine speed or load.

・ Because the engine ECM can control injection quantity and timing to a high
level of precision even multi-injection is possible.

・ This ensures a stable injection pressure at all times even in low engine
speed range.
 Fuel Injection Rate Control

Same as conventional
Main injection fuel injection
Pilot injection

Injection of small quantity of

fuel prior to main injection

Split injection
At engine start-up, when the
engine temperature is low,
a small quantity of fuel is
injected several times
prior to main injection
4HK1X/6HK1X Tier3 apply Main & Pilot Injection only
Fuel Injection Rate Control
Conventional
ConventionalInjection
Injection Pilot
PilotInjection
Injection

Injection rate

Small mixed
Large mixed combustion
combustion
(NOx, noise)

Generation
rate of heat

Crank position (°) Crank position (°)

Pilot Injection reduce NOx and Noise

ECM Diagram (4HK1)

Refer to

4HK1/6HK1 Engine
Troubleshooting
Manual
(NM1V1-E-ENG-T)

　　１Ｅ-１１２
ECM Diagram (6HK1)

Refer to

4HK1/6HK1 Engine
Troubleshooting
Manual
(NM1V1-E-ENG-T)

　　１Ｅ-１１３
 Control System Refer to
Engine Trouble-
Shooting Manual
　　１Ｅ-８８

Sensors Actuator
Accelerator
position
Accelerator
Acceleratorposition
position Injector
sensor Injector
sensor
Engine speed ・ Injection amount control
Crankshaft
Crankshaft ・ Injection timing control
position
positionsensor
sensor Common
Commonrail
rail
Cylinder identifying pressure sensor
signal pressure sensor
Camshaft
Camshaftposition
position
sensor, G sensor
sensor, G sensor
Supply
Supplypump
pump
Other
Othersensors,
sensors,
Switches
Switches ・ Injection pressure control
 Function of ECM
Engine Control System Configuration
　Engine Control
　　　Basic Injection Control
（Injection Quantity、Injection Pressure、Injection Timing、Injection Rate）
　　　Fuel Injection Compensation
（Starting Fuel Compensation、Altitude Compensation、Over Heat）
　 EGR
　Another Engine Control
All control is calculated and set by
　　　Idling control the on-boad control module,　
　　　QOS using the performance map and
according to the detected engine
　　　Self-diagnostic function and ambient conditions.　　
　　　CAN communication
 ECM Engine Data Map
ENG SPEED rpm
y\x 0 400 550 600 700 950 975 1020 1030 1070 1090 1200 1300
FUEL 0 50 30 30 40 50 65 80 80 85 85 90 90 90
QUONTITY 10 50 30 30 40 50 50 80 80 85 85 90 90 90
MM3/ST 15 50 30 30 40 50 50 80 80 85 85 90 90 90
40 50 30 30 40 50 65 80 80 85 85 90 90 90
45 50 40 40 40 50 65 80 80ECM85 has85several
90 Engine
90 90control
75 50 50 50 50 50 65 80 80 Data85Map90 90 90
85
85 50 50 50 50 50 65 80 80 85 85 90 90 90
95 50 50 50 50 50 65 80 80①Base
85 Map－Engine
85 90 90 Speed
90 v.s. Rail
120 50 50 50 50 50 65 80 80 　　Pressure,
85 85 90 Fuel
90 Quantity
90 etc
②Compensation Map－Coolant
Temp. Atmospheric Pressure
150 etc

Rail 100 100-150

Pressure 50-100
(MPa) 50 0-50
230
0 95 Fuel Quontity
0
700
1030

(mm3/st)
1300

Rail Pressure
1450

0
2000

3500

Engine speed (rpm)

Fuel Injection at Starting

Injection amount at cranking

At low temperature
Engine starting mode

Starter signal ON
Less than "N1"
speed (rpm) At high temperature

Engine speed

4HK1/6HK1 N1=550rpm
 Starting Fuel Quantity Adjust

Starting Fuel Quantity

(mm3/st)

ECM adjust Starting Fuel Quantity by Coolant Temperature Sensor signal

Engine Coolant Temp. (deg C)

