MT13-Repair manual-English-Pending

Safety Instructions
Summary
The use, maintenance and repair of trucks are only allowed by trained personnel.
In the following description, we will briefly summarize the important regulations that must be paid
attention to in order to avoid personal accidents, property damage and environmental damage, and divide
these regulations according to the key points. They are only brief summaries of various accident prevention
regulations. We should also abide by other safety regulations and take corresponding measures.
Other tips about danger are located in the relevant instructions of possible dangerous locations.
If accidents still occur after taking all safety precautions, you should immediately ask the doctor for
help. The main reasons for these accidents are Contact with corrosive acid, fuel invading skin, scalding by
hot engine oil, spraying antifreeze into eyes, squeezing limbs, etc.
1. Provisions on avoiding personal injury accidents
1) inspection, adjustment and repair work
- Take protective measures for the engine assembly when disassembling.
- Support when operating on pneumatic spring or spring device or frame.
- There must be no grease around the assembly, ladder, connecting plate and the surroundings.
- Use only functional tools when operating.
- Inspection, adjustment and repair work can only be carried out by authorized professionals.
2) Work on natural gas installation vehicles
- Vehicles with faulty natural gas devices cannot be sent to the repair shop. This rule also applies to
vehicles whose engines cannot be shut down by automatic emptying of the removal lines.
- When working on vehicles with natural gas devices, one gas alarm device should be placed on the
roof of the vehicle and the pressure regulator in the engine compartment, and other gas warning devices
should be carried by the workers beside the vehicle.
- Smoking is strictly prohibited in the area where vehicles with natural gas devices are operated. All fire
sources should be removed from this area.
- During welding operation, the pressure gas tank must be removed and the gas-carrying must be
flushed with inert gas.
- In the paint-drying booths, the compressed-gas tank can only bear the temperature below 60 ℃. If the
temperatures are any higher, the compressed gas tank should be removed or the fuel gas should be
discharged and flushed with inert gas (such as nitrogen), and the transmission pipeline should also be
flushed with inert gas.
3) Work on natural gas plant
- Only specially trained personnel are allowed to work on the natural gas plant.
- The natural gas plant working area must be equipped with ventilation system. The ventilation system
should be able to update the indoor air at least three times within one hour.
- After replacing the standard components of natural gas plant by the specified method, it is necessary
to check whether the installation place is sealed. The inspection is carried out by using a leak search
sprayer or a gas alarm device.
4) Operation of the engine
- Only authorized personnel are allowed to start and run the engine.
- When the engine is running, don't get too close to moving parts and wear baggy clothing. An extractor
system should be used in the enclosed space.
- Avoid scalding danger when working beside the engine with high temperature.
- There is danger of scalding when opening the high-temperature cooling circulation system.
5) Suspended loads
- People are not allowed to stand below suspended loads.
- Only suitable and fully functional lifting devices should be used, and the cargo grabbing devices
should have sufficient load-carrying capacity.
6) Work involving automobile electrical equipment
- Never remove the battery cable when the engine is running!
- Be sure to remove the battery cable when operating on vehicle electronic system, central electrical
system, alternator and starter! When removing the battery cable, the negative terminal cable should be
removed first, and the positive terminal cable should be installed first.
- When the temperature may exceed 80℃, turn the battery master switch to the "OFF" position, and
then remove the ECM.
7) Electric welding
- When welding, the battery terminal cable should be removed, and the positive cable and the negative
cable should be fixedly connected (conductive). Otherwise, the engine electrical equipment, such as ECM,
will be damaged.
- After the welding work, first turn off all the electrical appliances, remove all jumpers (re-create
original state), and then connect the batteries.
- Always earth the welding device as close as possible to the welding area. Do not lay the cables to the
welding equipment in parallel to electrical cables in the vehicle.
8) Working with the cab tilted
- Keep the tilting area in front of the cab clear.
- Don't stay between the cab and chassis during the tilting process , this is a dangerous area!
- The cab must be tipped through the tipping point, and the support bar can also be used to take
insurance measures for the cab.
2. Notes for avoiding damage and premature wear of engine assembly
- The engine assembly can only be used for the purpose consistent with the scope of supply (the
purpose is specified by the component manufacturer, and it should be used according to the regulations),
and any use beyond the specified purpose is considered as a violation of the usage regulations. The
manufacturer is not liable for the damage caused as a result of such other use, and all related risks are
borne by the users themselves.
- Use according to regulations also includes compliance with the operating conditions, maintenance
conditions and repair conditions specified by the manufacturer.
- The engine assembly can only be used, maintained and repaired by people who are familiar with it
and fully awear of the risks.
- If the engine is changed without authorization, the manufacturer is not responsible for the damage
caused by it.
- In case of operational failure, find out and eliminate the cause immediately.
- Clean the engine assembly carefully before repair, and pay attention to: All openings that do not allow
contaminants to invade for safety reasons and functional reasons should be closed.
- Do not let the engine run dry (that is, run without lubricating oil).
- Do not run the engine without coolant.
- Engine assemblies that are not ready for operation should have signs.
- Observe the prescribed maintenance interval.
- Engine oil filling must not exceed the maximum and minimum filling mark. Do not exceed the
maximum allowable operating inclination angle.
3. Liability limitation of spare parts and accessories
For your car, please only use the accessories and original parts explicitly released by Sinotruk.
Sinotruk is not responsible for any use of other products.
4. Provisions on avoiding damaging health and environment
1) Preventive measures to protect health
Avoid prolonged, excessive or repeated skin contact with running materials, running AIDS, diluents or
solvents. Protect the skin with proper hand protectors or protective gloves. Do not use running materials,
running AIDS, diluents or solvents when cleaning skin. After cleaning the skin, use fat-containing
emollient cream for skin care.
2) Operating materials and operating auxiliary materials
Food containers or beverage containers shall not be used when releasing and keeping operation materials
and operation auxiliary materials.
3) Cleaning of filter element
When purging the filter element, it should be noted that the filter dust should be sucked by suction device
or collected in dust collection bag, otherwise, respiratory protection device should be used. When cleaning
the filter element, you should protect your hand with rubber gloves or hand cream, because the detergent
has strong oil dissolving ability.
4) Used engine oil
Prolonged or repeated skin contact with any kind of engine oil will cause skin degreasing, which will lead
to dry skin, skin irritation or dermatitis. In addition, used engine oil also contains harmful substances that
may cause serious skin diseases. Wear gloves when changing oil.
5. Emergency driving procedure of engine assembly
General instructions
The engine is equipped with an ECM, which monitors the engine assembly and itself (ECM diagnostic
system).
In case of failure, the following measures will be taken automatically according to the evaluation of the
failure:
- Output a fault alarm signal containing the fault code.
- The DTC can be directly output by the special diagnostic tool of CNTRK.
Installation tips
1) Pipeline installation
- During the installation operation, the pipeline shall not be in danger of mechanical deformation or
breakage.
2) Installation of plane seal
- Only the original seal of Sinotruk engine can be used.
- The sealing surface should be clean and free from damage.
- Do not use sealant or adhesive-in order to simplify the installation operation, grease can be used when
necessary to make the seal adhere to the parts to be installed.
- Tighten the bolts evenly with the specified tightening torque.
3) Installation of circular sealing gasket
- Only the original seal of Sinotruk engine can be used.
- The sealing surface should be clean and free from damage.
4) Engine maintenance
- The service life of engine is influenced by many factors. Therefore, it is impossible to determine the
running time and mileage for overhaul.
- If the engine shows a good compression value, and there is no fundamental change in the following
operating parameters compared with the measured and accepted values at the beginning of operation, it is
not necessary to start the engine or carry out overhaul:
 Pressurized pressure;
 Temperature of coolant;
 Oil pressure and oil consumption;
Chapter I Brief introduction of MT13 natural gas engine
SECTION 1 OVERVIEW AND TECHNICAL PARAMETERS OF MT13
NATURAL GAS ENGINE
SINOTRUK MT13 series natural gas engine is developed and designed on the basis of MC13 diesel
engine, which has completely independent intellectual property rights, electric control, lean combustion,
turbocharging and intercooling, and four-valve engine. It adopts American Econtrols electric control
pressure regulating system, and mainly redesigns the gas supply system and ignition system based on
diesel engine. It has good fuel saving performance and high reliability, excellent performance, light engine
weight, low gas consumption, and emission level reaching Euro ⅴ standard, fully meeting medium truck
and heavy duty truck requirements.
Main technical parameters of MT13 natural gas engine
Engine type
No. Item Unit
MT13.36-50 MT13.40-50 MT13.43-50
1 Number of cylinders 6
2 Bore mm 126
3 Stroke mm 166
4 Valves per cylinder 4
5 Swept volume L 12.419
6 Compression ratio 11.5:1
7 Maximum rated net power kW 265 294 316
8 Rated speed rpm 1900
9 Maximum torque N·m 1800 1900 1900
10 Maximum torque at engine speed rpm 1100～1400
11 Maximum idle speed rpm 2150±50
12 Idle speed rpm 550±50
13 Firing sequence 1－5－3－6－2－4
Intake valve clearance (cold) mm 0.5±0.03
14
Exhaust valve clearance (cold) mm 0.8±0.03
EVB adjusting clearance (cold
15 mm 0.6±0.03
state)
16 Oil pan capacity L 42
Net quality (excluding after-treatment
17 kg 975
part)
18 Rotation direction of crankshaft Clockwise (viewed from the free end)
19 Minimum gas consumption rate g/kWh 190
20 Emission level Euro V
Explanation of the model designation:
EURO V emission
Section 2 External Characteristic Curve of MT13 Natural Gas Engine

1. MT13.36-50 external characteristic curve diagram
2. MT13.40-50 External Characteristic Curve
Torque Nm
Power kW
consumption q/kWh
Specific fuel
Rotation speed R/min
3. MT13.43-50 External Characteristic Curve

Torque Nm
Power kW
consumption q/kWh
Specific fuel
Rotation speed R/min

Section 3 Differences between Compressed Natural Gas and
Liquefied Natural Gas
Compressed natural gas (CNG):

Compressed Natural Gas (CNG) means that natural gas is pressurized (generally to 20MPa) and stored
in a pressure vessel in a gaseous state. During the pressurization process, dehydration, desulfurization and
impurity removal are required. (High-pressure gaseous fuel)
Liquefied natural gas (LNG):

Liquefied Natural Gas (LNG) is a cryogenic process that uses throttling expansion and mixed cold
source refrigeration to cool the gas to -162℃, so that methane becomes liquid and becomes liquefied
natural gas. Its volume is about 1/600 of that of the same amount of gaseous natural gas. (low temperature
liquid fuel)
Note: For the same engine, there is no difference between compressed natural gas and liquefied natural gas
on the parts of the engine.
LNG cylinder CNG cylinder
Section 4 Introduction of MT13 Natural Gas Engine System

Components
Sinotruk MT13 natural gas engine adopts electronic pressure regulating system and electronic control
management unit system. Engine monitoring is realized by various sensors, such as speed sensor, pressure
sensor, temperature sensor, etc. They transmit various working conditions and working state information of
the engine to the engine control unit, which processes the information from the sensors and controls the
output signals, and the output signals will be transmitted to the actuators. The actuators convert the output
signals into mechanical variables to control the overall working state of the engine.
I. ECM (Engine Control Module)
Engine control module (ECM) is the central part of ECI HD
fuel system. The running state of the engine is mainly adjusted
by receiving the values monitored by each sensor.
Installation requirements:
1. Maximum allowable vibration level: ECM-8G; Shock-proof frame -20G.
2. ECM end pins must be placed horizontally or downwards; No matter which direction the end
connector is in, never allow liquid to enter the connector assembly.
3. 4 shock-proof frames must be fully utilized, and it is not allowed to be omitted or replaced by
ordinary shock-proof frames.
II. The Electronic Throttle

The electronic throttle controller is used to control the rate of air entering the engine, so as to assist in
load control and regulation. During the daily use of the vehicle, dust and sludge will gradually accumulate
inside the electronic throttle, which will affect the comfort of the vehicle. Therefore, for the electronic
throttle, when the vehicle runs about 20,000 kilometers, the electronic throttle must be cleaned (see
"Electronic Throttle Maintenance Instruction"for details).
1. The installation position must ensure that the throttle valve temperature is always between-40℃
and 140℃.
2. Install the electronic throttle valve spacer gasket on the mixer housing with 6×50 and 6×55 inner
hexagon bolts with elastic washers and flat washers. When tightening, the two bolts that start tightening are
180 apart and the torque is 10Nm.
3. When fixing the harness connector, the distance between the harness connector and the throttle
joint must be less than 10cm, and the cable connector must be fixed with the harness strain-relief provided
on the throttle.
III. CFV
CFV (Continuous Flow Valve) is the fourth generation gas fuel control valve of EControls. CFV
includes electronic pressure regulator and precision continuous flow valve. CFV receives the mass flow
command from ECM, and quickly and accurately adjusts the gas pressure and metering valve to achieve
the required mass flow. CFV can accurately control fuel, improve power, economy and reduce emissions.
According to the intake air quantity, ECM calculates the required gas mass flow and sends it to CFV
through CAN communication. CFV receives the flow data packet sent by ECM to accurately control the
gas pressure and needle valve position, so as to achieve the required gas flow of the engine. CFV itself can
correct the flow according to the gas pressure and temperature, and it can also receive the flow correction
instruction from ECM.
1. Maximum allowable vibration level: 8G.
2. Installation direction
–Vertical +/-5 degrees
–Horizontal direction -15~+5 degrees
–The vertical plane must be parallel to the engine crankshaft.
Note:
1. When installing the CFV, protection must be done to prevent dust and foreign matter from entering
the CFV.
2. Recommended working pressure of CFV inlet: 585 kPa (85 psig), and the maximum inlet pressure
of CFV is 1030kpa (150psig). Never exceed this pressure.
IV. Mixer
The mixer is mainly composed of a casing and a high-pressure nozzle. After pressure regulation by
CFV, the natural gas is injected into the casing through the high-pressure nozzle and mixed with the cooled
air.
Blender
V. Ignition Coil
The ignition coil receives the ignition instruction from ECM, converts 24V low voltage electricity
into tens of thousands of volts high voltage electricity and transmits the high voltage electricity to the spark
plug. The ignition coil can control the ignition time according to the instruction of ECM, so that the engine
can achieve low emission and low gas consumption. The ignition coil consists of coil, glue stick and high-
voltage spring (as shown in the figure below).
When installing, clean the dirt on the rubber sleeve and tighten the ignition coil mounting bolt to
ensure that the spring in the rubber sleeve of the ignition coil is in close contact with the spark plug head.
VI. Spark Plug

The spark plug receives high voltage from the ignition coil, generates sparks and ignites natural gas.
Normal clearance: 0.254-0.406mm｡
When installing the spark plug, first wipe the spark plug with clean cotton cloth, then put the spark
plug on the ignition coil rubber sleeve, send it to the inside of the spark plug bushing, then turn it until the
spark plug touches the sealing gasket, and then install it according to the torque. It is strictly forbidden to
send the spark plug directly into the ignition coil bushing by hand.
Note: 16# extension sleeve must be used to tighten the spark plug.
Spark plug Installation tool Tightening method of spark plug
Spark plug structure diagram
VII. Wastegate Control valve

The wastegate control valve is equivalent to a proportional three-way electro-mechanical solenoid
valve, and the ECM can adjust the pulse width to realize accurate boost control under any circumstances.
The wastegate control valve is connected with the pressure regulator of the turbocharger to control the
opening of the waste gate within a certain pressure range, so as to control the boost pressure of the engine.
Because the wastegate control valve is connected with the air after air filter, when there are many dust
and impurities in the air, the pipeline of the wastegate control valve will be blocked and the driving
performance of the vehicle will be affected, so it is necessary to keep the air filt er free of blockage and
deformation.
Due to the small diameter of the internal passage of the wastegate control valve, it is forbidden to use
raw material tape and glue in each joint during installation, so as not to enter the waste gate control valve
and cause blockage.
Wastegate control valve
VIII. Boost recirculation valve

Boost recirculation valve is the protection device of turbocharger. The boost recirculation valve is
normally closed; When on, the high-pressure flow downstream of the turbocharger flows back into the
intake air flow, which can prevent accelerated wear and fatigue of turbocharger components.
Installation schematic diagram of boost recirculation valve Boost recirculation valve
IX. High Pressure Regulator

The high pressure regulator is a decompression device, which is a special part for CNG vehicles.
MT13 vehicles are equipped with piston type high pressure regulator. The piston type pressure regulator
integrates the functions of pressure reduction and fuel cut-off. The pressure regulator is 250bar high
pressure gas to 5.5 bar, and the pressure supplied to CFV is guaranteed. The high-pressure solenoid valve
is used to cut off the fuel downstream of the pressure regulator when the engine stops. 。
The installation position of the pressure regulator should be lower than the main engine water tank to
ensure that there is enough engine coolant in the pressure regulator to provide heat to heat the pressure
regulator.
Piston type pressure regulator

X. Low-pressure Solenoid Valve
Low-pressure solenoid valve is a valve core driven by coil, and its opening and closing is controlled
by ECM. When the engine is stopped, the CFV and all downstream components and upstream fuel
pressure are blocked to reduce the accumulation of downstream fuel. It is normally closed in shutdown
state. There is a diaphragm inside the low-pressure solenoid valve, which is mainly opened and closed by
the pressure difference between the upper and lower diaphragm.
1. Ensure that the airflow direction is consistent with the arrow direction during installation.
2. When installing, it is forbidden to use raw material tape or glue at the joint.
ECI low pressure solenoid valve Low pressure solenoid valve (CFV inlet port)
① low pressure cut-off valve body ② diaphragm ③ spring ④ low pressure cut-off valve
cap ⑤ solenoid valve ⑥ pressure relief valve ⑦ screw
XI. Low Pressure Filter

The low-pressure filter filters impurities such as oil, water and solid particles in the gas to protect
CFV, mixer and electronic throttle valve from damage.
A filter element is placed inside the low-pressure filter. Because the natural gas engine has very high
requirements on gas quality, it is required to replace the filter element every 10,000 kilometers and
discharge pollutants every 2,000 kilometers. Because there is high-pressure natural gas in the pipeline, it is
necessary to close the main valve of the gas cylinder and start the vehicle until the engine goes out
automatically, so as to exhaust the gas in the pipeline.
With the drain opening facing down, install it according to the airflow direction indicated by the arrow. Do
not install it upside down. The tightening torque of the shell is 45±2Nm.
XII. High Pressure Filter

The high-pressure filter, like the low-pressure filter, is also used to filter impurities such as water and
oil in the gas to keep the gas path unblocked, but it is a special component for CNG vehicles.
It is required to replace the filter element every 10,000 kilometers, and discharge sewage every 2,000
kilometers. When discharging sewage or replacing filter element, the gas in the pipeline should be
evacuated.
The water outlet is facing down, and it is installed according to the airflow direction indicated by the
arrow. It is forbidden to install it upside down, and the tightening torque of the shell is 45±2Nm.
High pressure filter
XIII. Pressure Regulator

Pressure regulator is a special component for LNG vehicles, which is installed in the gas pipeline
before CFV, and is mainly used to stabilize the pressure of gas entering CFV.
1. The pressure regulator needs to be installed horizontally.
2. It is forbidden to use sealing tape or glue at the interface.
Note: Ensure that the dust cap on the pressure regulator is not blocked by dust during use. Otherwise, it
may lead to deviation of pressure regulator. If you find that the dust cap is blocked, you can remove it and
rinse it with compressed air before installing it.