 High Altitude Correction

Maximum Fuel
Quantity
(mm3/st)

ECM adjust maximum Fuel Quantity by Atmospheric Pressure Sensor signal

Atmospheric Pressure
High Altitude
 Over Heat Control
In addition Alarm raise above 105℃,
Fuel Quantity decrease above 100℃
100℃

Fuel Quantity

105℃
Engine Coolant Temp.
Engine Coolant Temp.
 QOS (Quick On Start) System
The ECM determines the period required for glow (pre-glow, glow, after-glow)
and operates the glow relay and QOS indicator lamp.
QOS system allows to make the starting at cold weather easier and reduce white smoke
and noise at starting.
When turning the key switch to ON, the ECM detects the engine coolant temperature by
signal from engine coolant temperature (ECT) sensor and changes the period for glow
so that the proper starting conditions can be achieved all the time.
Also, after-glow function allows to stabilize idling immediately after starting.

Key switch (ON) Battery

Glow relay

Engine
control module
(ECM)
Glow plug
QOS indicator lamp
(＊:LCD or Lamp) Engine coolant
temperature sensor
 Cranking mode Fuel mode

3-8 sec glow lamp ON Cranking glow After glow

GLOW

OFF
Pre grow Cranking After glow
glow

Pre grow
After glow
Pre-Heat Time

Engine Coolant Temp.

-40 0 40
 ＣＡＮ Communication Circuit
All ECU on Vehicle connected through CAN Communication Circuit
MC：Main Controller Satellite Dr.
Communication ZX

ECM：Engine Control Module

ICF
ICF：Information Controller Monitor
Unit
CAN Bus

Monitor Unit

MC
CAN（Controller Area Network）
communicates
・Target Engine Speed CAN Bus
・Engine and Vehicle Trouble Code
ECM
・Monitoring Engine and Vehicle Operating
Condition
Tech2
 ＥＣＭ Ｃｏｎｎｅｃｔｏｒ Ｒｅｍｏｖａｌ

Push the Button Lift up the Lever Pull down the Lever
until sound coming
 Common Rail System (SCV)
Common rail
pressure Common Rail Pressure
Common rail limiter
sensor
Electro- Fuel
magnetic filter
pump
Flow damper

Pre filter
Supply Pump

Injector
Injector
Fuel tank ECM

Each sensor
Accelerator, ECM
CMP CKP Boost pressure,
sensor sensor Engine coolant temperature,
etc
 Main Component
Common Rail Injector

Supply Pump
ECM
SCV（Suction
Control Valve)
 Supply Pump for ４Ｈ・６ＨＫ１（ＳＣＶ）
Suction Valve

Plunger
Feed Pump

４HK１　（HP3)

Ring Cam SCV Fuel Temperature Sensor

(Suction Control
Delivery Valve Valve)
SCV Fuel Temperature
(Suction Control Valve) Sensor
Delivery Valve
Feed Pump
　６HK１　（HP４)

Plunger
Eccentric Cam Suction Valve
Supply Pump Fuel Flow
1. Fuel Tank
2. Fuel Filter
3. Suction
4. Fuel Inlet
5. Feed Pump
6. Regulating Valve
7. Suction Control Valve (SCV)
8. Return Spring
9. Plunger
10. Suction Valve
11. Delivery Valve
12. Fuel Overflow
13. Return
14. Common Rail
15. Injector
16. Drive Shaft
17. Suction Pressure
18. Feed Pressure
19. High Pressure
20. Return Pressure
Operation of Suction Control Valve
(SCV)
1. Valve Liner solenoid type electromagnetic
valve to control the time for which
2. Coil current applied from the ECU to SCV
(duty ratio control), and in this way
control the fuel flow quantity supplied to
the high pressure plunger.