XIV. Sensors
1. Oxygen sensor
Oxygen sensor is the key sensor to realize the closed-loop air-fuel ratio control of lean combustion. It
is installed on the exhaust pipe behind the turbocharger. By detecting the oxygen concentration signal in
the exhaust gas and feeding it back to ECM, the air-fuel ratio of the engine can be adjusted in real time, so
that the engine can be in the best combustion state in all working conditions. The harness of oxygen sensor
should be fixed well to avoid being scalded by the exhaust pipe.
2. Knock sensor
Knock sensor is installed on crankcase, which provides information about engine knock to ECM, and
ECM will give commands on appropriate actions to avoid engine malfunction or damage. MT13 natural
gas engine is equipped with two knock sensors for precise knock control. AL control maximizes fuel
economy while preventing knock from damaging the engine.
3. Environmental temperature and humidity sensor
Environmental temperature and humidity sensors provide information such as air temperature,
humidity and atmospheric pressure. ECM can optimize the ignition timing, fuel supply and boost level
according to the humidity of the environment. The feedback signals of atmospheric pressure and
atmospheric temperature are used to adjust the readings of universal exhaust gas oxygen sensors.
Environmental temperature and humiditysensor
4. Camshaft position sensor (CAM) and crankshaft position sensor (CNP)
The crankshaft position sensor provides the engine speed signal, the camshaft position sensor
provides the ignition signal to the ECM, and the ECM only energizes the ignition coil during ignition.
These two sensors are of the same model and can be used interchangeably.
5. TIP (throttle inlet pressure sensor) and MAP (temperature and intake manifold absolute pressure sensor)
TIP sensor measures the air pressure before the mixer after pressurization and cooling, which is used
to accurately calculate the air flow value and control the wastegate of turbocharger. The MAP is used to
collect the temperature and absolute pressure in the intake manifold, and the temperature information
obtained from the MAP can be used as the temperature correction coefficient in calculating the flow rate.
The information collected by these sensors is used for supercharging control, throttle control, ignition
timing and fuel metering.
6. Water temperature sensor
Mainly measure the water temperature. According to the data stored in ECM, the idle speed, ignition
advance angle, maximum boost pressure and the concentration of mixed gas at various water temperatures
are corrected.
7. Oil pressure sensor
Electronic oil pressure sensor is used to transmit the pressure signal to ECM to protect the engine.
Chapter II Introduction of MT13 Natural Gas Engine
Structure
Section 1 Structure and Design Features

MT13 series natural gas engines can fully meet the requirements of vehicle power of corresponding
tonnage and other uses such as construction machinery, with compact structure, good rigidity, reliable
operation, long service life, excellent performance and good economy. The advanced structural features of
MT13 series natural gas engines are summarized as follows:
1. Advanced structural design
Vermicular graphite cast iron cylinder block has high tensile strength and fatigue limit, which can meet
the needs of high explosion pressure and low noise. MT13 natural gas engine cylinder block can withstand
cylinder pressure as high as 220bar. The cylinder block and cylinder head are designed with independent
cooling and lubrication circuits, which reduces the design requirements of the cylinder gasket and greatly
improves the sealing reliability.
The front-end drive system of accessories is designed with a single PK automobile V-ribbed belt, and the
fan does not need to be disassembled when replacing, which is convenient for maintenance and repair.
2. Modular design
The modular design of components reduces the number of components by about 25% compared with
conventional natural gas engines, such as: The oil module integrates functional components such as oil
filter, oil-gas separator, oil cooler and pressure limiting valve. Modular structure design minimizes sealing
elements, reduces possible leakage and facilitates maintenance.
3. Application of advanced technology
Exhaust brake (EVB) effectively improves the auxiliary braking power of natural gas engine and
improves the driving safety of vehicles.
The American Econtrols electronic pressure regulating system is adopted, and the gas supply system and
ignition system are redesigned mainly on the basis of diesel engine, which has good throttle performance,
high reliability and excellent performance.
4. Application of advanced materials and processes
A large number of applications of aluminum castings, such as oil cooling module, coolant distribution
shell, water pump and front end cover, have greatly reduced the weight of the whole machine.
The application of vermicular cast iron material in cylinder block not only improves the strength, but
also reduces the weight of cylinder block due to the decrease of wall thickness.
The application of nylon cylinder head cover and composite steel plate oil pan plays a role in reducing
noise.
Connecting rod cap and main bearing cap adopt advanced “cracking” technology, which has low
processing cost, reliable positioning and effectively prolongs the service life of natural gas engine.
5. NVH optimization design
The front cover of natural gas engine adopts damping structure design. The cylinder head cover is
made of nylon and designed with noise reduction mounting structure. The oil pan adopts composite steel
plate structure. The middle combined gear of the air compressor is designed with scissors-type coaxial gear
combination, which can eliminate the backlash of gears, avoid the impact of the air compressor when
working and reduce the noise.
Section 2 Structure introduction
I. Crankcase
The crankcase is made of vermicular cast iron. The structure adopts deep skirt design, which makes the
crankcase have strong rigidity. The beam structure at the bottom of the front and rear ends of the crankcase
provides sealing surfaces for the oil pan.
The main bearing caps are manufactured by cracked process. Rough swelling section can produce high
lateral support and realize accurate positioning; It is beneficial to reduce the wear of shell bearing and
prolong its service life.
The cylinder liner is a wet cylinder liner hanging from the top of the cylinder bore, and the water jacket
is sealed at the lower edge of the cylinder liner through two O-rings installed on the cylinder block.
There are seven main bearings on the machine body, all with the same width. Thrust plates are placed
on both sides of the sixth main bearing seat.
II. The Cylinder Head

The cylinder head adopts integral overhead camshaft design and is cast by gray cast iron. The cylinder
head is integrated with the intake manifold, which reduces the number of sealing parts.
The 4-valve intake and exhaust system is adopted, and the design of 4 valves per cylinder makes the
mixture distribution more uniform, the inflation coefficient is higher, and the emissions are effectively
reduced.
The cylinder head is cast with the mounting boss of ignition coil bushing, which is very beneficial to
improve the heat dissipation of ignition system and the working reliability of ignition coil and spark plug.
Transverse flow mode of cooling water, reasonable design and good cooling effect.
III. Crankshaft and Flywheel
It is a steel die forging for crankshaft. MT13 has 7 main journals and 8 balance weights. Machining
radial holes on the circumferential surface of the balance weights for the final dynamic balance of the
crankshaft; A silicone oil vibration damper is installed at the front end of the crankshaft, and the whole
structure has high strength and rigidity.
IV. Piston and Connecting Rod
The piston with forced cooling and built-in oil cooling channel is made of new materials with higher
heat load resistance, and the small-end of connecting rod is wedge-shaped structure, which
correspondingly improves the strength of the piston.
There are two gas rings and an oil scraper ring on the piston. The first gas ring is a double-sided
trapezoidal ring, and PVD coating on the working surface is beneficial to running-in and anti-galling and
anti-abrasion, ensuring good bonding strength and heat transfer effect. The second gas ring is a micro-
chamfer ring. The third ring is a penthouse-pattern oil scraper ring, which consists of upper and lower
scraper blades and a tubular spring. The tubular spring not only makes the upper and lower scraper
blades cling to the cylinder wall, but also makes the scraper blades cling to the side of the ring groove,
which can not only enhance the oil scraping ability, but also prevent oil from escaping.
The cracked connecting rods are precision drop-forged , and the surface structure formed by cracking
can make the meshing effect between the connecting rod cover and the connecting rod body have teeth,
which is more accurate, easier to stagger the matching precision and more stable in quality.
V. Valve Train
Camshafts are made of steel and induction hardened. The camshaft is installed on the side of the
cylinder head and driven by the timing gear on the flywheel side. The valve is driven by the roller installed
on the rocker arm, and the split rocker arm shaft and rocker arm seat make the rigidity of the whole valve
train higher. The valve train is well lubricated, one part of which lubricates the camshaft bearing bush, and
the other part lubricates the rocker shaft, roller and camshaft.
1 EVB piston
2 EVB valve bridge
assembly
3 counter-holder
4 Locknut
5 EVB adjusting screw
6 Adjusting screw
7 Adjusting nut
8 Rocker arm shaft
9 Rocker arm
10 Camshaft
11 Adjusting nut
12 Intake valve
13 Exhaust valve
14 Roller
15 Camshaft
Schematic diagram of valve train
EVB working principle diagram

The MT13 natural gas engine comes standard with exhaust valve brake (EVB). Compared with the
traditional natural gas engine butterfly valve brake, the braking effect of EVB brake is improved by about
60%. When the natural gas engine stops supplying gas and the butterfly valve of the exhaust pipe is closed,
the exhaust gas pressure in the exhaust pipe rises sharply, and the pressure wave generated by the exhaust
of the adjacent cylinders overcomes the pre-tightening force from the cylinder and valve spring, so that the
exhaust valve of the cylinder near the bottom dead center in the intake stroke is opened by about 2mm.
Once the exhaust valve is opened by the pressure wave, the oil fills the piston cavity along the oil passage,
and the pressurized oil acts on the piston of the exhaust valve bridge assembly, preventing the exhaust
valve from closing and maintaining a stroke of about 1 ~ 2mm. The control of exhaust valve stroke in
compression and power stroke is realized, thus preventing the piston from driving the crankshaft again by
compression and power stroke. When the natural gas engine is in the exhaust stroke, the engine oil in the
piston cavity of the exhaust valve bridge assembly is ejected from the oil drain hole, and the piston retracts
into the exhaust valve bridge under the action of the return spring. The above process is repeated to
increase the braking power of natural gas engine.

VI. Gear Transmission System
Flywheel end gear train Fan end gear train

1 Camshaft gear
2 Cylinder head
intermediate gear
3 Crankcase intermediate
gear
4/5 large intermediate
gear
6 Rear gear of
crankshaft
7 Intermediate gear of
air compressor
8 Air compressor gear
9 Power take-off gear
10 Cylinder head plane
A Crankshaft front gear
B Inner rotor of oil pump
C Outer rotor of oil
pump
D Fan gear
E High pressure oil
pump gear
Gear transmission schematic diagram F Intermediate gear
All gears are straight teeth.

Determination of MT13 Natural Gas Engine Timing: The mark point on the rear crankshaft gear is
aligned with the mark on the intermediate gear, and the mark point on the camshaft gear should be flush
with the cylinder head plane.
VII. lubrication system
A oil separator B coolant preheating (optional) C oil separator oil return pipe D oil filter E cooler F oil
module oil inlet H cylinder head oil outlet I cylinder head oil inlet G cylinder block main oil passage oil
inlet
Schematic diagram of oil module
Lubrication system is pressure lubricated by oil pump. The functions of crankcase ventilation, oil
cooling and oil filtering are integrated in the oil filter module. Crankcase ventilation adopts cyclone
structure, without extra maintenance cost; The engine oil filter element adopts the design of metal-free
structure, which can be completely burned after replacement, and will not pollute the environment.
Compared with the traditional metal screw filter element, the maintenance cost is lower.
VIII. Cooling system
The function of the cooling system is to ensure that the natural gas engine works continuously at a
suitable temperature. The schematic diagram of the cooling system of MT13 natural gas engine is as
follows.
1 Thermostat 2 Coolant exhaust pipe 3 Expansion tank 4 Engine 5 Water pump

makeup pipe 6 Water pump 7 Radiator
Schematic diagram of cooling system
A Air conditioning
B Shock absorber
C Belt drive wheel
D Fan bracket
E Automatic
tensioning wheel
F Idler wheel
G Engine pulley
H Idler wheel
I Water pump
pulley
J Ribbed belt
Schematic diagram of front gear train of MT13 natural gas engine
The cooling circuit of MT13 natural gas engine is a forced circulation cooling system regulated by
thermostat, and the cooling water pump is driven by multi-wedge belt. The thermostat is replaceable and
contains paraffin heat-sensitive expansion material. All natural gas engines of vehicles use bimetallic
silicone oil fans. The fan is driven by the front gear of the crankshaft (maintenance-free), and the fan is an
annular plastic fan with a diameter of Ф 704 mm/Ф 750 mm..
The expansion tank can eliminate the steam in the low-pressure part of the cooling system, without air
lock; At the same time, cooling water can be replenished. The pressure in the expansion tank is kept at
about 75+20 kPa.
Note: When the fan is disassembled, it must not be placed on its back, or the silicone oil will leak out from
the fitting gap of the sensor shaft, thus causing the fan to fail. All kinds of water tank covers in the cooling
system should be kept intact and should not be opened.
IX. Intake and Exhaust System

Three-section exhaust manifolds are made of high-temperature resistant ductile iron, and multiple
metal sealing rings are used between exhaust manifolds, which can effectively seal; On the middle exhaust
manifold, there is a radial exhaust gas turbocharger with a bleed valve, and the pressurized air enters the
natural gas engine after being cooled by the intercooler. An exhaust disc valve is installed on the exhaust
pipe behind the turbocharger to improve the braking efficiency with the engine.
Note: Ensure the tightness of booster pipeline system and parts and the heat dissipation performance of
intercooler.
1 Turbocharger 2 Ambient air inlet 3 Exhaust gas outlet 4 Intercooled intake air 5
Intercooler 6 Intercooled intake air
X. Electrical System
The electrical system consists of ECM, sensors, switches, relays, actuators, lights, communication
data connections and DC24V power supply devices.
The rated voltage of alternator is 28V with transistor regulator. The alternator works in parallel with
the battery in the automobile, and the alternator is self-excited when working. The electrical schematic
diagram is shown in the figure below.
The starting motor is a DC starter with electromagnetic control, gear transmission and torque
transmission structure of friction plate unidirectional device. The rated power is 5.5kW, and the circuit
diagram of the starter is shown in the figure below.
Chapter IIIIntroduction of Diagnostic Operation of
MT13 Natural Gas Engine
Section 1 Terminology
1. Open loop
Open loop state:
1) UEGO information is ignored
2) The engine enters the open-loop mode every time it starts.
3) 10-30 seconds after each start, depending on the ambient temperature at that time.
4) Set the system DTC generated when the closed-loop control mode is disabled.
5) There are special functions of thickening and depressurizing when opening the loop.
6) Special open-loop mode: Only temporarily used in transient, if required by CL/AL table.
2. Closed loop
The closed-loop work of the engine is to use the feedback information of the oxygen sensor,
and according to the difference between the target value of the closed-loop air-fuel ratio and the
actual value (the corrected measured value), ECM calculates the closed-loop correction coefficient
CL of the air-fuel ratio, and then corrects the open-loop gas quantity to adjust the pressure and
flow of the CFV to keep the air-fuel ratio near the target value.
Closed-loop control is invalid (CL=0) in the following cases:
1) Closed-loop control is prohibited for some system failures (such as oxygen sensor failure and
voltage regulator failure).
2) Sensor preheating (during engine starting)
3) Transient variable working conditions (acceleration, idling)
4) Working area where closed-loop control is prohibited.
3. Closed-loop+AL
There is an AL table in ECM memory. The function of AL is to correct the long-term air-fuel
ratio deviation. When the value of AL is in effect, the engine enters the AL working mode.
Note: SINOTRUK natural gas engine maintenance needs special diagnostic software and
diagnostic harness, which is not universal with the diagnostic harness and software of previous
diesel engines.
Second 2 Diagnostic harness
The natural gas engine diagnostic harness is a communication tool connecting the natural gas
engine and the computer. The external diagnostic interface is connected to the whole vehicle and
the USB interface is connected to the computer. Without the diagnostic harness, the system fault
diagnosis of the natural gas engine cannot be carried out. See the figure below for the diagnostic
harness.
Natural gas engine diagnostic harness

Note: There are three diodes on the engine diagnostic harness. When the key switch is
powered on, the diagnostic software is turned on, the power indicator light is always on (yellow-
green), and the CAN and USB indicators are flashing (yellow-green), which indicates the engine
ECM and diagnosis.
Software connection, which is displayed on the diagnostic software as
, otherwise there is no communication between ECM and diagnostic

software.
Section 3Diagnostic Software

Natural gas engine diagnostic software is a tool for real-time monitoring and fault diagnosis
of natural gas engines. The diagnostic software can be downloaded free of charge on
https://www.sinotruksfs.com/dn
1. Installation of diagnostic software
Step 1: Found the downloaded software compressed package.
Step 2: Double-click the software installation package, as shown in the figure below, and
decompress it.
Step 3: Open the decompressed file, and double-click the Latest-4G-Display file in the following
figure.
Step 4: Double-click the 4G-Display.msi running program shown in the figure below to install it.
During the installation process, click the "NEXT" or "Next" key to complete the installation
according to the default path.
Step 5: After the installation, the following icon will appear on the desktop
Figure 2 MT13 Diagnostic software of natural gas engine
2. Login of diagnostic software

Double-click the "4G Display" icon → Copy the 4G password "Q4FY-JvJH-ROCN-LKT5" →
Click the "Paste Password" button → Click "Save Password and Serial Number" → Click "OK”
→4G diagnosis page;
3. Page introduction of diagnostic software

3.1 Introduction to toolbar
3.2 Main page

This page mainly introduces the calibration file version, fuel control mode and other information.
Introduction of main page parameters:
Intake manifold pressure → pressure signal of →MAP sensor; Intake air temperature →
temperature information collected by →MAP sensor; Engine speed → engine speed signal;
Battery voltage → voltage of ECM pins 60 and 79; Position of accelerator → opening of
accelerator pedal; Throttle position → throttle opening;
There are three fuel control modes in the System Status module: 1）： Open-loop, which means
that the ECM automatically enters the open-loop control mode when the oxygen sensor does not
work or the engine fails; 2): Closed loop, which means that the oxygen sensor is working, but the
water temperature does not reach 60℃ or the engine has a fault code, and the ECM automatically
exits the AL state; 3) Closed loop+AL, which is the normal state of engine operation.
In the "Software and Hardware Information" module, the time statistics and startup times are
cumulative and cannot be reset manually.
Note: The throttle position has two working states: 1) Standard status: When the engine is
working normally, the opening of throttle valve is controlled by ECM, which is not synchronized
with the opening of accelerator pedal. 2: Test status: In the test state of the throttle valve, the
opening of the throttle valve and the opening of the accelerator pedal are synchronized.
3.3 HDService page
Intake manifold pressure shows the pressure of MAP sensor; Throttle inlet pipe pressure shows
the pressure detected by TIP sensor, and the target pressure of boost control throttle inlet pipe is a
numerical value calculated by ECM according to the actual working conditions of the engine.
When the target value is less than one atmosphere, the actual value of pressure before throttle is
greater than the target value, and when the target value is greater than one atmosphere, the actual
value changes with the target value. Environmental parameters display the current environmental
parameter values collected by the environmental temperature and humidity sensor. When the
engine is at rest, the quality of the intake manifold pressure sensor can be preliminarily judged by
the ambient pressure and the throttle inlet pipe pressure.
CFV operation mode parameters are mainly used to check CFV operation status, which
mainly involves three aspects: The actual values of flow, pressure and needle valve position
change with the target value.
3.4 Faults page
The battery voltage shows the voltage of pins 60 and 79 of the engine ECMC; The key switch
shows the voltage of the 44th pin of the engine ECM; Throttle potentiometer 1+ throttle
potentiometer 2 = 5V; Voltage of throttle potentiometer 1 =2× voltage of throttle potentiometer 2;
Ignition cylinder break test and throttle test are explained in the later detection section;
In the "External Power Supply" option in the diagnosis mode, after the engine ECM is powered
on, there are three options in the drop-down menu:
0) Automatic: Normal control mode
1) Relay On: activate the power supply controlled by the relay (high voltage of nozzle and ignition
coil).
2) All relays and actuators All On: activate all fuel pumps and relay output power supplies.
The real-time DTC area shows the current fault code. When the engine fault is solved by the
maintenance personnel, the real-time DTC will be automatically cleared. The history DTC area
displays the history fault code. Any DTC that has occurred in the engine will be displayed in the
history fault area, and only the maintenance personnel can clear it in the diagnostic software. To
clear the fault code, double-click the fault code, select the "clear all faults" button in the pop-up
dialog box, or press the "Clear Fault Code" button on the Service2 E2 page or the 59th and 79th
pins of ECM will be powered off, otherwise it will be saved all the time.
3.5 Service2 page
Click the "Clear AL" button to clear the numerical value in the "AL 1" dialog box on the page.
When replacing the mixer and oxygen sensor, the engine should clear the AL value. Click the
"Clear Fault Codes" button to clear all the fault codes in the historical fault area.
Note: The fault codes of SINOTRUK natural gas engine can only be cleared by diagnostic
software, but not by other channels.
3.6 Tests page

Test the timing signal on the test page.
Section 4 Use of Diagnostic Software
4.1 Cylinder break test
1. the computer communicates with ECM.
2. Select the faults page of the service software.
3. Select the engine speed and ignition advance angle data display with the mouse. Click the right
mouse button to turn it green. Click the computer P key to pop up the curve bar.
4. Click the cylinder judging function option to select the cylinder to be judged. Observe whether
the curves of engine speed and intake pressure change. If the curve changes, it means that the
cylinder works; if not, it means that the cylinder does not work.
Note: During the cylinder breaking test, the cylinder should be broken after one cylinder is broken
to normal value, and the cylinder breaking time of each cylinder should not be too long, which can
last for about 5 seconds.
4.2 Throttle test
1. Communication between computer and ECM.
2. On the main page, check whether the accelerator pedal works normally. If it works normally,
proceed to the third step; otherwise, repair the accelerator pedal;
3. Select the faults page of the service software, and select Allow Test from the drop-down menu
of the throttle test of the diagnostic test module, as shown in the right figure;
4. Return to the main page, step on the accelerator pedal and observe whether the throttle position
is synchronized with the accelerator pedal position. If synchronous, the throttle valve is not stuck.
5. After the test, return to the "faults" page and turn off the throttle test.
Note: In the normal state (closed-loop+AL), the position of throttle and accelerator pedal are not
synchronized.
4.3 Pressure regulation of wastegate control valve
2. Select the HDService; of the exhaust gas release valve pressure display page;
3. Fill the air pressure of the vehicle air tank to 0.8MPa;;
4. The engine is stationary;
5. Observe whether the actual value of the waste gas bleeder valve (the absolute pressure of the
waste gas valve) is between 22 and 25 psi. If it is no longer in this range, it is necessary to readjust
the pressure of exhaust gas release valve.
Adjustment tool: Screwdriver, 10# wrench
Adjustment method: Loosen the nut with the marked position first, and then use a flat
screwdriver to rotate the stud, counterclockwise to increase the pressure and clockwise to decrease
the pressure.
Pressure display: Exhaust valve absolute pressure
4.4 Test of wastegate control valve

2. Select the HDService; of the exhaust gas release valve pressure display page;
3. Fill the air pressure of the vehicle air tank to 0.8MPa;;
4. The engine is on and idling, select "On" in the drop-down menu of wastegate pressure control
test mode, then double-click the dialog box of wastegate pressure target value for controlling
throttle pressure, fill in the target pressure in the pop-up dialog box, and then click the "OK" key.
If the absolute pressure of wastegate can change rapidly with the target value, and the deviation
between them is within 2 psi, it means that the wastegate control valve can work normally;
otherwise, there is a problem with the wastegate control valve or pipeline.
4.5 Timing test
2. Select the timing display page Tests;;
3. Select "On" in the drop-down menu of the status switch of the crankshaft/camshaft data
recording system;
4. Start the engine

5. During startup, "Export Graphics" becomes an entity, and then click
"Export graphics", the following dialog box will appear:
Timing curve
Note: Through the timing test, it can be preliminarily judged whether the crankshaft sensor and
camshaft sensor work normally.
4.6 Curve acquisition
1. Meaning of letters in curve dialogue
Rpm→ engine speed; MAP→ intake manifold pressure; TIP→ Pressure before throttle valve;
rECT→ engine water temperature; RIAT→ intake air temperature; FPP-pct→ accelerator pedal
position; TPS-pct→ throttle position; bst-TIPd→ Pressure control throttle pressure target; bst-
WGPd→ wastegate pressure target value for controlling throttle pressure; WGP-gage→ absolute
pressure of wastegate
2. Select parameters for data collection:
① Click the parameter of the required acquisition curve with the right mouse button, and then the
box of this parameter will turn green.
Commonly used parameters are: Engine speed, intake manifold pressure, front throttle
pressure, front valve pressure control WGP target (final), WGP gauge pressure, throttle position,
accelerator pedal position, closed-loop correction 1, AL correction 1, ignition advance angle,
actual intermediate pressure of CFV, internal pressure command of CFV and internal pressure
control deviation of CFV; CFV fuel flow command, CFV actual fuel flow, CFV actual fuel flow
comparison command flow.
② Data collection using data template
In the "Drawing/Marking" drop-down menu of the Main page "Main", select "Import Settings",
then select the standard template to import, select the program with the suffix "bplt", and click
"load" to complete the import.
2. After
selecting the parameters, click the "P" key or select the "Marking by Drawing" button in the drop-
down menu of "Drawing/Marking" to pop up the curve dialog box.
Note: In the dialog box, the color of letters is the same as that of curves.
Note: When collecting curves, it usually takes about 1000 seconds to collect at the fault point.
4. Save the curve
Select the Save button from the "File" drop-down menu.
After entering the file name to be saved in the "Save As" dialog box, click the "Save" button to
save the curve. You can also click "Save As" button to select the saving path and file name.
Section 5When There is No Diagnostic Tool
When there is no diagnostic tool, the fault of the engine can be judged by reading the flash
code on the dashboard of the whole vehicle. The DTC flashes in the following form:
In normal state, when the key door switch is turned on, the fault light of the engine will
always be on, and after the engine is started, the fault light will go out; When the ECM detects that
there is a problem with the engine during engine operation, the fault light is always on. After the
engine is stopped, turn on the diagnostic switch, and the engine fault light will start flashing "123"
(startup code, which does not represent any fault codes). After three cycles, the fault codes will
flash, and each DTC will flash three times. Then, the fault codes will be output in turn according
to the fault pulse spectrum stored in ECM, and ECM will not output the fault codes according to
the activation sequence of the fault codes.
Note: The positions of the diagnostic switch and fault light of the control panel are different for
different models.
16.00
B C 1st Previously Active DTC
D E F G (DTC 221)
A
14.00
12.00
Voltage Potential Across MIL (VDC)
10.00
8.00
6.00
4.00
2.00
Default 1st Code- 123 Number of times to repeat a code

0.00
0.000 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000 45.000 50.000
Time (sec)
Schematic diagram of fault light flashing code

Chapter IV Judgment and Elimination of Common
Faults
General principles of diagnosis: Simple before complicated, easy before difficult, external
before internal; If there is a fault code, solve the DTC first.
Faults can be roughly divided into the following two parts: The engine does not start and the
engine power is insufficient, which can be analyzed according to the following flow chart:
MIL code
Power
short
Section 1 Electrical Failure
1. The diagnostic tool and ECM cannot communicate with each other.
Failure cause Troubleshooting
1. The vehicle key switch is in "OFF" position. Turn the vehicle key switch to the "ON"
position
2. The battery voltage at engine harness connector is low or Check the voltage at the engine harness
no voltage. connector.
3. There is no voltage on the electronic control unit ECM Check the voltage at the connector of the
electronic control unit.
4. Fuse of engine wiring harness is blown. Replace the fuse of the engine electric
control system.
5. The data interface connector fails. Check the on-off and resistance of computer
driver and CAN line.
II. The Alternator Does Not Generate Electricity.