A. Small Duty Ratio (Large Suction Quantity)

B. Large Duty Ratio (Small Suction Quantity)

1. Feed Pump
2. Suction Control Valve (SCV)
3. Cylinder
4. Large Valve Opening
(Maximum Intake Quantity)
5. Small Valve Opening
(Minimum Intake Quantity)
Operation of Suction Control Valve (SCV)
1. Feed Pump

2. Suction Control Valve (SCV)

3. Cylinder

・When the SCV Energized Duration is short
The average current flowing through the solenoid
is small, the cylinder is returned by the force of
the spring, and the valve opening is large.
As a result, the fuel suction quantity increases.
・When the SCV Energized Duration is long
The average current flowing through the
solenoid is large, the cylinder is pressed out,
and the valve opening is small.
As a result, the fuel suction quantity decreases.
 Operation of Fuel Supply Pump
Suction Valve Delivery Valve
Plunger A
Eccentric Cam
　４H CAM　
（HP3)
Ring Cam Plunger A
Camshaft
Ring Cam
SCV
Feed Pump
Plunger B Eccentric Plunger B
Cam
Plunger A : End of Compression Plunger A : Start of Suction
Plunger B : End of Suction Plunger B : Start of Compression

　６H CAM　
（HP4)
Plunger
Camshaft

Eccentric Cam

Ring Cam

Plunger A : Start of Compression Plunger A : End of Suction

Plunger B : Start of Suction Plunger B : End of Compression
 Common Rail
Flow damper

Common rail
pressure sensor
Pressure limiter
 Pressure Limiter opens to release the pressure
Pressure Limiter if abnormally high pressure is generated.
It resumes operation (closes) after the pressure
falls a certain level.

Pressure limiter

Valve open

Valve closed Abnormally

high pressure

Common rail pressure

 Common Rail Pressure Sensor
Sample of Rail Pressure

（Rail Pressure Sensor）

Fuel Quantity (mm3/st)

160MPa

Flow Damper
100 – 150MPa

70 – 90MPa

30 – 60MPa

Rail Pressure Sensor

Engine Speed (rpm) Pressure Limiter
 6HK1
Approx.
160MPa

Approx. 30MPa
2000RPM
900RPM

RPM
 Flow damper Reduce the pressure pulsations in the pressurized
line and also prevent abnormal discharge of fuel
Flow damper

From Common rail To Injector

Piston Ball Spring

Flow Damper Operation (at Stop)

From Common rail To Injector

Piston Ball Spring

 Flow Damper Operation
(at Damping)
From Common rail To Injector

Piston Ball Spring

 Flow Damper Operation
(at Abnormal Discharge)
Seat
From Common rail To Injector

Piston Ball Spring

 Injector
Orifice 1

Orifice 2

Nozzle Hydraulic piston Orifice Solenoid

 Injector Outline

Common
Common railrail
pressure Leak
pressure
sensor sensor

Orifice
Common rail Control chamber

Hydraulic piston

Nozzle
Supply pump

Injection pressure control

Injector Circuit

Constant current
circuit
Constant current
circuit
Charge circuit
 Injector Operation
-- No Signal --
Outer valve
Inner valve

Orifice 1
Return
Orifice 2
No
Common rail Nosignal
signal
Hydraulic piston
 Injector Operation
-- Signal Input --
Outer valve
Inner valve

Valve open
Orifice 1
Return
Orifice 2
Common rail
Hydraulic piston
Signal
Signalinput
input
 Injector Operation
-- Injection Start --
Outer valve
Inner valve

Orifice 1
Orifice 2 Return

Common rail
Hydraulic piston

Injection
InjectionStart
Start
 Injector Operation
-- Signal Stop --
Outer valve
Inner Valve

Orifice 1 Valve closed

Orifice 2 Return

Common rail
Hydraulic piston

Signal
Signalstop
stop
 Injector Operation
-- Injection Stop --
Outer valve
Inner valve

Orifice 1
Return
Orifice 2

Common rail
Hydraulic piston

Injection
Injectionstop
stop
 Injector Terminal

High Voltage applied on the

Injector (above118V)
Battery cable must be disconnected
during Injector related works.

1. Injector
2. Injector Harness
3. Injector Terminal Nut

4HK1
Injector Current and Voltage
15A or more

Max. 130V
 CKP(Crank Position) Sensor,
CMP(Cam Position) Sensor

CMP sensor detects the camshaft

Amp circuit
Cam position rotation and identifies the cylinder.