Check the wiring of alternator and ammeter
1. Open load, short circuit and loose connector.
and repair it.
2. Rotor and stator coils are open, short or grounded. Repair or replace the assembly
3. Rectifier tube damage Replace assembly
4. The regulator voltage is too low Repair
5. Regulator contact burning Repair or replace the assembly
III. Insufficient Power Generation of Alternator

1. Open connection, short circuit and loose connector. Repair
2. Rotor and stator coils are partially short-circuited and
Repair or replace the assembly
disconnected.
3. Alternator belt slack Check and adjust the belt tension.
4. The rectifier tube of the alternator is damaged and the
Repair
brush is in poor contact.
5. Regulator voltage adjustment is too low. Adjustment
6. The regulator field coil or resistance wiring is
Repair or replace
disconnected.
7. There is too little electrolyte in the battery, or the battery
Fill in the electrolyte or replace the battery.
is old.
IV. The Charging Current is Unstable.

1. Or the stator coil is about to be short-circuited or open-
Repair or replace
circuited.
2. Poor contact of brush Repair
3. Loose connection pile head and poor contact Repair
4. The voltage regulator is damaged Repair
5. Improper voltage adjustment Check and adjust
V. Overcharging of the Alternator

1. Internal short circuit of battery Repair or replace
2. Regulator voltage is too high Repair and adjust
3. Poor grounding of regulator Repair
4. The regulator contacts are out of order, polluted, and the
Repair or replace
voltage coil or resistance wiring is disconnected.
Second 2 Unable to start
I. The engine can't start (the starter doesn't work or the motor is weak)
1. Insufficient battery charge Or replace the battery.
2. Poor contact of battery connection terminal Clean up the line and tighten the terminal.
3. Poor contact of brush Clean brush surface or replace brush.
4. The starting motor itself is faulty. Overhaul the motor or replace the assembly
5. Poor contact of key switch Check and repair the switch.
Adjust the clutch working torque or replace the
6. Friction clutch slipping
assembly.
7. Engine oil viscosity is too high. Replace recommended oil.
8. Electrical system failure Please consult an authorized service station.
II. The Engine Can't Start (The Starter Works Normally)

1. Electronic control unit ECM connector is not
Plug in the electronic control unit ECM connector
plugged in
2. There is no voltage on the electronic control unit
Test the diagnostic lamp.
ECM.
3. There is a DTC displayed. Check the DTC table to find a solution.
4. The ignition coil does not jump. Check the ignition coil and spark plug
5. There is no gas in the tank. Refill CNG
6. Blocked high-pressure and low-pressure filters Disassemble the filter body, remove dirt and moisture
inside, and replace the filter element if necessary.
Check the low voltage solenoid valve voltage and coil
7. Low pressure solenoid valve is not open.
resistance.
8. Wrong valve timing Check and adjust it.
9. MAP sensor is damaged Use the MAP sensor and TIP sensor interchangeably.
Check the air filter and intake pipe, and clean or replace the
10. Air inlet blockage (air filter element blockage)
filter element.
11. CFV does not work Check CFV voltage and insurance
12. Insufficient cylinder compression pressure Check valve sealing, cylinder gasket sealing, piston ring
wear, repair or replace.
13. Low temperature Measures to increase starting auxiliary equipment
III. Turn Off Immediately After Starting.

1. Blocked high-pressure and low-pressure filters Disassemble the filter body, remove dirt and moisture
inside, and replace the filter element if necessary.
2. Gas tank over-flow valve open (LNG) Close the outlet valve, restore the overflow valve, and
switch the outlet valve again.
3. Throttle valve is dirty and stuck. Clean throttle valve
4. Circuit Check whether 24V and 5V power are normal.
IV. Engine off When Stopping or Decelerating Unexpectedly.

1. With DTC Check the DTC table to find a solution.
2. The power supply voltage of electronic control Check the battery power supply circuit and control system
unit （ECM）is too low. fuses.
Check the keyswitch circuit for loose connection or short

3. The key or other lines are faulty.
circuit.
Check the voltage and resistance of low-voltage solenoid

4. Low pressure solenoid valve does not work.
valve.
Section 3 Lack of power
I. Surge When the Engine is Idling

2. Engine temperature is too low Heat the engine to the operating temperature for 2 ~ 3 minutes.
3. Excessive idle load Reduce idle load
4. The accelerator pedal is loose. Check the accelerator pedal, repair or replace it
5. Leakage of intercooler or interface Check the intercooler, connecting hoses and interfaces.
6. Air intake system leakage Check the air intake system interface and connecting hoses.
7. Wrong valve timing Adjust valve clearance
II. The Engine Idle Speed is Rough

2. Engine temperature is too low Heat the engine to the operating temperature for 2 ~ 3 minutes.
3. Excessive idle load Reduce idle load
4. The accelerator pedal is loose. Check the accelerator pedal, repair or replace it
5. Wrong valve timing Check the timing and adjust the valve clearance.
6. Mechanical failure Check whether the crankshaft, piston, camshaft and other
mechanical parts are damaged.
III. The Acceleration Performance is Poor
2. Accelerator pedal movement blocked Overhaul accelerator pedal
3. Air leakage in intake system Check the intercooler, connecting hoses and their interfaces for
air leakage, fasten the connectors and replace the hoses.
4. Air intake blockage (air filter blockage)
filter element.
5. Exhaust backpressure is too high Check whether the exhaust pipe is blocked, adjust and repair it.
6. Electronic control unit ECM calibration
Recalibration
error
7. The intake air pressure sensor has failed. Check or replace
8. The turbocharger exhaust vent valve is
Check and repair
always open.
9. Wrong valve timing Check valve timing and valve clearance.
IV. The Engine is Rough or Misfiring.

2. Engine cooling system temperature is too
Check and repair
low.
4. Camshaft timing error Check the gear engagement and camshaft gear position.
5. Or the camshaft rocker roller is damaged. Check camshafts and rollers.
6. Ignition coil or spark plug failure Check the ignition coil and spark plug.
V. Insufficient Engine Power

2. The accelerator pedal didn't go to the
Check and repair
bottom.
3. Air intake blockage (air filter blockage)
filter element.
4. Exhaust backpressure is too high Whether the exhaust pipe is blocked or not, and repair it.
5. Insufficient pressurization system pressure Check and eliminate the leakage at the pipe joint.
6. The turbocharger is out of order. Check the turbocharger
6.1 compressor, turbine channel is greasy. Clean or replace
6.2 Failure of floating bearing Replace
6.3 Carbon deposit and sludge at the gap on the
Wash
back of turbine and compressor
6.4 The turbocharger wastegate valve is always
Check exhaust gas bleeder valve.
open.
6.5 Failure of oil seal Replace
7. The intercooler is damaged and leaked. Mend

Check the tightness of the pipe joint, the pollution degree of the
8. Gas pipeline leaks or is blocked filter, repair or remove the dirt plug and replace the filter
element.
9. Low pressure filter blockage Disassemble the filter body, remove dirt and moisture inside,
and replace the filter element if necessary.
10. Wrong valve timing Check and adjust
11. Oil level of oil pan is too high. Check the dipstick and drain the excess oil.
12. Gasket air leakage Replace damaged cylinder gasket.
13. The piston ring is worn and broken, and the
Replace worn parts or overhaul the engine.
bearing clearance is too large.
14. Or cylinder liner and piston wear or
Overhaul engine
cylinder pulling.
Check the voltage at the fuse and relay of the electronic control
15. Low or abnormal system voltage
system.
Check the intake pressure sensor with a diagnostic instrument,
16. The intake air pressure sensor has failed.
and repair or replace it.
17. Brake sticking Please consult an authorized service station.
18. The parking brake is tightened. Full swing parking brake lever
VI. The Engine Deceleration too Slowly.

1. Have trouble code. Check the DTC table to find a solution.
2. The movement of the accelerator pedal is
Check the pedal and its wiring.
blocked or the connector and wiring are faulty.
3. The deceleration and snuff setting is
Re-calibrate the control system deceleration setting.
incorrect.
VII. The Speed is Unstable

1. Poor ignition Check ignition coil and spark plug
Check and clean the compressor flow channel, remove the dirt
2. Surge of turbocharger occurs.
plug and remove the carbon deposit in the exhaust channel.
3. Turbocharger bearing damage Replace
VIII. The Engine Torque Limiting

1. The DTC is displayed. Check the DTC table to find a solution.
2. The water temperature is too high Check the cooling system.
3. Low intake pressure or high intake Check the air intake pipe.
resistance
4. Large exhaust resistance Check whether the exhaust system is blocked.
5. Sensor short circuit Check the electrical wiring.
Section 4 Lubrication System Failure
I. The turbocharger air inlet port and air inlet pipe are rich in engine oil.
1. Seal failure of turbocharger Repair or replace the turbocharger.
2. Oil level of oil pan is too high, and too much oil is Check that the discharged proper amount of oil meets
added. the requirements.
II. The oil pressure is too low

1. Oil pan is too low or short of oil. Check the oil level and oil leakage, and add oil.
2. The pressure regulating valve of the main oil passage
Check, clean and repair the valve.
is faulty.
3. Whether the filter, oil pipeline, joint gasket, etc. are Check whether there is loose casting in the strainer,
blocked or broken. pipe joint and oil passage, and repair it.
4. The brand of engine oil does not conform to the Change the engine oil according to the regulations, and
regulations. choose the appropriate brand of engine oil.
5. Oil pump oil inlet pipe leakage Check the oil pipe, joint, repair or replace it.
6. The cooling system water temperature is too high and
Check the operation of cooling system and correct it.
the oil temperature is too high.
7. Excessive oil filter resistance Replace filter element with new one.
8. The oil cooler is blocked Check and clean up
9. The main oil passage is blocked Check and clean up
10. Excessive clearance or damaged bearing bush Check and replace.
11. Parts wear too much, need overhaul. Check the working hours of the engine and overhaul it.
Third, the oil pressure is too high

1. Oil pressure gauge failure Check the oil pressure gauge.
2. Excessive viscosity of oil Replace recommended oil.
3. Pressure limiting valve failure Check/replace pressure limiting valve
Check the failure of cooling system, fan or thermostat
4. Cooling system temperature is too low
and replace it if necessary.
IV. Excessive oil consumption

1. Improper oil was used Change the recommended oil
2. Oil level is too high Drain excess oil.
Check and repair the mounting surface and related
3. Check for oil leakage.
plugs.
4. Ignored the oil change Replace at appropriate intervals.
5. Clogged oil filter Replace the filter element.
6. Ignoring engine warm-up Warm up the engine correctly.
7. Crankcase pressure is too high, press the oil out of The piston ring and cylinder liner are worn, and the
the oil-gas separator. piston ring opening is in the same position, so check
and repair;
8. Turbocharger oil leaks into the intake or exhaust Check whether there is oil leakage at the air connection
system. pipe, and repair or replace the turbocharger assembly.
Section 5 High water temperature

1. Coolant level is too low. Check for leaks and add coolant.
2. Water tank blockage Check the water tank, clean or repair it.
3. Water pump belt slack Adjust the tension as specified.
4. The water pump gasket is damaged and the water
And repair or replace.
pump impeller is worn.
5. Thermostat failure Replace
Check water pipes, joints, gaskets, etc. and replace
6. Damaged water pipe, leaking air.
damaged parts.
7. Oil pan is too low or short of oil. Check the oil level and oil leakage, repair and refuel.
Section 6 premature wear and tear

1. Air filter element is unqualified or damaged. Check and replace qualified filter element.
Check the intake pipe, gasket, connecting sleeve, repair
2. Short circuit of intake system
or replace.
3. Oil pan is too low or short of oil. Check the oil level and oil leakage, repair and refuel.
4. Oil blockage Clean the oil passage
5. The brand of engine oil is out of specification. Change the oil as required.
6. Broken or worn piston ring Replace damaged parts.
7. Or cylinder liner and piston wear or cylinder pulling. Check the piston and cylinder liner, repair or replace it.
8. The oil filter element was not replaced in time. Replace as required
9. Parts wear too much, need overhaul. Check mileage
10. Not concentric with the main shaft of the crankshaft
Check the mounting bracket and repair.
follower.
11. The quality of used oil does not meet the Use the engine oil with the grade specified in the
requirements. standard.
Section 7 Abnormal sound
I. The engine has abnormal noise

1. Loose belt Adjust the belt to the specified tension.
2. Engine oil shortage Add engine oil.
II. The noise is too high

1. Poor gas quality Change gas
2. Coolant temperature is too low Check the thermostat and replace it if necessary.
3. Wrong valve timing Check and repair the adjustment.
4. Poor ignition Check and repair ignition coil and spark plug.
Check whether there is any damage, connecting bolts
5. Damage to shock absorber
and replace damaged parts.
6. Valve leakage or improper adjustment of valve
Check the valve and adjust the valve clearance.
clearance
7. Excessive gear clearance or tooth breakage Check and replace damaged parts.
8. Cylinder liner and piston wear or cylinder scratches. Check or replace
9. Broken or worn piston ring Check or replace damaged parts.
10. Excessive wear of bearing Check and replace the bearing.
11. Excessive axial clearance of crankshaft Replace thrust plate.
12. Decentration of main bearing Check and repair
13. Different axes of crankshaft follower spindle Check the mounting bracket bolts and repair them.
14. Parts are worn out and need to be overhauled. Check the mileage and determine the overhaul.
Remove the dirt plug in the compressor inlet and the
15. Surge of turbocharger
carbon deposit in the exhaust outlet.
16. Seal ring sintering of turbocharger Replace assembly
17. The turbocharger bearing is damaged, and the
Replace assembly
rotating part collides with the fixed part.
18. Turbocharger or compressor impeller enters foreign
Replace assembly
matter.
Section 8 DTC Table
DTC communication information and display:

All diagnostic trouble codes are broadcast through EDIS for display on a PC. EDIS can
acquire the data from the ECU through either of two protocols; CAN or RS-232 both using the
EControls Inc. Proprietary Protocol (ECIPP). Faults may also be acquired over the CAN1
network through CAN J1939-based scan tools or multi-function display units.
Diagnostic trouble code:
The numeric diagnostic trouble codes assigned to the faults in this manual are cross-
referenced to SAE’s “Recommended Practice for Diagnostic Trouble Code Definitions” (SAE
J2012). Although there are standards for reference, the calibration engineer can also set a new
DTC during fault calibration. The DTC and flash code of MIL displayed in EDIS software will
also change accordingly. EDIS communicates with the control platform through RS232 or CAN.
The following table is the recommended fault codes according to J2012 diagnostic DTC standard
definition and CAN1939 diagnostic information code standard 3:
Table 1 Recommended serial fault codes, flash codes and J1939 fault codes
Trouble
No. code DTC English DTC Chinese
Crank and/or Cam Could Not
1 16 Synchronize During Start 启动时曲轴位置信号不同步
2 107 MAP low voltage MAP 电压低
3 108 MAP high pressure MAP 压力高
4 111 IAT higher than expected stage1 进气温度高于一级预期值
5 112 IAT low voltage 进气温度传感器电压低
6 113 IAT high voltage 进气温度传感器电压高
7 116 ECT higher than expected stage1 发动机冷却液温度高于一级预期值
8 117 ECT / CHT low voltage 发动机冷却液温度传感器电压低
9 118 ECT / CHT high voltage 发动机冷却液温度传感器电压高
10 121 TPS1 lower than TPS2 TPS1 信号低于 TPS2 信号
11 122 TPS1 low voltage TPS1 电压低
12 123 TPS1 high voltage TPS1 电压高
13 127 IAT higher than expected 2 进气温度高于二级预期值
14 129 BP low pressure 环境压力低
15 134 EGO open / lazy pre-cat 1 氧传感器开路
16 217 ECT higher than expected 2 发动机冷却液温度高于二级预期值
17 219 Max govern speed override 超过最大控制转速
18 221 TPS1 higher than TPS2 TPS1 信号高于 TPS2 信号
19 222 TPS2 low voltage TPS2 电压低
20 223 TPS2 high voltage TPS2 电压高
21 234 TIP control overboost TIP 增压压力过高
22 237 TIP low voltage TIP 传感器电压低
23 238 TIP high voltage TIP 传感器电压高
24 299 TIP control underboost TIP 增压压力过低
25 326 Knock1/2 excessive signal 爆震传感器 1/2 超出信号
26 327 Knock1/2 sensor open 爆震传感器 1/2 信号开路
27 336 Crank sync noise 曲轴位置信号同步噪声
28 337 Crank loss 曲轴位置信号丢失
29 341 Cam sync noise 凸轮轴位置信号噪声
30 342 Cam loss 凸轮轴位置信号丢失
31 520 Oil pressure low stage 1 (sender) 机油压力低于一级预期值
32 521 Oil pressure high (sender) 机油压力高于一级预期值
33 522 Oil pressure sender low voltage 机油压力传感器电压低
34 523 Oil pressure sender high voltage 机油压力传感器电压高
35 524 Oil pressure low stage 2 (sender) 机油压力低于二级预期值
36 562 Voltage low 主电源低
37 563 Voltage high 主电源高
38 606 COP failure ECM COP 处理器故障
39 615 Start relay coil open 启动继电器线圈开路
40 616 Start relay control ground short 启动继电器控制对地短路
41 617 Start relay coil short to power 启动继电器对电源短路
42 642 5VE1 low voltage 5V-1 电压低
43 643 5VE1 high voltage 5V-1 电压高
44 650 MIL open 故障灯开路
45 652 5VE2 low voltage 5V-2 电压低
46 653 5VE2 high voltage 5V-2 电压高
47 685 Relay coil open 主电源继电器线圈开路
48 686 Relay control ground short 主电源继电器对地短路
49 687 Relay coil short to power 主电源继电器对电源短路
50 1131 WGP high voltage 废气控制阀压力电压高
51 1132 WGP low voltage 废气控制阀压力电压低
52 1153 CL high NG NG 闭环修正量高
53 1154 CL low NG NG 闭环修正量低
54 1163 AL high NG NG 自适应量高
55 1164 AL low NG NG 自适应量低
56 1171 MegaJector delivery pressure high CFV 输出压力高
57 1172 MegaJector delivery pressure low CFV 输出压力低
58 1173 MegaJector comm lost CFV 通讯丢失
59 1174 voltage supply high CFV 供电电压高
60 1175 voltage supply low CFV 供电电压低
61 1176 internal actuator fault detection CFV 执行器故障
62 1177 internal circuitry fault detection CFV 内部电路故障
63 1178 internal comm fault detection CFV 内部通信故障
64 1179 CFV flow higher than commanded CFV 流量高于设定值
65 1180 CFV flow lower than commanded CFV 流量低于设定值
66 1511 AUX analog PU1 high PU1 电压高
67 1512 AUX analog PU1 low PU1 电压低
70 1515 AUX analog PD1 high PD1 电压高
71 1516 AUX analog PD1 low PD1 电压低
74 1521 CHT higher than expected 1 缸盖温度高于一级预期值
75 1522 CHT higher than expected 2 缸盖温度高于二级预期值
76 1541 AUX analog PUD1 high PUD1 电压高
77 1542 AUX analog PUD1 low PUD1 电压低
84 1551 AUX DIG1 high DIG1 电压高
85 1552 AUX DIG1 low DIG1 电压低
94 1615 A/D loss A/D 转换丢失
95 1621 Rx Inactive Rx 未激活
96 1622 Rx Noise Rx 信号噪声
97 1626 CAN Tx failure CAN Tx 失败
98 1627 CAN Rx failure CAN Rx 失败
99 1628 CAN address conflict failure CAN 地址冲突
100 1629 J1939 TSC1 message receipt lost J1939 TSC1 信息接收失败
101 1630 J1939 ETC message receipt lost J1939 ETC 信息接收失败
102 1644 MIL control ground short 故障灯对地短路
103 1645 MIL control short to power 故障灯对电源短路
104 2121 FPP1 lower than FPP2 FPP1 信号低于 FPP2 信号
105 2122 FPP1 high voltage FPP1 电压高
106 2123 FPP1 low voltage FPP2 电压低
107 2126 FPP1 higher than FPP2 FPP1 信号高于 FPP2 信号
108 2127 FPP2 low voltage FPP2 电压低
109 2128 FPP2 high voltage FPP2 电压高
110 2229 BP high pressure 环境压力高
Spark coil 1 primary open or short to
111 2300 ground 点火线圈初级开路
112 2301 Spark coil 1 primary shorted 点火线圈初级短路
113 2618 Tach output ground short Tach 输出对地短路
114 2619 Tach output short to power Tach 输出对电源短路
115 8901 UEGO internal processor fault UEGO 内部处理器故障
116 8902 UEGO heater supply high voltage UEGO 加热供电电压高
117 8903 UEGO heater supply low voltage UEGO 加热供电电压低
118 8904 UEGO cal resistor voltage high UEGO 标定电阻电压高
119 8905 UEGO cal resistor voltage low UEGO 标定电阻电压低
120 8906 UEGO return voltage shorted high UEGO 反馈电压高
121 8907 UEGO return voltage shorted low UEGO 反馈电压低
122 8908 UEGO pump voltage shorted high UEGO 泵电压高
123 8909 UEGO pump voltage shorted low UEGO 泵电压低
117 8910 UEGO sense cell voltage high UEGO 传感单元电压高
118 8911 UEGO sense cell voltage low UEGO 传感单元电压低
119 8914 UEGO sense cell slow to warm up UEGO 传感单元加热时间慢
120 8915 UEGO pump cell slow to warm up UEGO 泵单元加热时间慢
121 8916 UEGO sense cell impedance high UEGO 传感单元阻抗高
122 8917 UEGO pump cell impedance high UEGO 泵单元阻抗高
123 8918 UEGO pump cell impedance low UEGO 泵单元阻抗低
Chapter V Introduction and Troubleshooting of Natural
Gas Vehicle Gas Supply System
Section 1 Introduction and troubleshooting of CNG vehicle gas

supply system
I. Brief introduction of CNG vehicle gas supply system
1. Principle of natural gas vehicle gas supply system
Schematic diagram of automobile natural gas pipeline supply system

2. Composition, technical parameters and use requirements of CNG supply system
The vehicle gas supply system is mainly composed of gas cylinders, pipelines, integrated
control panels, high-pressure filters, high-pressure solenoid valves, high-pressure pressure
regulators, low-pressure filters, etc.
Note: Gas cylinders should be inspected by relevant departments regularly, and pipelines
should be regularly inspected for gas leakage.
2.1 integrated control panel
Function: The integrated control panel integrates the inflation stop valve, master stop valve,
gas cylinder pressure gauge and inflation port on one panel, and integrates the functions of
inflation and cut-off.
Gas pressure gauge
Gas charging port
Charging stop valve

Master stop valve
CNG integrated control panel
2.1.1 Gas charging port

Function: Achieve rapid and safe filling of natural gas. (Built-in one-way valve prevents gas
leakage. When the rubber ring of one-way valve is aged or damaged, use special tools to replace it
so as not to damage the gas charging valve body.)
2.1.2 Master stop valve
Function: Manually cut off the gas flow between the cylinder and the engine. When the
vehicle is parked for a long time or not used for a long time, this valve should be closed to cut off
the passage for the gas cylinder to supply fuel to the engine. Close is off and Open is on.
2.1.3 Charging stop valve
Function: Manually cut off the gas flow between the gas filling port and the gas cylinder.
Open this valve when the gas cylinder is charging, and close it when the gas cylinder is full. Close
is off and Open is on.
Note: To prevent the master stop valve and charging stop valve from being damaged, it
is necessary to open and close them lightly.
2.1.4 Gas pressure gauge
Function: Used to display the pressure in the gas cylinder(when gas cylinder is on). This
pressure gauge shows the pressure at the outlet of V2 valve.
Rated working voltage: DC24V
II. CNG vehicle gas supply system operation specification

1. Vehicle starting and driving
There is not much difference between CNG vehicles and common driving rules of gasoline
and diesel vehicles. Before starting the vehicle, the driver only needs to OPEN the master stop
valve on the integrated control panel on the right side of the truck (turn the handle to the open
position), and then start driving according to the driving operation rules of diesel vehicles.
2. The vehicle is filled in CNG filling station
2.1 Turn off the power supply and master stop valve of the whole vehicle. Remove the plug cover
(NGV type air nozzle) or plug (plug type air nozzle) from the gas charging port.
2.2 Insert the gas gun head and OPEN the charging stop valve (the handle is turned to the "open"
position).
2.3 After charging, CLOSE the charging stop valve (the handle is turned to "Close") and unplug
the gun head.
2.4 Put on the plug cover of the charging valve or insert the pin.
2.5 Vehicles leaving the filling station area
▲ Warning:
Vehicles must be filled with compressed natural gas that meets the requirements of GB18047-
2000. Otherwise, the power of the vehicle may be insufficient and the service life of the engine
may be shortened.
▲ Note:
a. The temperature of the gas cylinder will rise during charging, which is obvious when
touched by hand, but it is not hot. This is due to the compression of gas and the release of heat
during charging, which is a normal phenomenon.
b. The pressure of a fully charged vehicle (charge to 20MPa) will decrease for a period of
time, which is a normal phenomenon. The reason is the temperature drop of the gas in the gas
cylinder.
c. When filling gas, the operating rules of CNG filling station shall be strictly implemented,
and the filling pressure of CNG shall not be higher than 20MPa.
d. When a new gas cylinder or gas cylinder enters the air, the air in the cylinder should be
"replaced". It is best to replace the gas cylinder with nitrogen gas at the gas cylinder inspection
station. If it is difficult to implement, you can also fill the gas cylinder with natural gas to make
the pressure of the gas cylinder reach 0.5-0.6MPa, then deflate and reduce the pressure to 0.2-
0.3MPa, and repeat it for three times to meet the replacement requirements. After the gas cylinder
is replaced by air, the pressure of the first filling of natural gas shall not exceed 5 MPa. Check that
there is no leakage or other abnormal situation, and then charge to the rated working pressure of
20 MPa.
e. it is forbidden to overload, misplace or mix gas in gas cylinders.
3. Stop driving
3.1 When the CNG vehicle stops driving for more than 3 hours, the driver should turn off the
master stop valve located in the integrated control panel and battery master switch when leaving.
3.2 If the CNG vehicle stops driving for more than 24 hours, the driver should turn off the master
stop valve of the integrated panel and the main switch of the battery ， and all cylinder valves
should be closed to ensure the safety of the vehicle. When the vehicle is re-used, it should be
confirmed that the high-pressure pipeline is in good condition, and the connecting parts are
not loose or leaked. If necessary, the gas cylinder can be replaced before being refilled.
4. Handling method of CNG vehicle in emergency
4.1 CNG vehicles find that the gas supply system is damaged and CNG gas leaks during driving:
a. In case of smell or discovery of CNG gas leakage:
Pull over immediately, shut down the engine, cut off the main power supply, close the manual
stop valve of CNG cylinder, and contact for repair. After the professionals arrive for maintenance
without leakage, they can continue driving.
b. When the CNG high-pressure pipeline breaks and the high-pressure fittings in the CNG
cylinder or system fall off:
Evacuate people in and near the vehicle immediately; Cut off the main power supply; Close
the manual stop valve of CNG cylinder; The site is closed, and vehicles and pedestrians are
prohibited from approaching; Strictly control and isolate the fire source; Emergency repair; Do not
move the vehicle until the emergency repair vehicle eliminates the danger.
4.2 Fire occurs while the vehicle is driving:
Evacuate personnel immediately, quickly cut off the main power supply and close the manual
stop valve of CNG cylinders; Call the police quickly and put out the fire with the fire extinguisher
on the vehicle at the same time.
4.3 When a traffic crash occurs:
Immediately turn off the main power supply and the manual stop valve of CNG cylinder;
Check whether the vehicle, especially the CNG gas system, is in good condition. Only after
confirming that there is no problem can you continue driving.
III. Use and maintenance of CNG vehicle gas supply system

1. Maintenance of gas supply pipeline
1.1 gas cylinder
1.1.1 The cylinder pressure shall be calibrated once every six months;
1.1.2 Pay special attention to: CNG cylinders are tested for airtightness and strength once every
three years; Composite material cylinder (glass fiber winding bottles with steel liners) are tested
every three years, and those with more than six years are tested every two years.
1.1.3 Inspection of gas cylinder mouth seal: Use leak detector to detect or foam liquid to detect
leakage, and repair or replace the leakage.
1.2 integrated control panel
Clean the outer surface of the panel, whether there is leakage at the charging port, whether
the sealing ring on the charging port sheath or bolt is damaged, and repair or replace it
immediately when problems are found. Whether the stop valve rotates flexibly.
1.3 High pressure filter
When the vehicle runs for 2,000 kilometers, sewage is discharged. When the vehicle runs for
10,000 kilometers, replace the filter element. When replacing the filter element, replace the filter
element according to the instructions on the high-pressure filter, and at the same time replace the
rubber sealing ring of the housing. Check the leakage of the reassembled filter and connector.
Warning: Do not maintain or discharge sewage under pressure. Doing so may cause serious
injury.
Note: According to the natural gas temperament of the place of use, the mileage of sewage
discharge and filter element replacement maintenance can be appropriately shortened or
prolonged.
After each blowdown, leak detection should be conducted at the blowdown plug port.
1.4 High pressure regulator

Check whether the engine coolant is normally supplied to the pressure regulator every day.
1.5 Low pressure filter

2000 km sewage discharge, 10000 km filter replacement, according to the actual situation,
appropriately shorten the maintenance mileage.
Warning: Do not maintain or discharge sewage under pressure. Doing so may cause serious
injury.
Note: 1. According to the natural gas temperament of the place of use, the mileage of sewage
discharge and filter element replacement maintenance can be appropriately shortened or extended.
2. The tightening force of the shell is 40±7Nm.
Low pressure filter
1.6 Gas supply pipeline leak detection

Every three months, use neutral foaming liquid (detergent or central shower gel) or natural gas
leak detector to check whether the gas pipeline joint is well sealed.
IV. Troubleshooting of CNG Vehicle Gas Supply System
1. Common faults of natural gas supply (pipeline) system and their solutions.
1.1 The engine can’t start.
Check in sequence on the pipeline:
V2 valve: Whether the switch is on;
High pressure solenoid valve: Disassemble the gas outlet connector, start the engine, and find
out whether the gas outlet is over-gassed, which may cause damage to the faulty coil or blockage
of the valve core;
High pressure regulator: Disassemble the gas outlet connector, start the engine, and see if the
gas flow out ; It is possible that the internal filter element of the fault is blocked, resulting in
breathlessness;
Low pressure solenoid valve: Disassemble the gas outlet connector, start the engine, and see
if the gas comes out from gas outlet port; The internal valve core of the fault may be stuck;
1.2 When filling gas in a filling station, it is not possible to add gas.
Troubleshooting:
a, Check whether the charging stop valve is open.
b, Check whether the cylinder valve is open.
c, Charging stop valve, cylinder valve failure.
1.3 Gas leakage at the charging port
Checking method: Whether the sealing rubber ring of the charging check valve is damaged.
Section 2 Introduction and troubleshooting of LNG vehicle gas
supply system
I. Brief introduction of LNG vehicle gas supply system
LNG vehicle pipeline

1. Composition, technical parameters and use requirements of LNG supply system
The LNG gas supply system consists of LNG cylinder, water bath vaporizer, low temperature
booster valve, buffer tank, pipeline system, safety system, liquefied filling device and safety
device. Take Furui as an example: The design pressure of LNG cylinder is 3.18MPa, the working
pressure is 1.59MPa, the design temperature is -196℃, the working temperature is -162 ℃, and
the filling coefficient is 0.9.
Name of main components of gas cylinder group

Gasification group main components
2.1 Pressure gauge: Displays the pressure in the cylinder.

2.2 Main safety valve: In case of overpressure of the gas cylinder, the main safety valve
opens with the opening pressure of 1.75MPa.
2.3 Auxiliary safety valve: When the main safety valve failure or fails, the opening pressure
is 2.9MPa.
2.4 Economic valve: During use (except for long-term suspension), the economic valve can
give priority to the top of the cylinder liner because natural gas vapor formed by natural
evaporation.
2.5 Over-flow valve: When the external pipeline breaks and the pipeline flow is greater than
the set value, the over-flow valve will automatically close.
2.6 Outlet valve: Manually cut off the gas flow between the cylinder and the engine. When
the vehicle is parked for a long time or not used for a long time, this valve should be closed to cut
off the passage for the gas cylinder to supply fuel to the engine. Close is off and Open is on.
2.7 Vent valve (gas phase valve): When the gas cylinder needs to be vented, open this valve
and close it after venting. Close is off and Open is on.
2.8 Pressure regulating valve: When the cylinder needs self-pressurization, open this valve.
2.9 Pressure stabilizing valve: Pressure-stabilizing valve is the key component of the gas
supply system to stably supply the engine gas pressure, which stabilizes the pressure when
working.
The inlet pressure of the valve is the pressure in the bottle (≥0.8MPa), and the outlet pressure of
the regulator valve is set higher than the inlet pressure required by the engine (generally 0.65MPa)
but lower than the set pressure in the bottle; When the engine is working, if the outlet pressure of
the regulator valve is higher than the set value (the same as the pressure in the bottle) or the outlet
pressure is too low, the valve has been damaged and should be repaired or replaced immediately;
When the pressure in the bottle is lower than the set pressure at the outlet of the pressure
stabilizing valve, it is normal that the pressure at the inlet and outlet of the pressure stabilizing
valve is the same as the pressure in the bottle.
II. LNG vehicle gas supply system operation specification

1. Vehicle starting and driving
There is not much difference between CNG vehicles and common driving rules of gasoline
and diesel vehicles. Before starting the vehicle, the driver only needs to OPEN the liquid outlet
valve of LNG cylinder (turn the handle to the open position), and standing start according to the
driving operation rules of gasoline and diesel vehicles.
2. Vehicles are filled in LNG filling station.
1. LNG filling instructions:
The liquid filling process is to fill natural gas into gas cylinders in liquid form. Because LNG
is stored in a closed storage tank, it is impossible to detect the amount of LNG by visual
inspection. At this time, it is necessary to measure the LNG capacity in the storage tank by means
of LNG fuel meter and filling station meter.
As liquefied natural gas enters the tank through the liquid filling pipeline, some liquid natural
gas will be vaporized due to temperature rise in this process, and this change from liquid to gas
will increase the vapor pressure in the LNG tank. The tank pressure gauge only shows the steam
pressure inside the tank, but not the liquid capacity. LNG filling process depends on the pressure
difference between the storage tank and the filling station.
The liquid filling procedure will change due to the different pressures of LNG storage tanks.
The type of filling station and fuel quality (LNG concentration) will also affect the filling
procedure and filling time.
The filling procedure will be different depending on your personal LNG system (such as
single tank system and double tank system), and the specific knowledge in your usual liquid filling
station should also be trained.
LNG fuel tanks are usually designed with single pipe filled with liquid. In normal operation,
the low-temperature LNG output from the liquid filling and filling station will condense the
natural gas vapor in the tank, thus eliminating the need for venting. The anti-overfilling space
inside LNG storage tank prevents overfilling. However, some filling stations still require the tank
to be evacuated. If venting is required, this can be done through a separate vent connector. LNG
filling process is strictly controlled, so it is quite safe. LNG filling stations have more safety
features than other filling stations.
LNG storage tanks are equipped with pressure gauges, which can read the steam pressure
inside the tanks. The maximum pressure of charging varies from filling station to filling station,
but generally does not exceed 1.24MPa. When the gas pressure reaches 1.75MPa, the main safety
valve opens, and the charging process cannot be realized.
2. Regular filling
The filling of automobile liquefied natural gas is completed by an independent hose. Firstly,
connect the gas filling gun with the liquid filling port, then start the liquid filling switch of the gas
filling machine, and the liquefied natural gas will enter the cylinder liner through the connecting
hose, etc. Re-liquefy the cylinder through the liquid inlet pipe at the top of the inner container to
reduce the pressure in the cylinder, so that the liquid filling can be completed quickly. The filling
valve is a one-way valve. When filling liquid, the liquid will automatically open under the
pressure without manual switch. When the liquid filling reaches the rated amount, the liquid filling
automatically stops and the check valve closes. The working principle is that when the back
pressure of the nozzle rapidly rises and balances with the filling pressure, the pressure reaches the
stop pressure set by the natural gas dispenser, and then the natural gas dispenser stops filling
liquid.
3. Return gas filling
The filling of automobile liquefied natural gas is implemented by two hoses. Firstly, connect
the gas filling gun with the liquid filling port, then connect the gas return gun with the gas return
port, open the gas phase valve and start the liquid filling switch of the gas filling machine, and the
liquefied natural gas will enter the gas cylinder liner through the connecting hose, etc. The internal
gas of the gas cylinder returns to the storage tank of the filling station through the gas return port,
reducing the pressure in the cylinder, so that the filling can be completed quickly.
4. Hot cylinder filling
Usually, we refer to the cylinders that are filled with LNG for the first time and stopped
working for more than two weeks as "hot cylinders". The following is the hot cylinder filling
procedure:
1) Firstly, about 30L of LNG is filled into the cylinder, and the cylinder is left standing for
about 10 minutes, and the inner container of the cylinder is also cooled during the process of
gasification and pressure increase of LNG in the cylinder;
2) When the pressure in the cylinder reaches the normal working pressure, systematic leak
detection is carried out;
3) After the pressure is reduced by discharging natural gas from the gas return port, the
operation can be carried out according to the conventional filling procedure.
Note: 1) Before filling, watch whether there is dew or frost on the outer surface of the cylinder. It
is recommended that the cylinder with this phenomenon should not be filled and should be
sent back to the manufacturer for repair.
2) Check whether there is pressure in the gas cylinder. If the pressure is zero, the gas
cylinder should be purged and tested for tightness, which is qualified after filling.
3) The pressure of a completely filled gas cylinder rises very rapidly, which may cause the
safety valve to open; so it's completely full gas cylinders should be used as soon as
possible, and long-term storage is prohibited.
4) When the fuel dial shows about 1/4, it is recommended to go to the filling station to
charge as soon as possible.
Warning: 1) Before liquid filling, check whether there is moisture and impurities in the low-
temperature liquid inlet, and ensure that the moisture and impurities are completely
removed during liquid filling.
2) If there is water, it will quickly condense into ice when it is filled with liquid. Ice may
block the inlet check valve,low temperature liquid inlet, even into the cylinder. Blocking
the low-temperature liquid inlet, causing leakage due to lax closing of the liquid inlet
check valve, and even causing damage to the sealing surface. If the ice enters the cylinder,
it may be blocked at the outlet check valve during the outlet process, resulting in poor
supply of liquid, which makes the engine power insufficient or even unable to start.
3) If there are impurities, during liquid filling, the impurities may cause the liquid inlet
check valve and the low-temperature liquid inlet to be closed loosely, or even causing
damage to the sealing surface. At the same time, if the front end of the engine is not
equipped with a filter, impurities may cause engine damage.
4) When venting to the atmosphere, the vented gas should be led to a safe place, otherwise
there will be danger of fire and explosion.
5. Fuel supply
Open the liquid outlet valve, and the liquid in the cylinder is pressed out from the bottom of
the cylinder and enters the vaporizer. The liquid is gasified and heated before being supplied to the
engine.
6. Residue of fuel in cylinder
When the gas cylinder is not in use, it is advisable to leave 10L of liquid in the cylinder, so
that the cylinder is in a cold state and will not turn into a "hot cylinder".
In the process of gas filling, you will find that the tank pressure rises first, and then drops to a
pressure close to that of the gas filling station. If the pressure is maintained at a high level and
there is no drop, it means that the gas filling fails.
If gas filling fails, immediately stop filling and discharge the pressure of the storage tank, and
restart filling after the pressure decreases. When the inflation process is over, please ensure that
the charging pipeline is removed correctly, and before the vehicle runs, please ensure that the dust
cover of the charging joint is re-covered.
III. Use and maintenance of LNG vehicle gas supply system