CMP
sensor
Amp circuit
Crank position
CKP sensor detects the engine
speed.
CKP sensor
CKP Sensor Waveform
CMP Sensor Waveform (4-Cylinder)
15°

No.1 cylinder
Recognition pulse

CMP Sensor Waveform

G(CMP), CKP(NE) Sensor,
Diagram (6-Cylinder)
No.6 cylinder No.1 cylinder
G standard pulse No.1 cylinder G standard pulse
Recognition pulse

No.1 cylinder No.6 cylinder No.1 cylinder

NE standard pulse NE standard pulse NE standard pulse
 G(CMP), CKP(NE) Sensor,
Diagram (4-Cylinder)
No.4 cylinder No.1 cylinder No.1 cylinder
G. reference puluse recognition puluse recognition puluse
0°CR 90°CR 180°CR 270°CR 360°CR 450°CR 540°CR 630°CR 720°CR

G pulse #1TDC #3TDC #4TDC #2TDC

90°CR 90°CR 90°CR 90°CR 90°CR

120°CR

NE pulse

No.4 cylinder No.1 cylinder

NE standard pulse NE standard pulse
Common Rail Pressure Sensor

(V)
4.2

0 200 (MPa)
Common rail pressure
 Boost Pressure Sensor

Electronic circuit Silicon chip

(V)
4.75026

Vacuum chamber

0.100082
Filter
Intake air pressure 40 350
Boost pressure (kPa)
Engine Coolant Temperature Sensor

Engine coolant temperature

Fail-safe:
Fail-safe:Changes
Changesto
to80℃
80℃inincase
caseof
ofabnormality.
abnormality.
Fuel Temperature Sensor

4.5195

0.1973

-30 120
Fuel temperature (℃)

Fail-safe:
Fail-safe:Takes
Takesthe
thevalue
valueofofthe
thewater
watertemperature
temperaturesensor
sensorinincase
case
ofofabnormality.
abnormality.
Intake Air Temperature Sensor

(V)
4.8691

0.1797
-40 120
Intake air temperature (°C)

Fail-safe:
Fail-safe:Takes
Takesthe
thevalue
valueofofthe
thewater
watertemperature
temperaturesensor
sensorinincase
case
ofofabnormality.
abnormality.
 Cooled EGR
EGR stands for ”Exhaust Gas Recirculation”. To intercooler
This equipment lowers burning temperature by Turbo
mixing some of the emitted exhaust gas with
the intake air to control oxygen concentration To
From
in the combustion chamber slowing down air cleaner silencer
combustion.
This enables reduction of nitrogen oxide Exhaust manifold
or ”NOx” which is produced during high-
temperature combustion. Cooled EGR system Coolant out
is a system which equips cooling system in
the EGR gas passages. Engine EGR cooler
This system contributes reduction of NOx by
Coolant in
further lowering the burning temperature than
normal EGR with cooling down the heated Intake manifold
EGR gas with cooler before mixing with the
intake air.
Moreover, by cooling down the high EGR valve
temperature EGR gas, intake air concentration Reed valve
is increased resulting in more air capacity. From
intercooler ECM
This brings close to the perfect combustion
resulting in reduction of PM and other
graphite as well as better fuel consumption.
ＥＧＲ Layout
1 1. Various Sensor Inputs
2. Exhaust Gas Re-circulation (EGR) Valve
2 3. EGR Cooler
5 4 5
3 4. Engine Coolant
5. Intake Air
6. Engine Control Module (ECM)
6

EGR VALVE ASM

4 1. EGR Pipe
2. EGR Cooler
3. EGR Adapter
4. EGR Valve & REED VALVE

1
6 2 5
3
 EGR Control
Accelerator position

ECM operates the motor according to

engine speed, engine load, etc. to control
amount of EGR valve lift.
No idle EGR Amount of valve lift is detected by EGR
position sensor.
Engine speed
The dark color area in the figure shows
that the valve lift amount is large, and the
darkest color area shows that the valve lift
amount is almost 100%.
Accelerator position

No idle EGR
Engine speed
 ＥＧＲ Gas Flow Control
EGR gas enter into the intake side when exhaust air pulsation higher than
intake gas pulsation

Exhaust Gas Pulsation

Intake Air Pulsation

REED VALVE prevent Intake Air enter into Exhaust Gas Side
 EGR Control
U
ECM provides 5 V to the EGR position
sensor U, V, and W through 5-V power
supply circuit and grounds to the inside
of the ECM through ground circuit.