1. Leakage detection method
Portable methane detector can be used to check the natural gas leakage point of the vehicle's
gas system (the detector manufacturer's instructions should be followed correctly). To ensure the
normal operation of the vehicle, systematic leak detection should be carried out regularly, and if
any leak is found, it should be repaired immediately. Under some special conditions, when it is
difficult to accurately judge the leak point with the detector, the leak point can be checked by
foaming liquid.
2. Pipeline leakage
1) Close the gas phase valve and liquid outlet valve of the gas cylinder.
2) Strictly maintain and recheck the leakage points.
3) You can continue driving only after confirming that it has been completely repaired.
▲ Warning: Once the fuel leaks, there will be potential safety hazards. Therefore, if
there is a leak in the gas supply system, the vehicle should immediately stop driving, stay
away from the kindling and be repaired by professional maintenance personnel.
3. Leakage of gas cylinder components
1) If a leak is found in the gas phase loop, the pressure in the gas cylinder must be vented to
zero before starting maintenance.
2) If a leak is found in the liquid circuit, the bottle must be drained before maintenance can be
started.
4. Other parts shall be maintained according to CNG. (newly added)
IV. Trouble shooting of LNG gas supply system for vehicles

Fault phenomenon Cause analysis Solution
Improper adjustment of Adjust the economic valve to the
Excessive pressure in the economic valve appropriate pressure.
bottle when using gas. Economic failure and damage Repair or replace the economy
of valve valve.
Overfilling Fill according to the rated quantity.
After filling, the pressure
rises quickly.
Vacuum loss Replace gas cylinders.
Improper adjustment of Adjust the economic valve to the
economic valve appropriate pressure.
Low pressure in the bottle
Leakage of gas pipeline and Repair the pipelines and fittings,
pipe fittings and check the leakage again.
The environment is too low and
Normal phenomenon
The bottle is sweating or the air humidity is too high.
frosting
Vacuum failure Replace gas cylinders.
Liquid storage time is too long. Use gas or vent immediately

Check whether the gas cylinder is
Open safety valve Quick pressurization
normal.
Replace the safety valve according
Safety valve failure
to the operating procedures.
The liquid in the gas cylinder Fill the gas cylinder with a specified
has been used up. amount of liquid.
The liquid level shows zero. Improper setting of converter Reset the converter capacitance.
Check each component, repair or
Or the converter is damaged.
replace it.
Improper setting of converter Reset the converter capacitance.
After the liquid in the bottle Check each component, repair or
is used up, the liquid level Or the converter is damaged.
replace it.
is full.
Wire open circuit or connection Check the wire, dry out the
port and other water seepage. moisture, and reset the connection.
Economic valve and pipeline
Air supply pressure is too Check whether the set pressure is
pressure regulating valve
high or too low. accurate.
failure
Note: Please refer to the instructions of gas cylinders provided by LNG manufacturers for matters
not covered.
Chapter VI Disassembly and Assembly of MT13 Natural
Gas Engine Parts
Section 1 Piston ring
1. Tools and accessories
Tools: Piston ring pliers
Accessories: None
2. Disassemble the piston ring
2.1. Remove the keystone ring and taper-face ring with piston ring pliers, and remove the oil ring
by hand.
3. Install the piston ring

3.1. Open the piston package and check the piston. Ensure no pollution and bumping.
3.2. Before assembly, check whether the oil ring, taper-face ring and keystone ring are rusted or
bumped, and replace them if any.
3.3. The following figure shows the assembly drawing and installation method. Assemble
according to the drawing. Check for jamming after assembly.
3.4. Assemble the keystone ring (TOP1) and taper-face ring (TOP2) into the first and second ring
grooves in turn with piston ring pliers, with the marked faces of TOP1 and TOP2 facing the crown
of the piston. The first ring is painted with green color code, and the second ring is painted with
white color code.
3.5. The opening of the first gas ring is offset by 45 degrees from the center line of pin hole, the
opening of the second gas ring is offset by 180 degrees from the opening of the first gas ring, and
the opening of the upper scraper of the third oil ring is offset by 90 degrees from the opening of
the first gas ring, which is offset by 45 degrees from the center line of the piston pin on the other
side. At the same time, it is necessary to ensure that the opening of the lining ring and the opening
of the upper wiper blade are staggered by 90 degrees, which is the same as the opening of the
second gas ring, and the opening of the lower wiper blade is staggered by 180 degrees.
4. Matters needing attention
4.1. The surfaces of pistons and piston rings shall be free of defects, clean and free of foreign
matters, and clean PU rubber gloves shall be worn during assembly.
Section 2 CFV
1. Tools, tooling and accessories
Tools: M13 socket head, 23 open-ended wrench, torque wrench, flat screwdriver
Tooling: None
Accessories: 243 Thread sealant
2. Disassemble the CFV
2.1. Loosen the CFV gas outlet hose clamp and gas inlet hose
2.2. Unplug the CFV harness plug

2.3. Remove the four fixing bolts of the CFV lower support, and remove the CFV.
3. Installation of CFV
3.1. Put the CFV on the lower support of the CFV, tighten the four bolts with a tightening torque
of 35N·m, insert the CFV gas outlet connector into the hose, and tighten the clamp with a flat
screwdriver.
3.2. Connect the CFV gas inlet hose, and apply 243 sealant to the thread; Plug in CFV wire
harness.
4.1. During the process of disassembling and assembling the CFV, no foreign matter should enter
the CFV inlet and outlet.
4.2. After the CFV inlet and outlet hoses are installed, start the engine for pipeline leakage test.
Section 3 Low Pressure Solenoid Valve (CFV)

1. Tools, and accessories
Tools: Torque wrench, M5 allen key
Accessories: None
2. Disassemble the low-pressure lock-off valve.
2.1 Remove the connecting harness of the low-pressure lock-off valve.
Remove the connecting

harness of the low-
pressure lock-off valve.
2.2 Remove the bolts of low-pressure lock-off valve.

Remove the four hexagon
socket bolts of the low-
3. Install the low-pressure lock-off valve.

3.1. Subassemble the low-pressure lock-off valve to the CFV (continuous flow control valve) by
four hexagon socket screws, tighten and mark, tightening torque: 10N·m.
Tighten the bolts of the

low-pressure lock-off
valve.
3.2. Connect the harness of the low-pressure lock-off valve.

Connect the harness of low-

4.1. When disassembling the low-pressure lock-off valve, the engine should be stopped.
4.2. The wiring harness of the low-pressure lock-off valve should be firmly connected to prevent
the circuit from failing due to false connection.
Section 4 Ignition coil rubber boot

1. Tools and tooling
Tools: M10 socket head, M13 socket head, torque wrench.
Tooling: None
2. Disassembly of cylinder head cover
2.1. Remove ignition coil and cylinder head cover.
Refer to the disassembly and assembly instruction of cylinder head cover.
2.2. Remove the ignition coil rubber boot lock block.
Loosen the fixing bolt of the lock block with M13 socket , and remove the lock block and
spherical pad of the ignition coil rubber boot.
2.3. Unplug the ignition coil rubber boot.
3. Installation of ignition coil rubber boot

3.1. Before installation, it is necessary to check whether the sealing ring is scratched, deformed,
uneven in thickness, etc. After passing the inspection, install it on the ignition coil rubber boot,
and apply a proper amount of P80 on the sealing ring after the installation.
3.2. Install the ignition coil rubber boot equipped with sealing ring on the same hole equipped with
spark plug, press-fit it to the end with special tooling, and then tighten it with hexagon flange bolts
separated by spherical washers. Bolt specifications: M8X50 tightening torque is 35N.m
4.1. When installing O-ring, check whether the appearance of aprons is in good condition.
4.2. Wipe the oil stains in the hole before installing the rubber boot.
Section 5 Cylinder head cover

Tools: M10 extension socket, torque wrench
Tooling: Oil seal pressing tool for ignition coil bush
Accessories: None
2. Remove the cylinder head cover.
2.1. Disassemble the ignition coil harness and ignition coil.
Remove the ignition coil

harness and remove the
ignition coil and the fixing
bolts of the ignition coil
harness.
Pull out the
ignition coil
and keep it
properly.
2.2. Loosen the fixing bolts of cylinder head cover.

Loosen the fixing bolts of the cylinder head cover with M10 extension socket, remove the
cylinder head cover, and wipe off the oil stains at the cylinder head cover and cylinder head
sealing rubber strip. Be careful not to get oil and sundries into the ignition coil bush.
3. Install the cylinder head cover

3.1. Press-fit the oil seal of ignition coil rubber boot.
Place the tooling on the oil seal press-fitting workbench, and then place it firmly; Put the oil
seal into the hole, and the oil seal direction is as shown in the following figure; With a hammer
and driving tool, tap gently into place to ensure that the oil seal is in contact with the bottom of the
cylinder head cover (the oil seal is lower than the mounting surface), and the oil seal is not
allowed to tilt after press-fitting.
3.2. Install the cylinder head cover assembly
Check whether the cylinder head cover seal is complete before assembly. Pay attention to the
tightening sequence and tightening torque during installation: 10N·m.
Note: This sequence is determined according to the assembly experience and needs to be
strictly observed to avoid oil leakage.
3. Install the ignition coil and fix the harness.

Put the ignition coil into the hole of the ignition coil bushing, and then fasten it with 2 bolts
with a tightening torque of 6-7N·m. Plug the harness connector into the ignition coil head, and it
will catch in place after hearing the click sound. Tighten the harness clamp to the cylinder head
cover with a torque of 6-7 N·m.
4.1. When removing the cylinder head cover, the engine should be stopped.
4.2. The oil seal of ignition coil bush should be pressed into place.
4.3. Wipe the oil stains on the cylinder head before installing the cylinder head cover.
4.4. Tightening torque of ignition coil and wiring harness fixing bolts on cylinder head cover is 6-
7Nm.
Section 6 Knock Sensor

Tools: Torque wrench, M13 socket
Accessories: None
2. Remove the knock sensor.
2.1. Loosen the bolt of knock sensor and remove the knock sensor.
Remove the
knock sensor
bolt.
Remove the
knock sensor
bolt.
2.2. Unplug the knock sensor harness connector.
Unplug the knock

sensor harness
connector.
3. Install the knock sensor

3.1. Install the knock sensor at the corresponding position on the left side of the crankcase with
two hexagon flange bolts with a tightening torque of 25±5Nm.
4.1. When disassembling the knock sensor, the engine should be stopped.
4.2. The wiring harness of knock sensor should be firmly connected to prevent the circuit from
being broken down.
Section 7 Engine Harness

Tools: Torque wrench, tie gun, M10, M13 socket
Accessories: Ribbon
2. Disassemble the engine harness.
2.1. Unplug the connectors between the harness and each sensor and the ECM harness connector.
ECM harness
connector
2.2. Remove the tie of the ground wire and wire harness.
Harness
ground
wire
3. Install the engine harness.
3.1. Arrange the wire harness and wind the wire harness in a proper position to avoid grounding.
Tie the harness to each harness bracket.
3.2. Connect the harness connector to each sensor connector, and make sure that it is stuck in place
when connecting, that is, it is stuck in place after hearing the click sound. Install the harness
ground wire on the crankcase through stud spacer and tighten it. Tightening torque: 30N.m ｡
Connect the ECM harness. Before connecting, it is necessary to check whether the pins are bent,
offset and other defects, clamp in place and close the locking device.
Harness ground
wire
3.3. Tidy up the head of the harness and fix it with a harness tie and hang it on the engine.

After the wiring harness is assembled, it is necessary to ensure that there is no friction
between wires, contact with the cylinder block or looseness. When connecting the camshaft speed
sensor to the wire harness, make sure to hear the click sound and visually check that the plastic
stop is at the bottom of the groove, and then assemble it in place before releasing it. When it is
found that the resistance of the plug-in process is high or cannot be clamped in place, it is
necessary to disassemble the harness and check whether the ECM pin and the harness connector
are abnormal. During the plug-in process, it is not allowed to cause any loss such as cracks and
missing blocks in ECM slot and wire harness chuck.
Section 8 Boost recirculation valve

Tools: Torque wrench, M7 socket, M13 socket
Accessories: None
2. Remove the boost recirculation valve.
2.1. Remove the boost recirculation valve connecting hose.
2.2. Remove the boost recirculation valve fixing bolt.

The position bolts shown
in the figure are M6X30,
totally 4.
3. Install boost recirculation valve.

3.1. Sub-assemble boost recirculation valve: separate a boost recirculation valve joint to the right
side of the boost recirculation valve with hexagon-head bolt spacer, and paint it after the loose nut
is tightened. Separate the other boost recirculation valve connector to the lower side of the boost
recirculation valve with hexagon-head bolt spacer.
Boost reciculation
valve connector
Boost
reciculation valve
gasket
3.2. Install the sub-assemble boost recirculation valve on the boost recirculation valve bracket, and
make paint mark after tightening the nut, with the bolt tightening torque of 15N.m
The position bolts

shown in the figure are
M6X30, totally 4.
3.3. Connect the boost recirculation valve pipeline. Install reference hose on surge joint of boost
recirculation valve and cylinder head respectively, fasten with hose clamp, and paint mark with
tightening torque of 4N.m. Put a clamp on the boost recirculation valve outlet hose, one end of
which is installed on the boost recirculation valve outlet connector and the other end of which is
installed on the air inlet pipe of the air compressor. The tightening torque of the clamp is 5N.m.
Fasten the hose at both ends of the connecting elbow and the boost recirculation valve, and the
tightening torque of the clamp is 5N.m
4.1. When removing the boost recirculation valve, the engine should be in a shutdown state.
4.2 After connecting the boost recirculation valve gas pipeline, check its tightness.
Section 9 Wastegate control valve

Tools: Torque wrench and socket
Accessories: None
2. Disassemble the wastegate control valve.
2.1. Remove the wastegate control valve connecting harness.
Remove the wastegate

control valve connecting
harness (wastegate control
valve and pressure sensor)
2.2. Remove the gas pipeline of wastegate control valve .

Remove exhaust
pipe connector of
exhaust gas control
Remove vent valve.
connector of
wastegate control
valve.
2.3. Remove the fixing bolt and gasket of wastegate control valve.
Remove the fixing bolt and

gasket of the wastegate
control valve.
3. Install the wastegate control valve

3.1. Install the wastegate control valve on the bracket with two hexagon-head bolts and big
washers, and tighten it with a tightening torque of 10N.m
Fix the waste gas

control valve on the
bracket.
3.2. Connect the gas pipeline of wastegate control valve

Connect the wastegate
control valve gas line.
3.3. Connect the wastegate control valve connecting harness.
Connect the
wastegate
control valve
harness.

4.1. When disassembling the wastegate control valve, the engine should be stopped;
4.2. After connecting the gas pipeline of the wastegate control valve, check its tightness;
4.3. The wiring harness of wastegate control valve should be firmly connected to prevent
malfunction caused by false connection.
Section 10 Mixer
Tools: M13 socket head, 6th inner hexagon, torque wrench, flat screwdriver, cross countersunk
head screwdriver
Tooling: None
Accessories: 243 sealant
2. Disassemble the mixer
2.1. Loosen the hose clamp on the mixer housing, the inlet hose clamp at the air inlet of the mixer,
remove the inlet pressure sensor and the hose joint on the mixer housing.
2.2. Remove the four hexagon socket bolts and throttle gasket that fix the throttle valve.
2.3. Remove the four fixing bolts that fix the lower part of the mixer housing with M13 socket
head, and remove the mixer housing.
3. Install the mixer

3.1. Install the O-ring into the nozzle assembly.
3.2. Fasten the nozzle assembly on the air inlet end cover of the mixer with four cross recessed
countersunk screws. Torque: 2N.m｡
3.3. Install the cover sealing ring into the sealing groove of the air inlet end cover of the mixer.
Fasten it on the mixer housing with 4 M6 bolts, with a torque of 15N.m
3.4. Fix the mixer housing to the mixer housing bracket. Tightening torque: 35N.m, tightening
torque of clamp: 2-5N·m.
3.5. Then tighten the joint to the mixed gas shell with a torque of 30N.m; Install the pressure
sensor on the mixture housing with a torque of 15N.m.
3.6. Install the electronic throttle valve on the mixer housing and tighten it with hexagon socket
bolt spacer and spring pad with a tightening torque of 10N.m

4.1. In the process of disassembling and assembling the mixer, do not enter foreign bodies in the
mixer shell and the intercooler pipe.
4.2. The harness of pressure sensor should be installed in place to avoid false connection of plug.
4.3. Start the engine for pipeline leak test after installation at the air inlet joint of the mixer.
Section 11 Throttle
Tools: M13 socket head, 6th inner hexagon, torque wrench, flat screwdriver
Accessories : None
2. Remove the throttle valve.
2.1. Loosen the connecting clamp of connecting elbow, hose clamp of boost recirculation valve
and harness plug of intake pressure sensor.
2.2. Remove the fixing bolt of the connecting elbow with M13 socket head.
2.3. Unplug the throttle harness plug, remove the four internal hexagon bolts of the electronic
throttle, and remove the throttle and throttle gasket from the mixer housing.
3. Install the throttle valve
3.1. Install the throttle valve spacer on the mixer housing with throttle gasket and tighten the M6
hexagon socket bolt spacer with a tightening torque of 10N.m
3.2. Install the connecting elbow

Put on the hoses at both ends of the connecting elbow and fix the connecting elbow on the lower
support with a tightening torque of 35N.m.
3.3. Tighten the hose clamp on the throttle, the clamp at both ends of the connecting elbow and the
hose clamp of the boost recirculation valve, and plug in the inlet pressure sensor and the throttle
harness plug.
4.1. Do not enter foreign metters in the cooling pipe during the process of disassembling the
throttle valve.
4.2. Plug the harness plug of throttle valve and intake pressure sensor into place to prevent the
harness from failing due to false connection.
Annex I: ECM pin definition

The functions of each ECM pin are as follows: (Note "X" is a pin that is currently undefined)
MT13 Natural Gas Engine Pin Definition

Needle
Name Instruction
foot
1 SPK_COIL 1a Control the ignition of cylinder 1.
2 SPK_COIL 1b Control the ignition of cylinder 6.
4 SPK_GND ground connection
5 SPK_COIL 2b Control the ignition of cylinder 2
7 SPK_COIL 3b Control the ignition of cylinder 4.
8 AUX_ana_PUD2 Door interlock function
9 AUX_ana_PUD3
10 AUX_ana_PD3 X-NGTP cylinder pressure
11 AUX_ana_PUD1 TIP sensor pressure signal
Exhaust gas bleed control valve pressure
12 AUX_ana_PD1
signal
13 AUX_ana_PD2 PTO proportional knob
14 CAN1+ CAN1+
15 CAN1- CAN1-
16 CAN2-/AUX DIG5 CAN2+
17 CAN2+/AUX DIG6 CAN2-
18 EGO_2/UEGOS X
19 5V_ext1 5V+
20 5V_rtn1 5V-
21 EGO_1/AUX_DIG9 PTO enable switch
22 AUX_DIG10 Constant speed cruise setting+
23 MAP TMAP sensor intake pressure signal
24 UEGOC UEGO ground-connect 2#
25 AUX_DIG7 Constant speed cruise setting-
26 AUX_DIG8 Constant speed cruise reset switch
27 CAM_POS Camshaft signal+
28 CAM_NEG Camshaft signal-
29 RS_POS Transmission pulse signal+
30 RS_NEG Variable box pulse signal-
31 5V_ext2 X
32 5V_rtn2 X
33 PULSE_in X
34 GOV1 Air conditioning switch signal
35 OILP Oil pressure signal
36 IAT TMAP sensor intake air temperature signal
37 ECT Water temperature signal
38 AUX_ana_PU1 Electronic gas-saving switch
39 AUX_ana_PU2
40 AUX_ana_PU3 Off-vehicle shutdown
41 AUX_DIG3 Foot brake signal main brake
42 AUX_DIG4 Hand brake signal
43 TACH Engine speed output
44 Vswitch Power key switch signal
45 UEGOR X
46 UEGOP X
47 TPS1 Throttle position sensor
48 TPS2 Throttle position sensor
49 AUX_DIG1 Clutch signal
50 AUX_DIG2 Neutral position signal
51 KNK1+ Knock sensor 1+
52 KNK1- Knock sensor 1-
53 FPP1 Accelerator pedal signal 1
54 FPP2-IVS Accelerator pedal signal 2- idle switch
55 CRK_POS Crankshaft speed sensor+
56 CRK_NEG Crankshaft speed sensor-
57 KNK2+ Knock sensor 2+
58 KNK2- Knock sensor 2-
59 Vbat Power Supply
61 AUX_DIG12 Diagnostic switch
62 EGOH1/AUXPWM3 X
63 Vbat/inj_HS X
64 INJ1_LS X
65 INJ2_LS X
66 INJ3_LS X
67 INJ4_LS X
68 INJ5_LS X
69 GROUND ground connection
70 INJ6_LS X
71 AUX_PWM9 X
72 STARTER starting signal
73 RELAY Main relay
74 MIL MIL
75 UEGOH/EGOH_2
76 AUX_PWM8 Exhaust brake
Auxiliary low-pressure solenoid valve
77 LOCK_OFF
(LNG gas line)
78 AUX_PWM6 X
80 DBW+ Throttle+
81 Ground ground connection
82 DBW- Throttle-
83 AUX_PWM5_Rec Main relay rear power supply
84 AUX-PWM5(WG Ctrl) Exhaust gas release valve control
85 AUX_PWM1 X
86 AUX_PWM4 X
87 AUX_PWM2 X
88 AUX_PWM4_Rec X
89 AUX_PWM3_Rec Main relay rear power supply
90 AUX_DIG11 Constant speed cruise enable switch
Annex II: Circuit schematic diagram of MT13 natural gas engine
ECM and pin definition of vehicle interface
Annex III. Detailed explanation of CFV diagnostic code
The fourth generation gas fuel control device of EControls is referred to as CFV for short. The
fault codes related to CFV include DTC1171, 1172, 1173, 1174, 1175, 1176, 1177, 1178, 1179 and
1180. The explanation of each DTC is as follows:
DTC1171： CFV regulation pressure higher than expected.
DTC1172： CFV regulation pressure lower than expected.
DTC1173： Communication of CFV comm lost.
DTC1174： CFV voltage supply high.
DTC1175： CFV voltage supply low.
DTC1176： Cfnternal actuator fault detection.
DTC1177： CFV internal circuit fault detection.
DTC1178： CFV internal comm fault detection.
DTC1179： CFV flow higher than commanded.
DTC1180： CFV flow lower than commanded.
Note:
(1) When the engine reports the above fault code, it does not indicate that CFV is damaged, and
further inspection is needed.
(2) The engine will report DTC9999 fault code. This DTC belongs to comprehensive fault code,
and it should be compared with the above DTC according to the English notes behind it to
determine the specific fault.
DTC1171-CFV regulated pressure is higher than set value

DTC1172-CFV regulated pressure is lower than set value
DTC1173-CFV communication lost

DTC1174-CFV supply voltage is too high
DTC1175-CFV supply voltage is low

DTC1176-CFV actuator failure
DTC1177-CFV internal circuit failure
DTC1178-CFV internal communication failure

DTC1179-CFV flow rate is higher than set value
DTC1180-CFV flow rate is lower than set value

Annex IV. Detailed explanation of fault diagnosis code of natural gas
engine
The manual is written as follows:
The first page of fault diagnosis information:

DTC XXXX- fault diagnosis condition
Block Diagram of Circuit
 External parts related to ECM output/input signals-identify the sensors that send signals to ECM or
actuators driven by ECM output signals.
 Fault inspection conditions-Define the conditions for fault inspection and diagnosis.
 Fault activation (or triggering) conditions-Define the conditions for fault activation.
 Fail-safe strategy-Define the recommended fail-safe strategy of the engine after the fault is activated. In
some cases, calibration engineers can choose different protection strategies.
 Emission or non-emission related fault
This segment defines its internal circuit and its role in the control system.
This segment describes the fault activation condition.
Fault diagnosis information page 2:
Fault code XXX-CAN fault code fault mode

Tip: Some useful information for troubleshooting.
Fault handling flow chart
Ye
s
No
Auxiliary diagnostic information

1. 。。。。
2. 。。。。
The positions and names of commonly used parameters in the software and their corresponding
meanings:
Parameter Meaning Parameter Meaning

Engine speed Engine speed Total spark Total ignition advance angle
(rpm) advance (final) (spk_adv)
Manifold Intake manifold UEGO phi Actual oxygen sensor measured
pressure pressure (MAP) concentration (phi_UEGO)
Manifold Intake manifold Phi command Command value of
pressure temperature concentration (phi_cmd)
(MAT)
Throttle inlet Throttle front Megajector press Outlet target pressure of
pressure pressure (TIP or command electronic voltage regulator
PTP) (MJ_P_cmd)
Engine coolant Engine coolant Megajector Actual pressure at the outlet of
temperature temperature (ECT) feedback press electric control voltage regulator
(MJ_P_act)
CL_BM Closed loop Boost control TIP Target value of throttle inlet
correction target pressure boost (bst_TIPd)
A_BM AL correction Delta-p boost MAP target value (bst_MAPd)
quantity control MAP
target
FPP Accelerator pedal WGP gauge Pressure value acting on
position (FPP_pct) pressure diaphragm of turbocharger
bypass valve (WGP_gage)
TPS position Actual position of Control WGP Target pressure of wastegate
electronic throttle target(final) control valve (bst_WGPd)
(TPS_pct)
TPS command Electronic throttle WGP Control Opening command of wastegate
target position percent command control valve
(TPS_cmd_pct)
Common fault handling process
General principles for fault diagnosis: Simple before complicated, easy before difficult, external
before internal.
1. The engine can't start.
The engine failure to start is one of the common faults. When dealing with this fault, first of all,
ensure the normal power supply of ECM, and use the calibration interface software to
communicate normally, so as to use the interface software to judge the fault. Generally, there are
the following reasons that affect engine starting:
The battery voltage is too low, which leads to the engine cranking speed being too low (<
200rpm), and the sensor output voltage being too low, so ECM can't establish synchronization
signal.
The whole vehicle does not supply gas to the engine.

During the engine starting process, the main relay is not engaged, which causes the engine
actuator to be powered off and unable to drive.
The following is the general process for diagnosing this fault:

Diagnostic trouble code description
DTC 16-Crank and/or Cam Could Not Synchronize During Start
DTC 16- Crankshaft signal or camshaft signal start cannot be synchronized.
19 19
5VEXT 5VEXT
Hal-effect Hal-effect
Cranlshift 25
CAMshift Crank sensor 27
Crank sensor CRANK+
CRANK+
26 28
CRANK- CRANK-
20 20
5VRTN 5VRTN
ECM ECM
CRANK+ 27 CRANK+
25
Crank sensor Crank sensor
CAMhift
Cranlshift 28
26 CRANK-
CRANK-
ECM ECM
Malfunction-related parts: Crankshaft position sensor/camshaft position sensor

Fault detection condition-engine starting or running
Fault trigger condition-the crankshaft or camshaft position is not synchronized when the engine is
rotating.
The fault trigger condition of calibration:
Number of unsynchronized turns > 4.0 revs

and RPM > 90 rpm
Fail-safe-turn on the MIL, make a clear alarm sound or turn on the 2 alarm lamp.
The fault is related to emissions.
The crankshaft position sensor is a magnetic sensor (variable reluctance/magnetoelectric or Hall
type), which is installed on the engine and close to the signal wheel installed on the crankshaft.
The signal wheel and sensor assembly is used to determine the crankshaft position (refer to the top
dead center of the first cylinder compression) and the engine speed. The determination of
crankshaft position is very important for the system to accurately control the correct ignition
timing, fuel injection and throttle control.
The camshaft position sensor is a magnetic sensor (variable reluctance/magnetoelectric or Hall
type), which is installed on the engine and close to the signal wheel installed on the camshaft. The
signal wheel and sensor assembly is used to determine the camshaft position (refer to the top dead
center of the first cylinder compression) and the engine speed. The determination of camshaft
position is very important for the system to correctly identify the stroke (cycle) of the engine to
accurately control fuel injection and ignition.
During the rotation process before starting the engine, ECM must get valid crankshaft and
camshaft position signals (if applied), and determine whether they are synchronized. If they are
synchronized, the injection and ignition system will be further started. When the engine speed is
greater than 90 rpm, if the signals of the crankshaft or camshaft cannot be synchronized within 4
starting rotation cycles, this fault will be set. Generally, after this fault occurs, the engine cannot
start or run.
Diagnostic help:
Check whether the connection between the crankshaft or camshaft position sensor and the harness
is correct and reliable.
Check whether the crankshaft or camshaft position sensor is installed correctly and reliably.
Check the circuit line of crankshaft or camshaft position sensor for open circuit.
DTC 107-MAP Low Voltage

DTC 107- intake manifold air pressure (MAP) low voltage
5 exit1
19
MAP Signal
23
20 5V rtn1
MAP sensor
ECM
Malfunction-related parts-intake manifold absolute pressure sensor.

Fault detection condition-engine starting or running.
Fault trigger condition-When the throttle position is higher than the calibration parameter in the
calibration file and the engine speed is lower than the calibration parameter in the calibration file,
the feedback voltage of the MAP sensor is lower than the limit value defined in the calibration file.
MAP value < 0.200 volts

And throttle opening TPS > 0.0 %
And speed RPM < 9999 rpm
When the fault is removed, the MAP voltage
value must be > 0.400 volts
Fail-safe strategy-turn on the MIL, make an audible alarm sound or turn on the 2 alarm lamp,
reduce the power protection 1, turn off the AL learning function, or perform related actions as
defined in the calibration file.
Emissions-related failures
The MAP sensor is an intake manifold pressure sensor. It is used to measure the pressure in the
intake manifold before entering the engine cylinder. The measured pressure combined with other
measured values is used to determine the air flow of the engine, thus determining the fuel flow.
The fault is triggered when the feedback voltage of the MAP sensor is lower than the voltage set in
the fault calibration, and the limit value is generally set to 0.1VDC. In most cases, the fault occurs
because the MAP sensor is not connected with the engine harness, the MAP signal line in the
harness is open or shorted to the ground, the reference voltage is lost or the sensor fails. When this
fault occurs, ECM will enter limp home mode, which estimates MAP according to TPS feedback
value to control engine fuel.

The recommended failure protection measures include setting the engine power reduce protection
to 1, turning off the AL learning function, keeping the closed-loop correction function, and
sending an alarm signal to users.
If the MAP sensor is integrated in the TMAP sensor, and the IAT voltage is high (DTC113) at the
same time , it is very likely that the sensor is disconnected from the harness.
DTC 107- MAP Low Voltage

Low intake manifold air pressure (MAP) voltage
DTC 108-MAP High Pressure
DTC 108- High intake manifold pressure
5 exit1
19
MAP Signal
23
20 5V rtn1
MAP sensor
ECM
Malfunction-related parts-intake manifold absolute pressure sensor.
Check the fault condition-the engine is starting or running.
Fault trigger condition-MAP is higher than the limit value in the calibration file when the throttle
valve is lower than the calibration defined value and the engine speed is higher than the defined
value of this working state.
Calibration fault trigger conditions:
MAP pressure value > 35.00 psia

and throttle opening TPS < 20.0 %
and RPM > 0 rpm
The MAP value must be less than when the
fault is removed. 10.00 psia
Fail-safe strategy-turn on the MIL, make an obvious alarm sound or turn on the 2 MIL, turn
off the adaptation, and other settings related to it in fault calibration. Power reduction is sometimes
used here.
The MAP sensor is an intake manifold pressure sensor. It is used to measure the pressure in the
manifold before entering the engine. The measured pressure combined with other measured values
is used to determine the air flow of the engine, thus determining the fuel flow.
At a certain TPS opening and a certain rotating speed, when the feedback value of the MAP sensor
is higher than the normal value that the sensor should measure, the fault occurs. When this fault
occurs, ECM will enter limp home mode, which estimates MAP according to TPS feedback value.
When this fault occurs, it is recommended to turn off the AL learning function to prevent incorrect
AL learning and reading wrong data. In addition, power reduction is also used as failure
protection.
DTC111-IAT Higher Than Expected Stage 1
DTC 111-IAT is higher than 1 limit.
IAT
A 36
Vs=+5VDC
B 5V rtn1
IAT sensor 20
ECM
Malfunction related parts-air temperature sensor
Fault check condition-the engine is running.
Trigger cause-the state that the intake air temperature is higher than the limit 1 defined in the
calibration document in a certain state.
Calibration fault trigger conditions: Restriction 1
IAT > 140 deg F

and RPM > 1200 rpm
Fail-safe-turn on the MIL, sound the alarm or turn on the 2 failure light, turn off the self-
adaptation, or any related settings in the failure calibration, and it is recommended to reduce the
power protection level by 1/2 to avoid engine damage caused by explosive vibration.
The fault has nothing to do with emissions.
Air temperature sensor is a thermistor, which is installed on the intake pipe of the engine. It
monitors the temperature of the air entering and exiting, and combines with other sensors to
determine the air flow into and out of the engine. ECM uses a voltage divider circuit to obtain high
voltage signal when the air temperature is low and low voltage signal when the air temperature is
high.
The air temperature of intake manifold is a calculated value based on IAT at large air flow rate
and influenced by ECT/CHT at low air flow rate. It can be combined with other sensors to monitor
the incoming and outgoing air, and can determine the air flow and ignition time of the engine.
This fault is activated when the intake air temperature is higher than limit 1 and the engine speed
is higher than the set value in fault calibration. Generally, the engine will be adjusted to power
limit 1 to avoid possible damage to the engine, especially some engines without knock sensors
may knock. When this fault occurs, the maximum throttle opening is limited and an effective
alarm signal is set.
DTC 111- IAT Higher Than Expected 1 IAT higher than commanded
Trouble diagnosis help

This fault occurs when the intake air temperature is higher than the normal value, and the common
cause of this fault is the problem of the intake pipe. Ensure that the air inlet pipeline takes air from
the outside or the air inlet is cold air, and the air inlet pipeline is not close to the exhaust pipe at
any point.
Check whether the air intake system is cracked or damaged, resulting in air leakage.
If there is no other problem, replace a good IAT sensor and retest.
DTC 112-IAT Low Voltage
IAT
A 36
Vs=+5VDC
B 5V rtn1
thermistor热敏电阻 20
ECM
Check condition-engine running
Trigger cause -IAT sensor voltage is lower than calibration limit.

IAT voltage < 0.050 volts
Fail-safe-turn on the MIL, sound an alarm or turn on the 2 MIL, turn off AL and closed-loop
control, or other related definitions in fault calibration. 1/2 power reduce protection is
recommended to avoid engine knocking or damage caused by excessively high intake air
temperature.
Failure is not related to emissions.
high.
The air temperature of intake manifold is a calculated value based on IAT at large air flow rate and
influenced by ECT/CHT at low air flow rate. It can be combined with other sensors to monitor the
incoming and outgoing air, and can determine the air flow and ignition time of the engine.
When the engine is running, the fault is triggered when the intake air temperature is lower than the
limit defined in the fault calibration. Generally, this limit value is set to 0.1vDC. When this fault
occurs, the default value of IAT will be used.

DTC 113-IAT High Voltage
IAT
A 36
Vs=+5VDC
B 5V rtn1
ECM

Fault check conditions: Engine running
Fault trigger reason: IAT sensor voltage is higher than calibration limit.

IAT voltage > 4.950 volts
Fail-safe-turn on the MIL, sound alarm or turn on the 2 failure light, turn off the AL and closed-
loop control, or other settings related to the failure calibration. 1/2 power reduce protection is
recommended to avoid engine knocking or damage caused by excessively high intake air
temperature.
Emissions-related faults
high.
When the intake air temperature is higher than the limit value defined in the fault calibration
during the engine operation, this limit value is generally set to 4.9v V.. Generally, the fault is
caused by the IAT sensor not connected to the harness, the IAT signal line in the harness is open or
short-circuited with the power supply or the sensor is damaged. When this fault occurs, the default
value of IAT will be used.

DTC 116- ECT Higher Than Expected Stage 1
IAT
A 37
Vs=+5VDC
B 5V rtn1
ECM
Fault-related parts-cooling water temperature sensor
Fault trigger condition:
ECT > 210 deg F

and RPM > 1000 rpm
Fail-safe-After the failure is activated, the MIL flashes, sounds an alarm or lights up the 2 failure
lamp to turn off the adaptation. 1/2 power reduce protection or low speed limit is recommended to
avoid engine damage.
The fault has nothing to do with emissions,
The engine water temperature sensor is a thermistor, which is generally installed in the engine
cooling water pipeline. Some engines use CHT (cylinder head temperature) sensor (cooling water
channel installed in cylinder head). Some engines use ECT sensors-installed in the cooling water
channel near the engine thermostat. If a CHT sensor is used, the ECT value is an estimated value.
If ECT sensor is used, the CHT value is estimated. They are generally used for engine air flow
calculation, ignition timing control, activation of certain functions and engine protection. There is
a voltage divider circuit inside ECM, so the sensor has a high voltage when the water temperature
is low, and a low voltage when the water temperature is high.
This fault will help protect the engine when the engine water temperature is too high. This fault is
activated when the water temperature exceeds 210 F (Fahrenheit) and the engine speed exceeds
1000rpm, and the engine power limit level is 1, and the maximum throttle position is set at 50%.
DTC 116- ECT Higher Than Expected Stage 1
Diagnostic help
If "ECT High Voltage" fault also appears at this time, the diagnosis should be made according to
the process of the fault, which may be the cause of "ECT Higher Than Expected 1."
If there are air-water radiators and fans in the cooling system
Check whether there is enough coolant in the radiator and whether the radiator leaks.
Ensure that there is no residual air in the coolant line.
Check the cooling system (radiator and water pipe) for cracks, and ensure that the connecting parts
are not leaking.
Check whether the fan is working properly.
Check whether the thermostat is stuck.
If there is a water-water radiator in the cooling system
Check whether there is enough coolant in the radiator and whether the radiator leaks.
Ensure that there is no residual air in the cooling line.
Check the cooling system (radiator and water pipe) for cracks, and ensure that the connecting parts
are not leaking.
Check that the hard water suction system is not blocked and the pipeline connection is reliable.
Check whether the thermostat is stuck.
Check whether the hard water pump rotates flexibly or is stuck.
DTC 117- ECT/CHT Low Voltage
ECT
A 37
Vs=+5VDC
B 5V rtn1
ECM
Fault-related parts-engine cooling water temperature sensor
Fault trigger condition -CHT/ECT voltage is lower than fault calibration limit.
ECT voltage < 0.050 volts
Fail-safe-After the failure is activated, the MIL will flash, sound an alarm or light up the 2 failure
lamp, and turn off the self-adaptation or any failure calibration action. 1/2 power reduce protection
or low speed limit is recommended to avoid engine damage.
a voltage distribution circuit inside the ECM, so the voltage of the sensor is high when the water
temperature is low and low when the water temperature is high.
This fault is activated when the sensor voltage is lower than 0.05V when the engine is running,
and ECM will use the default value of CHT/ECT.

DTC 118- ECT/CHT High Voltage
ECT
A 37
Vs=+5VDC
B 5V rtn1
ECM
Fault-related parts-engine cooling water temperature sensor
Fault trigger condition -CHT/ECT voltage is higher than the limit of fault calibration.
ECT voltage > 4.950 volts
Fail-safe-After the failure is activated, the MIL will flash, sound an alarm or light up the 2 failure
lamp, and turn off the self-adaptation or any failure calibration action. 1/2 power reduce protection
or low speed limit is recommended to avoid engine damage.
The engine water temperature sensor is a thermistor fixed in the engine cooling water channel.
Some engines use ECT sensors-installed in the cooling water channel near the engine thermostat.
Some engines use CHT sensors-cooling water channels installed in cylinder heads. If ECT sensor
is used, the CHT value is estimated. They are used for engine airflow calibration, ignition control
and activation of certain states. ECM provides a voltage divider circuit, so the sensor has a high
voltage when the water temperature is low and a low voltage when the water temperature is high.
This fault is activated when the engine is running and the sensor voltage is higher than 4.95V V..
In many cases, this fault is caused by the CHT/ECT sensor not being connected to the engine
harness, or the signal line of CHT/ECT sensor in the harness is open or short to the power supply.
When this fault occurs, ECM will use the default value of CHT/ECT.
DTC 121- TPS1 % Lower Than TPS2 %
DBW+
+ 80
Motor H-Brdge
- DBW-
82
TPS1 19 5V+
47
TPS1
TPS2 20
5Vrtn1
48
TPS2
ECM
19
5V+
Electronic Throttle Body

电子节气门
Malfunction-related parts -1&2 throttle sensor (electronic throttle only)
Fault detection condition-ignition switch is on, engine is starting or running.
Fault trigger condition -TPS1 voltage is lower than TPS2 (by %20 or more)
(TPS1% - TPS2%) < -20.0
Failure protection: Clear alarm sound or light the 2 alarm lamp, and the engine stops.
Non-emission related fault
The throttle valve controls the intake air flow of the engine, thus directly controlling the power
output of the engine. When the electronic throttle is used, the engine can use the electronic throttle
for idling and maximum idle speed regulation according to the engine working conditions.
Throttle position sensor generally has two forms: 1) Variable resistor+voltage divider circuit; 2)
Non-contact Hall effect sensor, which is built in the throttle valve and used to determine the
position of the throttle butterfly valve. The output signal of the sensor has a linear relationship
with the angle of the butterfly valve. The throttle position signal is used to determine the position
of the throttle butterfly valve. In the mechanical throttle, this sensor is generally used to assist the
idle air control motor in idle speed control, while the electronic throttle generally uses multiple
position feedback sensors (usually two-way error correction potentiometer or Hall sensor) for
speed control to increase safety and redundancy check.
If TPS1 is 20% (or more) lower than TPS2, the fault will be activated. At this time, the throttle
valve is considered to be out of normal working state, or the signal circuit of TPS is defective.
After the fault is activated, an alarm sound will be sounded, the MIL will light up and the engine
will stop, or the higher of the two feedback signals will limit the throttle opening, limit the engine
speed or reduce the engine power.