V EGR position sensor outputs polarity

(ON, OFF) of any one of the EGR
position sensors U, V, and W through
respective signal circuit to the ECM.

ECM detects the EGR valve position

W
by counting the number of change in
SENSOR OUTPUT polarity.
SENSOR OUTPUT

UVW INPUT
UVW INPUT
 ZX-3　Reinforce Filtration Performance
Negative
Engine
Positive
High Press.
Over Flow

Fuel
Fuel Tank Cooler
Common Rail
Pre. Filter Main Filter Feed Pump

Fuel Pumo Plunger

Regulator
Supply Pump

Filter
Type Fuel Pump
Pre.Filter Main Filter
Strainer
ZX200-3～ 17μ　　0.8ｍ2 100μ　 4μ　　0.54m2
ZX330-3 W/Sedimenter Reuseable W/Sedimenter
（Ref）ZX200 （20μ　0.48m2） － 20μ 0.21m2
※ZX200 Pre Filter :Option
 Fuel Filters and Fuel Pump
Pump Room

Fuel Pump Filter Wrench

(Pre, Main common）
Pre. Filter
Main Filter

Priming Pump

Pre. Filter Fuel Pump Main Filter

Improve Engine Oil Drain Method
（at the bottom
of oil pan）

Drain Cock

Drain Hose
 How to Replace Parts
1
z Never replace the pressure limiter, fuel temperature
sensor, flow damper alone.If faulty, replace the
common rail assembly and all the fuel pipes.
z Do not reuse the high-pressure pipe and injector
pipe of the fuel system.Replace with new one if it is
removed.
Change sealing line
（Not Reuse）
For SCV pump, the pump unit cannot be replaced itself
because the fuel temperature sensor is installed on it.
Be sure to replace it as supply pump ASSY.

Name
2
4 1. Injector pipe
2. Flow damper
5
3. Common rail pressure sensor
4. Fuel temperature sensor
5. Pressure limiter
3
 World Fuel Map for Off-road Machine
2005.4.14
Level of Consideration

Danger Need Care Good Unkown

・Sulfur contents ；　　　 1000～3000ppm / above 3000ppm
・Water contents
・Dust contents
・Fuel viscosity ; 　 HFRR 460～560 / above 600
・Additive　　

N.Europe
Sulfur
Water
Dust
Viscosity
W.Russia E.Russia
CANADA
Additive Sulfur Sulfur
Sulfur Water Water
Water Dust Dust
Dust EU Viscosity Viscosity
Viscosity Additive Additive
Additive Sulfur
Water
M.East
Dust China，E.Asia
N.America Viscosity Sulfur JAPAN
Sulfur
Additive Water
Water Sulfur
Sulfur Dust
Dust Water
Water N.Africa Viscosity
Viscosity Dust
Dust Additive
Sulfur Additive Viscosity
Viscosity
Water Additive
Additive
Dust
S.E.Asia
Viscosity Sulfur
S.America Additive Water Oseania
Sulfur Sulfur Dust
Water Water Viscosity Sulfur
Dust Dust Additive Water
Viscosity Viscosity Dust
Additive
S.Africa Viscosity
Additive
Sulfur Additive
Water
Dust
Viscosity
Additive
 Tier-3 Engine major specification and
Maintenance points
1.High pressure fuel injection control by common rail system. AGAIN
→Prohibit teardown and re-adjustment of injectors.
→Prohibit re-use of injector pipes and high pressure fuel pipes.
→Must follow ISUZU fuel requirement.
→Strictly keep the maintenance schedule.

2.Electronic control module.

→Notice : A battery cable must be disconnected at the time of welding work
for ECM protection.