DTC 122- TPS1 Signal Voltage Low
DBW+
+ 80
Motor H-Brdge
- DBW-
82
TPS1 5V+
19
TPS1
47
TPS2 5Vrtn1
20
48
TPS2
ECM
5V+
19

电子节气门
Fault-related parts-throttle position sensor 1
Fault check condition-starting or running
Fault trigger condition-sensor voltage is lower than 0.2V
TPS1 voltage < 0.200 volts
Failure protection: During the fault activation, the obstacle indicator lights up, sounds alarm or
lights up the 2 alarm lamp, and the engine stops.
with the angle of the butterfly valve. Throttle input signal is used to determine the position of
throttle butterfly valve. In the mechanical throttle, this sensor is generally used to assist the idle air
control motor to control the idle speed, while the electronic throttle generally uses multiple
position feedback sensors (usually two-way error correction potentiometer or Hall sensor) to
control the speed, so as to increase the safety and redundancy check.
When the engine starts or runs, as long as the voltage of TPS1 is lower than 0.2V, the fault will be
activated. In most cases, the fault is caused by the TPS sensor not being connected to the harness,
the TPS signal line in the harness being open or shorted to the ground, or the sensor failure. This
fault will cause the engine to stop, and the engine will not start or run when the fault is activated.
DTC 123- TPS1 Signal Voltage High
DBW+
+ 80
Motor H-Brdge
- DBW-
82
TPS1 5V+
19
47
TPS1
TPS2 5Vrtn1
20
TPS2
48
ECM
19
5V+

电子节气门
Fault-related parts-throttle position sensor 1
Check condition-ignition switch is on, engine is starting or running.
Fault trigger condition -TPS sensor is higher than 4.8V
TPS1 voltage > 4.800 volts
Failure protection: When the fault is activated, the MILs up, sounds alarm or lights up the 2 MIL,
and the engine stops.
control motor in idle speed control, while the electronic throttle generally uses multiple position
feedback sensors (usually two-way error correction potentiometer or Hall sensor) for speed control
to increase safety and redundancy check.
The fault will be activated when the voltage of TPS1 is higher than 4.8V during engine starting or
running. In most cases, this failure is caused by: TPS signal line in harness is shorted to power
supply or sensor fails. This fault should be set to trigger the engine stop, and the engine cannot be
started during this fault activation.
DTC 127- IAT Higher Than Expected Stage 2
IAT
A 37
Vs=+5VDC
B 5V rtn1
ECM
Malfunction-related parts: Intake air temperature sensor
Trigger cause-the temperature of the engine is higher than the set 2 limit of the fault calibration.
Fault trigger condition:
IAT > 155 deg F

and RPM > 1200 rpm
Fail-safe-turn on the MIL, sound an alarm or activate the 2 MIL, enter the 2 power limit of the
engine, shut down ALly, and other related settings. It is recommended that the second-class power
reduce protection and forced idling be used to reduce the engine damage caused by knocking.
high.
This fault is activated when the intake air temperature is higher than the temperature of the 2
calibration limits and the engine speed is higher than the defined value in the fault calibration.
Generally, the engine will be adjusted to power 2 to avoid possible damage to the engine,
especially for those engines without knock sensors, knocking may seriously damage the engine.
When this fault occurs, the maximum throttle opening is limited and an effective alarm signal is
set.
DTC 127-IAT higher than expected stage 2 IAT is higher than set value 2
Diagnostic Aids
Trouble diagnosis help
This fault occurs when the intake air temperature is higher than the normal value, and the common
cause of this fault is the problem of the intake pipe. Ensure that the air inlet pipeline takes air from
the outside or the air inlet is cold air, and the air inlet pipeline is not close to the exhaust pipe at
any point.
Check whether the air intake system is cracked or damaged, which leads to excess cabin air
entering the engine.
If there is no other problem, replace a good IAT sensor and retest.
DTC 129- BP Low Pressure
Malfunction-related parts: Barometric pressure sensor

Check condition-the key switch is turned on, the engine is stopped or the engine is in low speed
and heavy load condition.
Fault activation condition-atmospheric pressure is less than the fault calibration set point.
BP pressure < 8.30 psia
Failure protection: During the fault activation, the MILs up and stays on for 2 seconds or gives an
alarm sound, lights up the 2 MIL, and turns off the adaptation.
Under the calibrated engine low speed/high load condition, the atmospheric pressure is estimated
by MAP sensor, which is used to calculate the fuel and air flow values and correct the target air-
fuel ratio value according to the altitude.
Set this fault when the BP value is lower than the set value of fault calibration.
DTC 134- EGO Open/Lazy (HO2S1)
UEGOC
H 9
UEGOP
G 10
UEGOS
F 8
- UEGOR
D 11
+
Sensor Sensor Ground
C 20
UEGOH
B 75
Heater
A
ECM
To System Power Relay
Malfunction-related parts: Heating type or wide-range oxygen sensor

Fault activation condition-oxygen sensor has been in cold state for more than the calibration value.
EGO cold persistently > 30.0 seconds
Fail-safe strategy-turn on the MIL and sound warning or 2 warning lamp, and turn off the AL and
closed-loop correction between fault activations.
HEGO/HO2S is an on-off oxygen sensor installed in the exhaust pipe, which can measure the
concentration of oxygen in the exhaust to determine whether the amount of fuel entering the
engine is correct. Because the analog signal output by UEGO (Wide-range) sensor has a linear
relationship with the air-fuel ratio, UEGO (Wide-range oxygen sensor) can measure the exhaust
components in a relatively wide range. When any sensor is used, when the expected fuel quantity
deviates from the fuel quantity actually measured by UEGO oxygen sensor, the closed-loop
correction quantity and AL correction quantity are used to adjust the fuel quantity. These
corrections can only be updated when the system is in "CL Active" or "CL+Adapt".
This fault is activated when the sensing element of the sensor is in a cold state, does not respond
or exceeds the number of seconds defined in the fault calibration. Two criteria for confirming that
the sensor is cold, unresponsive or inoperative:
The measured value of the sensing element (zirconia) can determine the temperature of the sensor
The sensor feedback signal has not changed.
Closed-loop correction is invalid when the fault is activated, but AL correction is effective.
DTC 134- EGO Open/Lazy (HO2S1)
DTC 217- ECT Higher Than Expected 2
Malfunction-related parts: Engine water temperature sensor

Fault activation condition-the reading or estimated value of the temperature sensor of the engine
cooling night is greater than 235deg.F and the engine speed is greater than 600rpm.
Calibration of fault activation conditions
ECT > 235 deg F

and RPM > 600 rpm
Fail-safe-give an alarm sound or light up the 2 MIL, and the adaptation is invalid during the fault
activation. 2 power reduce protection, forced idling or engine shutdown protection are
recommended to avoid engine damage.
The fault has nothing to do with emissions,
a voltage divider circuit inside ECM, so the sensor has a high voltage when the water temperature
is low, and a low voltage when the water temperature is high.
The fault will help protect the engine in case of excessive temperature. The fault will be set
when the engine speed exceeds 600RPM and the cooling water temperature exceeds 235F
(Fahrenheit) for 45 seconds. The engine will stop.
DTC 217- ECT Higher Than Expected 2

Diagnostic help
If the "ECT High Voltage" fault occurs at the same time, it may cause "ECT Higher Than
Expected 2.", please follow the "ECT High Voltage" troubleshooting procedure.
If the cooling and heat dissipation system is an air-water radiator and a fan system
Check whether the antifreeze in the cooling system is enough and whether the radiator leaks.
Ensure that there is no residual air in the air cooling pipeline.
Check the cooling system (radiator and pipeline) for cracks carefully, and ensure that all joints are
free of leakage.
Check whether the fan is working properly.
Check whether the thermostat is normally opened.
If the cooling and heat dissipation system is a water-water radiator
Check whether the radiator antifreeze is enough and whether the radiator leaks.
Ensure that there is no residual air in the air cooling pipeline.
Check the cooling system (radiator and pipeline) for cracks carefully, and ensure that all joints are
free of leakage.
Check whether the hard water supply system is blocked or restricted by debris, and whether all
pipelines are connected reliably.
Check whether the thermostat is normally opened.
Check whether the hard water pump/impeller rotates flexibly.
DTC 219- RPM Higher Than Max Allowed Governed Speed
DBW+
+ 80
Motor H-Bridge
- DBW-
82
TPS1 19 5V+
47
TPS1
TPS2 20
5Vrtn1
TPS2
48
ECM
5V+
19

电子节气门
Exceeding the maximum governing speed of the engine

Fault trigger condition-the engine speed exceeds 270rpm for 2 seconds.
rpm > 2700 rpm 2.000
Failure protection: Give an alarm sound or light up the 2 MIL, reduce the throttle opening to limit
the speed, and it is recommended to keep closed loop and AL correction during fault activation.
When the engine speed exceeds 3100rpm and lasts for more than 2 seconds, the fault will be
activated. This speed is higher than the highest idle speed set by the calibrator, and this function
can avoid engine damage.
The throttle opening will be depressed so that the engine speed does not exceed the speed set by
the fault calibration.
DTC 219- RPM Higher Than Max Allowed Governed Speed
The engine speed is higher than the maximum allowable speed regulating speed.
Note: If other fault codes exist at the same time, please diagnose these faults first.
Diagnostic help
Ensure that the set maximum idle speed does not exceed 3100rpm.
Check the mechanical operation of throttle valve.
Check whether there is a large amount of air leakage downstream of the engine throttle.
DTC 221- TPS1 % Higher Than TPS2 %
DBW+
+ 80
Motor H-Bridge
- DBW-
82
TPS1 5V+
19
TPS1
47
TPS2 20
5Vrtn1
48
TPS2
ECM
19
5V+

电子节气门
Malfunction-related parts: Throttle position sensor 1&2 (electronic throttle only)

Check condition-the ignition switch is in the ON position, and the engine is starting or running.
Malfunction activation condition--TPS1 is greater than TPS2 (greater than 20% or more)
(TPS1% - TPS2%) > 20.0 % 1.000
position feedback sensors (usually double potentiometers or Hall sensors) for speed control to
increase safety and redundancy check.
If the position of TPS1 is 20% higher than that of TPS2, this fault will be activated. In this case,
the throttle valve is considered to exceed the normal working state, or there is a problem with TPS
signal line. After the fault is activated, an alarm sound will be sounded, the MIL will light up and
the engine will stop, or the higher of the two feedback signals will limit the throttle opening, limit
the engine speed or reduce the engine power.
DTC 222- TPS2 Signal Voltage Low
DTC 222- TPS2 signal voltage is low
DBW+
+ 80
Motor H-Bridge
- DBW-
82
TPS1 19 5V+
TPS1
47
TPS2 5Vrtn1
20
TPS2
48
ECM
19
5V+

电子节气门
Malfunction-related parts: Throttle position sensor 2 (electronic throttle only)

Check the fault condition-the ignition switch is set to "ON" position, and the engine is starting or
running.
Fault trigger condition: TPS sensor voltage is lower than 0.2V
TPS2 voltage < 0.200 volts 0.500

position feedback sensors (usually double potentiometers or Hall sensors) for speed control to
increase safety and redundancy check.
When the engine starts or runs, if the voltage signal of TPS2 is lower than 0.2V in any running
state, this fault will be set. In most cases, the reason for this fault is that TPS sensor is not
connected to the harness, TPS signal line in the harness is open or short to ground. This fault will
cause the engine to stop, and the engine will not start or run when the fault is activated.
DTC 223- TPS2 Signal Voltage High
DBW+
+ 80
Motor H-Bridge
- DBW-
82
TPS1 19 5V+
47
TPS1
TPS2 20
5Vrtn1
48
TPS2
ECM
19
5V+

电子节气门
Malfunction-related parts: Throttle position sensor 2 (electronic throttle only)
Fault check conditions: Set the ignition switch to "ON" position, and the engine is starting or
running.
Fault trigger condition: The voltage of TPS2 sensor exceeds 4.8V
TPS2 voltage > 4.800 volts

Failure protection: When the fault is activated, the MIL flashes, sounds alarm or lights up the 2
MIL, and the engine stops.
control motor in idle speed control, while the electronic throttle generally uses multiple position
feedback sensors (usually double potentiometers or Hall sensors) for speed control to increase
safety and redundancy check.
When the engine is started or running, the fault will be activated as long as the voltage of TPS2 is
higher than 4.8V. In most cases, this failure is caused by: TPS signal line in harness is shorted to
power supply or sensor fails. This fault should be set to trigger the engine stop, and the engine
cannot be started during this fault activation.
DTC 236- TIP Active
19
5Vext1
46
TIP Signal
20
5Vrtn1
TIP Sensor ECM
Malfunction-related parts: Throttle front pressure sensor (boost pressure sensor after intercooling)
Fault trigger condition: The feedback voltage of TIP is lower than the set value in diagnostic
calibration.
TIP < 16.00 psia 2.000

and MAP > 22.00 psia
Failure protection: Light up the MIL, send out an audible alarm signal or light up the 2 MIL.
The front throttle pressure sensor is a kind of pressure-voltage converter, which is installed in the
air intake pipe between turbocharger or turbocharger and throttle valve. It is used to measure the
pressurized air pressure before the throttle valve. The pressure and other sensor signals together
determine the airflow rate of the throttle valve and are used for boost pressure control.
If the front throttle pressure sensor is installed on the intake pipe, the fault diagnosis function
will monitor whether the sensor works normally or not. If the MAP is increasing, but the TIP does
not change correspondingly, when the TIP is lower than X pisa, but the MAP is larger than Y pisa
defined in fault diagnosis, this fault will be excited. The recommended effectiveness protection
strategy includes alerting users.
DTC 236- TIP Active
DTC 237- TIP Low Voltage

19
5Vext1
46
TIP Signal
20
5Vrtn1
TIP Sensor ECM
Malfunction-related parts: Front throttle pressure sensor (boost pressure sensor)
Fault trigger condition: The feedback voltage of TIP is lower than the set value in diagnostic
calibration.
TIP voltage < 0.200 volts 1.000
When the feedback voltage value of the TIP sensor is less than the voltage value set in the fault
diagnosis calibration for normal operation of the sensor, the fault is activated. The limit is
generally set to 0.1V. In many cases, this fault is caused by the TIP sensor not connected to the
harness, the open circuit of the TIP signal line on the harness or short circuit to ground, no sensor
reference voltage, and sensor damage. The recommended fail-safe strategy includes sending alarm
signals to users.
DTC 238- TIP High Voltage
19
5Vext1
46
TIP Signal
20
5Vrtn1
TIP Sensor ECM
Malfunction-related parts: Throttle front pressure sensor
Fault trigger condition: When MAP is lower than 20psia, the feedback voltage of TIP is higher
than the set value in fault diagnosis calibration.

TIP voltage > 4.800 volts 1.000
and MAP < 20.0 psia
When MAP is lower than x pisa, the feedback signal voltage of TIP sensor is higher than the
value set in fault calibration, and the fault is triggered. TIP can't be lower than MAP under any
circumstances. The limit value is usually set to 4.8V. In most cases, the fault is caused by the short
circuit between TIP's circuit and power supply or sensor failure. Recommended failure protection
measures include warning to users.

DTC 238- TIP High Voltage
DTC 336-Crank Input Signal Noise
19 19
5VEXT 5VEXT
Cranlshift 25
Crank sensor CRANK+
CRANK+
26 28
CRANK- CRANK-
20 20
5VRTN 5VRTN
ECM ECM
CRANK+ 27 CRANK+
25
CAMhift
Cranlshift 28
26 CRANK-
CRANK-
ECM ECM
Malfunction-related parts: Crankshaft position sensor
Fault check conditions: Ignition switch ON, engine running.
Fault trigger condition: Within the time of fault calibration, the number of resynchronization of
engine crankshaft signals due to electronic interference or irregular crankshaft signals exceeds the
calibrated number.
Number of invalid crank re-syncs 1 re-syncs
within a time window of <= 800 ms
Fault-safe strategy: Turn on the MIL, give an audible alarm or turn on the 2 alarm lamp, and turn
off the fuel AL correction in the remaining working cycle after the fault is triggered.
crankshaft position is necessary for the system to accurately control the correct ignition timing,
fuel injection and throttle control.
When the engine is running, ECM must get a valid crankshaft position signal. If no signal appears,
the signal amplitude is too large (due to too large gap between sensor and signal wheel) or
irregular crankshaft signal causes ECM to resynchronize once in 800ms or longer, the fault will be
activated. Irregular crankshaft signals are usually caused by electronic interference, poor
machining quality of signal wheel, eccentricity of signal wheel or gear impact.
When using the variable reluctance sensor, the conductor must be twisted pair.
DTC 336-Crank Input Signal NoiseInterference in crankshaft input signal
DTC 337-Loss of Crankshaft Input Signal

DTC 337 Loss of crankshaft input signal
19 19
5VEXT 5VEXT
Cranlshift 25
Crank sensor CRANK+
CRANK+
26 28
CRANK- CRANK-
20 20
5VRTN 5VRTN
ECM ECM
CRANK+ 27 CRANK+
25
CAMhift
Cranlshift 28
26 CRANK-
CRANK-
ECM ECM
Malfunction-related parts: Crankshaft position sensor
Fault detection conditions: The ignition switch is turned ON and the engine is running.
Fault trigger condition: Within the calibrated number of continuous and effective camshaft pulses,
the failure was triggered by the loss of crankshaft signal.
Cam pulses without crank activity > 6 cam pulses 1.000
Fault-safe strategy: Light up the MIL, sound an alarm or light up the 2 MIL.
Emission-related faults
crankshaft position is necessary for the system to accurately control the correct ignition timing,
fuel injection and throttle control.
When the engine is running, ECM must monitor a valid crankshaft position signal. If ECM does
not monitor the signal within 6 consecutive camshaft signal pulses, the fault will be activated.
Because there is no crankshaft speed signal input, ECM can't control the ignition timing, resulting
in engine shutdown.
DTC 337 Loss of crankshaft input signal
Diagnostic help:
Check whether the crankshaft position sensor has good contact with the harness.
Check whether the crankshaft position sensor is reliably installed on the engine.
Check the crankshaft position sensor line for open circuit.
DTC 341-Camshaft Input Signal Noise

DTC 341 camshaft input signal interference
19 19
5VEXT 5VEXT
Cranlshift 25
Crank sensor CRANK+
CRANK+
26 28
CRANK- CRANK-
20 20
5VRTN 5VRTN
ECM ECM
CRANK+ 27 CRANK+
25
CAMhift
Cranlshift 28
26 CRANK-
CRANK-
ECM ECM
Malfunction-related parts: Camshaft position sensor
Fault check conditions: The ignition switch is turned ON and the engine is running.
Fault activation conditions: Within the time of fault calibration, the number of resynchronization
of engine crankshaft signals due to electronic interference or irregular camshaft signals exceeds
the calibrated number.
Calibration of fault activation conditions:
Number of invalid cam re-syncs 1 re-syncs

within a time window of <= 700 ms
Failure protection: Turn on the MIL, give an audible alarm or turn on the 2 alarm lamp, and turn
off the AL correction in the remaining working cycle after the fault is triggered.

type), which is installed on the engine block or timing sprocket, close to the signal wheel installed
on the camshaft. The signal wheel and sensor assembly is used to determine the camshaft position
(refer to the top dead center of the first cylinder compression) and the engine speed. ECM must
determine the camshaft position to correctly identify the stroke (cycle) of the engine to accurately
control fuel injection and ignition.
For an engine with synchronous cam position, ECM must get the camshaft position signal when
the engine is running. If there is no signal, the signal amplitude is too large (because the gap
between the sensor and the signal wheel is too large), or the irregular signal causes the ECM to
resynchronize more times than the calibrated times in the calibrated or longer time, the fault is
activated. The irregular signals monitored by ECM are usually caused by electronic interference,
signal wheel machining problems, signal wheel eccentricity or gear impact. If the engine uses
distributor ignition system, the engine will continue to run. If the engine uses a single-cylinder
independent ignition coil (the ignition coil is directly inserted into the spark plug), this fault will
cause the engine to backfire or stall.
If the engine uses a variable reluctance or magnetoelectric sensor, the sensor wires must be
properly twisted.
DTC 341 camshaft input signal interference

DTC 342-Loss of Camshaft Input Signal
Code 342 Loss of camshaft input signal
19 19
5VEXT 5VEXT
Cranlshift 25
Crank sensor CRANK+
CRANK+
26 28
CRANK- CRANK-
20 20
5VRTN 5VRTN
ECM ECM
CRANK+ 27 CRANK+
25
CAMhift
Cranlshift 28
26 CRANK-
CRANK-
ECM ECM
Malfunction-related parts: Camshaft position sensor

Fault detection conditions: The ignition switch is turned ON and the engine is running.
Fault trigger condition: Engine speed > calibrated Yrpm, within the calibrated number of
continuous and effective crankshaft pulses, the loss of camshaft signal triggered the fault.
No cam pulse in 2.5 cycles 1.000

and RPM > 1000 rpm
Fault-safe strategy: Light up the MIL, sound an alarm or light up the 2 MIL. The fuel AL
correction in the remaining duty cycle after the fault is activated is invalid.
type), which is installed on the engine block or timing sprocket, close to the signal wheel installed
on the camshaft. The signal wheel and sensor assembly is used to determine the camshaft position
(refer to the top dead center of the first cylinder compression) and the engine speed. ECM must
determine the camshaft position to correctly identify the stroke (cycle) of the engine to accurately
control fuel injection and ignition.
For an engine with synchronous cam position, ECM must get the camshaft position signal when
the engine is running. If there is a crankshaft signal input, and when the engine speed exceeds y
rpm, the ECM cannot detect the camshaft signal within X working cycles, then the fault is
activated. If the engine uses distributor ignition system, the engine will continue to run. If the
engine uses a single-cylinder independent ignition coil (the ignition coil is directly inserted into
the spark plug), this fault will cause the engine to backfire or stall.
Code 342 Loss of camshaft input signal
Diagnostic help:
Check whether the camshaft position sensor has good contact with the harness.
Check whether the camshaft position sensor is reliably installed on the engine.
Check the camshaft position sensor line for open circuit.
DTC 562- Battery Voltage (V Bat) Low
DTC 562 Low power supply voltage
69
V- 81
60
79
V+
ECM
Battery
ECM system voltage
Fault detection conditions: Ignition switch ON, engine running.
Fault trigger condition: When the engine running speed is greater than the fault calibrated speed,
the power supply voltage is lower than 18v.
The fault trigger condition of calibration: The following conditions last for 5s
Voltage < 18.00 volts
and RPM > 1000 rpm
Fault-safe strategy: After the fault is activated, the MIL will sound an alarm or light up the 2 alarm
lamp, with regard to fuel AL correction.
Normal battery voltage can provide enough energy to make ECM drive nozzle, ignition coil,
throttle valve, power supply and other electric drives correctly.
When the alternator is charging, if ECM detects that this voltage is lower than 18V for 5 seconds
or more, this fault will occur. The AL function is invalid because ECM can't open the nozzle
correctly and on time.
DTC 562- Battery Voltage (V Bat) Low

Fault 562- Low power supply voltage
DTC 563- Battery Voltage (V Bat) High
DTC 563 High battery voltage
69
V- 81
60
79
V+
ECM
Battery
ECM system voltage
Fault check conditions: Ignition switch ON, engine running or starting
Fault trigger condition: The battery voltage supplied to ECM exceeds 33 volts for 3 seconds.
Voltage > 33.00 volts
Fault-safe strategy: After the fault is activated, the MIL will sound an alarm or light up the 2 alarm
lamp, with regard to fuel AL correction.
Normal battery voltage can provide enough energy to make ECM drive nozzle, ignition coil,
throttle valve, power supply and other electric drives correctly.
When the engine is started or running, if the battery voltage measured by ECM exceeds 33 volts
for 3 seconds, this fault will occur. When the fault is activated, the AL learning function will be
invalid.
DTC 563- Battery Voltage (VBat) High
DTC 563 High battery voltage
DTC 615- Start Relay Coil Open
DTC 615 Start relay coil open circuit
86
+24 VDC
85 Starter
72
87a
Starter Lockout
87 30
Starter may be configured
Relay +24 VDC in calibration to:
Starter
PWM1/2/3/4
EGOH1/2/3/4
ECM
Malfunction-related parts: Starting relay
Fault activation conditions: Open circuit of starting relay coil output circuit
Failure protection: Turn on the MIL, sound alarm or turn on the 2 alarm lamp.
ECM has an analog low-level drive end, which can control the turning on of the alarm device or
the grounding of the electromagnetic relay coil to control the power supply of the engine actuator.
If the ECM monitors the open circuit of the output circuit of the starting relay, the fault will be
activated. After the fault is activated, the starting motor can't start because it can't receive the
control power.
DTC 616- Start Relay Ground Short
DTC 616 Start relay short circuit to ground
86
+24 VDC
85 Starter
72
87a
Starter Lockout
87 30
Starter
PWM1/2/3/4
EGOH1/2/3/4
ECM
Fault activation conditions: The output circuit of the starting relay coil is shorted to ground.
If the ECM detects that the output circuit of the starting relay is short to ground, the fault will be
activated. After the fault is activated, the relay will continue to supply power at high level, and the
starting motor will continue to start until the high level power supply is removed.
DTC 617- Start Relay Coil Short-To-Power
DTC 617 Start relay coil short circuit to power supply
86
+24 VDC
85 Starter
72
87a
Starter Lockout
87 30
Starter
PWM1/2/3/4
EGOH1/2/3/4
ECM
Fault activation conditions: The output circuit of the starting relay coil is shorted to the power
supply.
If the ECM detects that the output circuit of the starting relay is shorted to the power supply, the
fault will be activated. After the fault is activated, the starting motor can't start because it can't
receive the control power.