3.Cooled EGR
→Must follow ISUZU fuel requirement.
→Must follow ISUZU Engine oil requirement and maintenance.
List of Special Service Tools (1/3)
List of Special Service Tools (2/3)
List of Special Service Tools (3/3)
 　Detect Failure
SCAN Tool

Dr.ZX Monitor
ZX
ZX-3

Dr.ZX
　Tech2

¾ AsZX-3 type machine scan tool, Dr.ZX adds the new function of engine failure
detection ⇒ Main Scan Tool
¾ Monitor also enables to scan the failure of vehicle and engine and to monitor
operating condition.
¾ Isuzu prepare Tech2 at Isuzu service network　
(Special Tool)　Breaker Box（Harness Checker ）
Breaker Box is a tool to easily check open or short circuit in connector pin
and harness between ECM and each sensor or actuator

Refer to

4HK1/6HK1 Engine
Troubleshooting
Manual
(NM1V1-E-ENG-T)

　　１Ｅ-８５
(Special Tool)　Injector Checker
Injector Checker is a tool to easily check the defect injector by cutting
the current flow to a selected injector.
(Same function will be applied on the Dr.ZX around Mar.’06)

Refer to
4HK1/6HK1EngineTroubleshooting
Manual　（NM1V1-E-ENG-T)
　　１Ｅ-７８
　　Troubleshooting procedure
A. Diagnostic process with an interview
1) Confirm user complaints. (Use Questionnaire Sheet)
2) Carry out preparative inspection.
3) Confirm service information.
4) Confirm DTC code. (Convert to Isuzu Code)
5) Confirm phenomenon by visual observation.

(Notice) ECM Power OFF

B. Repair The power supply inside the ECM does not go off for about 10 seconds
after turning the key switch OFF.
If the ECM power needs to be off such as for memory clear, wait
C. Check more than 10 seconds after turning the key switch OFF.
Check list for engine control system Inspector's company name
Inspector's name

User User's name

Address
Confirm Machine
userapplication
complaints using Questionnaire sheet
Machine Date of delivery Date of trouble occurrence
Operating period
Machine model name Machine No.
Engine Engine model name Engine No.

Engine does not start □ □ □ □

Difficult starting of engine□ □ □ □
Trouble symptom

Unstable idling □ □ □ □
Drivability is low. □ □ □ □
□ □ When accelerator □ □
Engine stall pedal (lever) is released
□ When gear is shifted up □ At certain operation □ □
When operating at full load mode
Vibration at idling

Trouble occurrence data

Frequency of trouble □ □ □ □
Refer to
Weather □ Fine □Cloudy □ Rain □ Snow
□ After lightening □
Others ( )
Ambient temperature □ 30℃ or more □
Around 20 - 30°C □ Around 10 - 15°C □ 0℃ or less ( ℃)
Season □ Spring □Summer □ Autumn □ Winter 4HK1/6HK1 Engine
Location □ Outdoor □ Construction field (Type □ General road □ Rough road
□ Indoor □ Roadworks field (Type ) □ Expressway □ Slope (grade degree )
Troubleshooting
Trouble condition

□ In mountain □ Harbor □ On the sea □ Height ( m above sea level)

□ Others ( )
Engine temperature □ Cold □ During warming-up □ After warmed-up □ Others ( ) Manual
Oil/coolant temperature □ Engine coolant temperature □ Oil temperature ( ℃)
Operating condition □ □ □ □ (NM1V1-E-ENG-T)
□ □ □ □
Condition when trouble o □ After oil is replaced □ After oil filter is replac □ After replenishment of □ After sedimenter is drained
□ After operating on slope □ After out of gas □ After washing with high□ Others ( )
Oil
Fuel type
□
□ Light oil
□
□ Krosene
□
□ A heavy oil
□
□ Others ( ) 　　１Ｅ-１４、１５
□ Diesel fuel Special No. 3 □ Diesel fuel No. 2 □ Diesel fuel No. 1 □ Diesel fuel Special No. 1

Diagnosis lamp □ ON □ Sometimes comes on □ Not come on

DTC Current trouble □（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　）
□（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　）
Past trouble □（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　）
□（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　） □（　　　　　　　　　）
Past trouble history □ Year Month Date (Content ) [Measure: ]
□ Year Month Date (Content ) [Measure: ]
　　　How to use “Troubleshooting Manual”
　（ＮＭ１Ｖ１－Ｅ－ＥＮＧ－Ｔ）

＊Confirmation process from DTC code.(DTC;Diagnostic Trouble Code)

　　　①　Confirm DTC code by Ｄｒ．ＺＸ or Monitor.
② To convert Hitachi DTC code to Isuzu DTC code
　　　③　To read/confirm the pages which described Table
of DTC code on troubleshooting manual.
　　　④　To read detail description of each DTC code.　　

＊Confirmation process from phenomenon.

　　　①　Confirm failure phenomenon.
②　To read/confirm the pages which described Table
of phenomenon.
　　　③　 To read detail description of each failure.　　　　
Conversion Hitachi DTC Code to Isuzu Code
Convert Hitachi DTC code （ＳＰＮ＋ＦＭＩ）to Isuzu DTC code（Ｐ Ｃｏｄｅ）
Read detail description of each DTC code

Refer to 4HK1/6HK1 Engine Troubleshooting Manual（NM1V1-E-ENG-T)

１Ｅ-５９５，５９６

Electronic control fuel injection system（Common rail type）　ＩＥ－５９５

DTC Code Reference Sheet for Hitachi and Isuzu

Trou ble display
ＳＰＮ ＦＭＩ Ｐ Code ＤＴＣ de scription
on mon itor
９１ ２ Ｐ１２７１ Acce le rator sebsor ○
1 -2 comparison fault
９１ ３ Ｐ１２７７ Acce le rator sebsor 1 ○
fault (low voltage )
９１ ３ Ｐ１２７７ Acce le rator sebsor 1 ○
fault (h igh voltage )
 Detail of Diagnostic Trouble Code
Isuzu DTC code detail, refer to Troubleshooting Manual １Ｅ-１８３～２０５
Hitachi unique DTC code, refer to １Ｅ－６００～６０３
List of diagnostic trouble code
List of diagnostic trouble codes
On some machines, the diagnosis lamp comes on instead of trouble display monitor on the machine.
４ＨＫ１Ｘ ＩＥ－１８３
Preconditions Fault Recovery
Flash ＤＴＣ Item to be ＤＴＣ set Behavior when Diagnos
ＤＴＣ when DTC is judgment from
code description detected condition trouble occurs is lamp
set period failure
P0087 227 No pump Common rail 900rpm or more Actual rail Approx. Increase engine ON ＊
１
pressure pressure pressure is 15 3 sec vibration, rough
feed(fuel does not Mpa(2176psi) idling, output
leakage) increase to or less lowering, blow up
the required fault, black smoke
area. emitted, and
excessive output
are possible.
Description of DTC Code（P００８７), Refer to　 Back-up:
Limited injection
１Ｅ-２０７～２１５ amount 3 (multi-
Recovery from failure, refer to ＩＥ－１９４ injection stopped)
Target RP upper
Recovery from failure detail, refer to ＩＥ－１９４ or ２０７ limit(80 Mpa
{11603 psi})
 Recovery from Failure

Pattern
Pattern 11 Wait 10 Pattern
Pattern 22
seconds

Key ON Key ON
switch switch
OFF OFF

Diag ON Diag ON
lamp lamp
OFF OFF

Back-up ON Back-up ON
mode mode
OFF OFF

Trouble occurs Recovery Trouble occurs Inspection and repair,

from failure
Inspection and repair, or temporary
or temporary recovery from
recovery from failure failure
Recovery from failure
 Recovery from Failure
Pattern
Pattern 33 Engine is recovered from failure,
but trouble code exists and
lamp remains on.

Key ON
switch
OFF

DTC Clear Action Required

Diag ON
lamp
OFF

Back-up ON
mode
OFF

Trouble occurs Inspection and repair,

or temporary
recovery from failure

Recovery from failure

Troubleshooting Process from Phenomenon
Confirm failure phenomenon and read detail description of each failure

Refer to 4HK1/6HK1 Engine Troubleshooting Manual（NM1V1-E-ENG-T)

１Ｅ-５６３～５９３

Electronic control fuel injection system（Common rail type）　ＩＥ－５６３

List of trouble symptom
Symptom Description
Engine start failure Crank speed is slow.
Crank speed is normal but engine does not start. (not
first combustion).
Engine start (first combustion exists) but can not
maintain stable engine speed, or no blow up.

Engine stall Engine cranks but take long time before start. It o pe-
rates eventually, or starts but stops immediately.
 Normal Engine Operation Data (Reference)
Tech2 referece value Refer to ＩＥ－６０４～６０９
The data list is used to check the conditions of the
machine and each equipment.
Each machine data is compared with standard value.
The data list is used in trouble diagnosis to judge as out
of reference value temporarily or all the time. (this Tech2
display menu is subject to change without notice).

４HK1（unoperated P revolution)
Data display item Units Reference value at unoperated P
revolution (it varies depending on
conditions of the machine)
System Voltage Ｖ ２８．７～２８．８
Main Relay Voltage Ｖ ２８．３～２８．５
Desired Idle Speed ＲＰＭ ５００
Engine Speed ＲＰＭ １７９７～１８０１

４HK1（Two Pump Relief）

Data display item Units Reference value at unoperated P
revolution (it varies depending on
conditions of the machine)
System Voltage Ｖ ２８．６～２８．８
Main Relay Voltage Ｖ ２８．４～２８．５
Tech2　（Ｉｓｕｚｕ S Tool)

1) Display of Diagnostic Trouble Codes

Performs reading, confirmation and clearing of DTC
2) Data Display
Displays the current data recognized and controlled by ECM
3) Snapshot
Records and plots data when trouble occurs
4) Programming
Enables to confirm the history of data when
ECM is replaced
5) Actuator Test
Checks operation and function at each test
and confirms abnormality
 Trouble Diagnosis Results of Tech2

• Past Trouble
Diagnostic test was completed at previous ignition cycle.
Diagnostic test was accepted at current ignition cycle.
Faults found by the diagnostic test do not currently exist.
DTC codes of Past Trouble are stored in the ECM until clear works have been done.
(After 30 times ignition on and off, Past Trouble codes are eliminated automatically)

• Current Trouble
Diagnostic test was completed at previous ignition cycle.
The faults detected by the diagnostic test currently exist.
The faults exist at the current engine cycle.
After Current Trouble has been accepted, the code is stored in the ECM as Past
Trouble code.
 How to Clear DTC

1. Connect the harness (shown left)

to data link connector.

2. Turn the key switch to ON.

3. Short (connect) the probe circled.
4. Turn the key switch to OFF (DTC
memory will be cleared
simultaneously).
5. Disconnect the harness.

Hitachi Parts NO：3106414

Data Link Connector is located near ECM.
 Injector QＲ Code Programming

Ｔｅｃｈ２

Ｄｒ．ＺＸ

Injector QR code
New Injector QR codes have to be input in the ECM by using Dr.ZX or Tech2, when
Injectors are replaced （Input using Dr.ZX wil be available around March ‘06）
 What is Injector QR Code
QR (Quick Response) codes have been adopted to enhance correction
precision. The QR code, which contains the correction data of the injector,
is written in the engine ECM. QR codes have resulted ｉｎ substantial increase
in the number of fuel injection quantity correction points, greatly improving
injection quantity precision.

QR Code Correction Point

Rail Pressure
Parameter

Injection
Quantity

Connector
Ｄｒ．ＺＸ or Ｔｅｃｈ２

Actuating Pulse Width TQ

Injector ; QR Code

Injector QR Code
Engine Label

ＥＰＡ Label ＥＣ Label

Engine Production serial NO.

Injector QR Code

ＡＨ－６ＷＧ１ＸＹＳＡ－０１（Engine Model）

ＢＢ/ＡＦ　（Prod. Month：　Month/Year）
　Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ＝０，１，２，３，４，５

ＢＢ/ＡＦ ＝ １１ month/０５ year

JPN Label