DTC 642- Sensor Supply Voltage 1 Low (5Vext1)
DTC 642 provides the 5 volt reference voltage 1 low to the sensor.
LT GRN/R 19 +5V
ECM
Output the reference voltage of 5V

Fault detection condition Start and run the engine with the battery voltage higher than 18V.
Fault activation condition The 5V reference voltage of output is less than 4.6V
5VE1 < 4.60 volts

MIL During the fault and within 2 seconds after the fault is eliminated.
Self-adaption; AL prohibition during fault
Closed loop correction; Effective
The output voltage of 5V is used to power the sensor and some system components. The accuracy
of 5V voltage output is very important, which affects the accuracy of the sensor, so 5V voltage
output is controlled by ECM. Monitor the 5V voltage of ECM to determine whether it is
overloaded, short-circuited or otherwise abnormal.
The fault is activated when the voltage is lower than 4.6V.
DTC 642- Sensor Supply Voltage 1 Low (5Vext1)

DTC 642 provides the 5 volt reference voltage 1 low to the sensor.
The ignition switch is ON

The engine operates in a failure
mode.
The wire connecting the 19 # pin on ECM is

Diagnostic Y partially or completely shorted to the ground.
tool displays Or there is something wrong with the sensor.
642 fault Or ECM has a problem.
code.
Occasional failure
DTC 643- Sensor Supply Voltage 1 High (5Vext1)
The 5V reference voltage 1 output by DTC 643 is higher than the predetermined value.
LT GRN/R 19 +5V
ECM
Output the reference voltage of 5V

Fault check condition When starting, the battery voltage is 18V higher or the engine is running.
Fault trigger condition The 5V reference voltage output is higher than 5.4V1 for 1 second.
5VE1 > 5.40 volts
MIL During the fault and within 2 seconds after the fault is eliminated.
Self-adaption; AL prohibition during fault
Closed loop correction; Effective
The output voltage of 5V is used to power the sensor and some system components. The accuracy
of 5V voltage output is very important, which affects the accuracy of the sensor, so 5V voltage
output is controlled by ECM. Monitor the 5V voltage of ECM to determine whether it is
overloaded, short-circuited or otherwise abnormal.
The fault is activated when the voltage is higher than 5.4V.
DTC 643- Sensor Supply Voltage 1 High (5Vext1)

The 5V reference voltage 1 output by DTC 643 is higher than the predetermined value.
The ignition switch is on,
and the engine works in
failure mode.
The wire connecting the 19 # pin on ECM

Y is shorted to+battery.
Diagnostic Or ECM grounding is not good.
tool displays Or ECM has a problem.
643 fault
code?
Occasional failure
DTC 650- MIL Open

DTC 650 MIL open circuit
+24 VDC
+
-
MIL
74
ECM
MIL
Check conditions: The ignition switch ON, and the engine stops or runs.
Fault trigger condition: ECM MIL output circuit is open
Failure protection: Trigger buzzer/2 alarm device
Failure is not related to emissions.
When the fault is activated, ECM sends a low-level switch output signal to the MIL, which is used
to display a related fault sent by ECM.

If the ECM detects that the fault output circuit is not loaded, the fault will be activated.
DTC 685- Power Relay Coil Open
DTC 685- Main power relay coil open circuit
86
+24 VDC
85 Relay
73
87a
Relay power supply (+)
87 30
Relay +24 VDC
ECM
Power delay
Diagnostic condition-engine stop, ignition switch ON
Fault trigger-open circuit at output of power relay
Fail-safe-turn on the MIL, sound an alarm or turn on the 2 MIL.
The auxiliary low-level drive end of ECM can control the alarm device or electromagnetic relay to
control the power supply to the engine electronic control system.
This fault is triggered when the open circuit of the power relay is detected. When there is this
fault, the injector and ignition coil will not work without power on.
DTC 1151- Closed Loop High (LPG)

DTC 1151 LPG closed loop correction is high.
UEGOC
H 9
UEGOP
G 10
UEGOS
F 8
- UEGOR
D 11
+
C 20
UEGOH
B 75
Heater
A
ECM
Connect to Relay power

supply
Heated or universal exhaust oxygen sensor (1# sensor in front of catalyst)
Fault detection conditions: Engine running
Fault trigger condition: Closed-loop incremental overflow (35% of calibration limit)
Fail-safe strategy: The fault light is on, or an alarm sounds, and the AL and closed-loop
correction is closed in the remaining working cycle after the fault is activated.
Heated oxygen sensor is a switch-type sensor, whose voltage signal near the theoretical air-fuel
ratio shows low-level and high-level signals similar to the switch signal, respectively. ECM uses
this sensor to detect the concentration of oxygen in exhaust gas to determine whether the fuel flow
into the engine is correct. Wide-range oxygen sensor can measure the oxygen concentration in
exhaust gas in a wide range, and its output signal is linearly proportional to lambda/ air-fuel ratio.
When any one of these sensors is used, if the actual air-fuel ratio differs greatly from the expected
air-fuel ratio, the fuel quantity can be accurately adjusted by the closed-loop correction
accumulator and the AL accumulator. When the system is in the state of CL Active or CL+Adap,
the accumulator value will be updated continuously. The purpose of fuel closed-loop correction is:
Before the fuel AL correction takes effect, it corrects the change of fuel flow caused by fuel
composition, engine wear, differences between engines and aging of parts.
If the closed-loop correction exceeds the limit of normal operation, this fault will occur, which
indicates: At this time, the engine is working in lean burn state, which requires more fuel than that
after correction. Frequently occurring high correction values are generally caused by one or more
of the following reasons: 1) There is exhaust gas leakage upstream or near the sensor, 2) The
supply pressure of the fuel control system decreases, 3) There is leakage in the fuel pipeline or
intake pipe, 4) There is no response from the oxygen sensor, and 5) There is a problem with the
fuel control actuator (actuator/control valve/mixer). In case of this fault, it should be set to turn off
the adaptation in the remaining cycle to avoid generating the wrong AL pulse spectrum, and the
closed loop correction should be turned off.
Diagnostic help:
Note: If other fault codes occur at the same time, please diagnose other faults first.
Oxygen sensor harness: The sensor may not be in contact with the exhaust gas. Check whether the
harness and the harness on the sensor are short-circuited to the ground.
Vacuum leakage: A large number of vacuum leaks (air leaks to the intake pipe) and crankcase
leaks can make the exhaust gas enter a lean state under small load.
Pressure of fuel: Too low fuel pressure will cause the system to lean. Check whether the pressure
of the natural gas tank is too low to ensure that the natural gas control actuator/pressure regulator
works under normal conditions.
Exhaust gas leakage: If there is an exhaust leak, the outside air will be sucked into the exhaust
pipe and flow through the oxygen sensor, resulting in a false lean exhaust state, especially in the
light load state.
Fuel quality: When the gas composition changes greatly, the system will be too lean, especially
when there is too much inert gas in the fuel.
Grounding problem: And the ECM and engine ground must be the negative electrode of the
battery, and the resistance of the connecting line is very small to ensure sufficient current flow
capacity. Poor grounding will lead to many unknown problems.
If other tests are normal, a good oxygen sensor can be used to replace the original sensor for
testing.
DTC 1152- Closed Loop Low (LPG)
DTC 1152 LPG closed loop correction is low.
UEGOC
H 9
UEGOP
G 10
UEGOS
F 8
- UEGOR
D 11
+
C 20
UEGOH
B 75
Heater
A
ECM
Connect to Relay power supply
Heated oxygen sensor

Fault trigger condition: Closed-loop incremental overflow (limit-35%)
MIL: The fault light is on, and the AL and closed-loop correction is turned off in the remaining
working cycle after the fault is activated.
If the closed-loop correction is lower than the limit of normal operation, this fault will occur. At
this time, the engine is working in a relatively rich state, that is, too much fuel is actually supplied.
Frequently occurring low correction values are generally caused by one or more of the following
problems: 1) The fuel pressure to the fuel controller is high , or the pressure regulator is damaged.
2) Oxygen sensor has no output. In case of this fault, it should be set to turn off the adaptation in
the remaining cycle to avoid generating the wrong AL pulse spectrum, and the closed loop
correction should be turned off.
Diagnostic help:
Note: If there are other faults, deal with others first.
Oxygen sensor harness: The sensor may have poor contact with exhaust gas. Check harness,
sensor and harness on sensor for short circuit to ground.
Pressure of fuel: If the fuel pressure is too high, the system will become too rich. Check whether
the pressure of the natural gas tank is too low to ensure that the natural gas control
actuator/pressure regulator works under normal conditions.
Grounding problem: ECM and engine ground must be the negative electrode of the battery, and
the resistance of the connecting line is very small to ensure sufficient current flow capacity. Poor
grounding will lead to many unknown problems.
testing.
DTC 1153- Closed Loop High (Natural Gas)

DTC 1153 NG closed loop correction is high.
UEGOC
H 9
UEGOP
G 10
UEGOS
F 8
- UEGOR
D 11
+
C 20
UEGOH
B 75
Heater
A
ECM

Fault trigger condition: Closed-loop incremental overflow (limit 35%)
MIL: The fault light is on, AL and closed-loop correction is closed in the cycle with fault,
If the closed-loop correction exceeds the limit of normal operation, this fault will occur. At this
time, the engine needs more fuel than that after correction to work in lean burn state. Frequently
occurring high correction values are generally caused by one or more of the following problems:
1) Exhaust gas leaks upstream or near the sensor, 2) fuel pressure drops, 3) fuel pipeline or intake
pipe leaks, 4) oxygen sensor has no output, and 5) fuel control actuator problems. When there is a
fault, the AL loop after closing should be set to avoid unnecessary AL learning, and the closed
loop correction should be closed.
Diagnostic help:
Oxygen sensor harness: The sensor may not be properly connected to contact the exhaust. Check
harness, sensor and harness on sensor for short circuit to ground.
light load state.
Grounding problem: And the ECM and the engine ground must be the negative electrode of the
battery, and the resistance of the connecting line is very small to achieve sufficient current flow
capacity. Poor grounding will lead to many unknown problems.
testing.
DTC 1154- Closed Loop Low (Natural Gas)

DTC 1154 NG closed loop correction is low.
UEGOC
H 9
UEGOP
G 10
UEGOS
F 8
- UEGOR
D 11
+
C 20
UEGOH
B 75
Heater
A
ECM

Fault trigger condition: Closed-loop incremental overflow (limit-35%)
If the closed-loop correction exceeds the limit of normal operation, this fault will occur. At this
time, the engine needs less fuel than that after correction when working in the state of rich gas.
Frequently occurring low correction values are generally caused by one or more of the following
problems: 1) The fuel pressure to the fuel controller is high , or the pressure regulator sensor is
broken. 2) Oxygen sensor has no output. When there is a fault, the AL loop after closing should be
set to avoid unnecessary AL learning, and the closed loop correction should be closed.
Diagnostic help: If there are other faults, deal with others first.
Pressure of fuel: If the fuel pressure is too high, the system will become too rich. Check whether
the pressure of the natural gas tank is too low to ensure that the natural gas control
actuator/pressure regulator works under normal conditions.
battery, and the resistance of the connecting line is very small to allow the correct current. Poor
testing.
DTC 1163-Adaptive Learn High (NG)

DTC 1163 NG AL high
UEGOC
H 9
UEGOP
G 10
UEGOS
F 8
- UEGOR
D 11
+
C 20
UEGOH
B 75
Heater
A
ECM

If the AL value is higher than the limit of normal operation, this fault will occur. At this time, the
engine needs more fuel to work in lean burn than that after correction. Frequently occurring high
correction values are generally caused by one or more of the following problems: 1) Exhaust gas
leaks upstream or near the sensor, 2) fuel pressure drops, 3) fuel pipeline or intake pipe leaks, 4)
oxygen sensor has no output, and 5) fuel control actuator problems. When there is a fault, the AL
loop after closing should be set to avoid unnecessary AL learning, and the closed loop correction
should be closed.
Diagnostic help:
light load state.
If other tests are normal, a good oxygen sensor can be used to replace the original sensor.
DTC 1164-Adaptive Learn Low (NG)

DTC 1164 NG AL low

If the AL value is lower than the limit of normal operation, this fault will occur. At this time, the
engine needs less fuel than the corrected value to work in a rich state. Frequently occurring low
correction values are generally caused by one or more of the following problems: 1) The pressure
of the fuel supplied to the fuel control actuator is high, and 2) the oxygen sensor has no output.
When there is a fault, the AL loop after closing should be set to avoid unnecessary AL learning,
and the closed loop correction should be closed.
Diagnostic help:
Pressure of fuel: If the fuel pressure is too high, the system will become too rich. Ensure the input
pressure of natural gas control actuator/pressure regulator.
testing.
DTC 1171- Megajector/EPR Delivery Pressure Higher Than Expected

DTC 1171- The outlet pressure of the electronic voltage regulator is higher than expected.
Malfunction-related parts: Electrically controlled voltage regulator
running.
Fault trigger condition: The actual outlet pressure of the electric pressure regulator is 2 inches
higher than the commanded value.
2、3#针脚是否接通
偶发性故障
No
用万用表分别测试EPR接插件上6#
The fault trigger condition of calibration:针脚是否与地良好接触
MJ actual-commanded pressure > 7#在继电器激活后是否有24V2.00 in H2O 6.000
MIL, and turns off the AL and 1 power limit protection.
The function of the electric voltage regulator is similar to that of a fuel injection pump. Its
No
main function is to control the outlet pressure of EPR valve according to 线束故障
EPRCAN通讯的所有接线是否 the pressure instruction
of ECM. The control target is the difference正确？
between the outlet pressure of修复线束
EPR and the pressure
of the feedback pipe connected to EPR (the pressure difference between fuel and air). EPR valve
communicates with ECM by CAN, and EPR valve receives digital signals from ECM. Then, the
microprocessor inside EPR valve converts ECM command into EPR high-speed solenoid valve
Yes
driving signal to drive the high-speed solenoid valve inside EPR valve, so that the difference
between the actual outlet pressure of EPR valve and the pressure of feedback pipe is consistent
测量EPR阀上1#、2#之间的电阻
with the commanded pressure difference, and the difference between the outlet pressure and the
feedback pressure is measured by a pressure difference sensor, which is fed back to EPR valve
microprocessor for closed-loop control of the outlet pressure.
Yes EPR阀执行机构损坏
The fault is triggered when the difference
电阻是否为120欧姆？between the actual outlet pressure of the electric
control voltage regulator and the pressure of the feedback pipe is 2 in H2O higher than the
No deterioration of fuel control accuracy may lead
commanded value. After the fault is triggered, the
EPR内部120欧姆终端电阻
to excessive fuel-air ratio of the engine and explosive vibration. It is recommended to turn off the
损坏
AL and start the 1 power limit protection.
DTC 1172- Megajector/EPR Delivery Pressure Lower Than Expected
DTC 1172- The outlet pressure of the electronic voltage regulator is lower than expected.
running.
Fault trigger condition: The actual outlet pressure of the electric pressure regulator is 2 inches
lower than the commanded value.

MJ actual-commanded pressure < -2.00 in H2O 3.000
发动机在怠速工况下运
行
* 钥匙开关置off档
* 断开EPR阀的线束接插件
* 钥匙开关置on档
* 用诊断软件中的外部电路电源测试
Yes
EPR阀出口压力是否比模块激活继电器
Failure protection: When the fault* 用万用表测量EPR阀的线束接插件
is activated, the MIL flashes, sounds alarm or lights up the 2
命令压力低2英寸水柱？
上的6、7#pin之间的电压
MIL, and turns off the AL and 1 power limit protection. A)断开线束ECM的连接
B)用万用表分别测量EPR接插
Emission-related faults 件与ECM接插件上对应的针
No Yes
脚是否连接正确和导通
The function of the electric voltage 电压是否大于18V?
regulator is similar to thatC)用万用表测量EPR接插件上
of a fuel injection pump. Its
2、3#针脚是否接通
偶发性故障
main function is to control the outlet pressure of EPR valve according to the pressure instruction
No the outlet pressure of EPR and the pressure

of ECM. The control target is the difference between
用万用表分别测试6#针脚是否与地
of the feedback pipe connected to EPR (the pressure
良好接触difference between fuel and air). EPR valve
7#在继电器激活后是否有24V
No
线束故障
EPR CAN通讯的所有接线是否
修复线束
正确？
Yes
测量EPR阀上1#、2#针脚之间的电
阻
When the difference between the actual outlet pressure of the electric control voltage regulator
Yes
电阻是否为120欧姆？检查气瓶压力是否低于3Mpa? EPR阀损坏
and the pressure of the feedback pipe is 2 in H2O lower than the commanded value, the fault is
No
triggered. After the fault is triggered, the deterioration of fuel control accuracy may cause the
EPR内部120欧姆终端电阻
损坏 Yes
engine fuel-air ratio to be too small, which may cause the engine to be abnormal or misfire after
气瓶压力过低，请加气
starting. It is recommended to turn off the adaptation and start the 1 power limit protection.
DTC 1173- MegaJector comm lost
DTC 1173- Lost communication with electronic voltage regulator

running.
Fault trigger condition: ECM did not receive the feedback pressure data packet of EPR valve
within 500 ms.

No MJ packets received within 500 ms
MIL, and turns off the AL and 1 power limit protection.
The function of the electric voltage regulator is similar to that of a fuel injection pump. Its main
function is to control the outlet pressure of EPR valve according to the pressure instruction of
ECM. The control target is the difference between the outlet pressure of EPR and the pressure of
the feedback pipe connected to EPR (the pressure difference between fuel and air). EPR valve
When ECM does not receive the feedback pressure data packet of EPR valve within 500ms, this
fault will be triggered. After the fault is triggered, the deterioration of fuel control accuracy may
lead to misfire and explosion due to too small fuel-air ratio of the engine. It is recommended to
turn off the AL and start the 1 power limit protection.

DTC 1644- MIL Control Ground Short
DTC 1644- MIL control ground short circuit
MIL
Check the fault condition-the key is turned ON and the engine is turned off.
Trigger condition--ECM MIL output is short to ground
Fail-safe measures-trigger buzzer/second warning device
Emission-independent fault
The output of ECM is used to driving the MIL lamp by means of low-level switch, indicating that
there is a fault related to emissions.
DTC 1645- MIL Control Short to Power

DTC 1645- MIL control short circuit to power supply
MIL
Check the fault condition-the key is turned ON and the engine is turned off.
Trigger condition--ECM MIL output is short to ground
Fail-safe measures-trigger buzzer/second warning device
ECM output is used to sending a preset related fault to the MIL by means of low-level switch.
DTC 2111: Unable to Reach Lower TPS
DTC 2111: Low TPS voltage cannot be reached.
PK/W DBW +
4 80
Motor
T/O DBW -
1 82
TPS1 P/LB TPS 1

6 47
BK/LG Sensor Ground

2 20
TPS2 LB/DB TPS 2

5 48
LG/R 5 VOLTS
3 19
ECM
Throttle position sensor
Check the fault condition-start or run.
Fault trigger condition-the throttle command is 20% lower than the actual throttle position for 200
milliseconds or more.
(target TPS - actual TPS) < -20.0 %
persistently longer than 200 ms
MIL-always on during fault activation.
AL-effective
Closed loop-active
Engine shutdown
The throttle valve based on the position of throttle disc valve uses a variable resistor to measure
the signal voltage, and there are two throttle position sensors inside it. S1 reads the low voltage
when the throttle is closed, while TPS1 reads the high voltage when the throttle is closed. The
percentages of TPS1 and TPS2 can be calculated from these voltage values. Although these
voltages are different, the calculated value of throttle position percentage will be very close to the
same value. TPS value is used by ECM to measure if the throttle valve is opened as commanded.
This fault will be activated if the throttle command is 20% lower than the actual throttle position.
During this fault activation period, the MIL will always be on and the engine will be shut down.
DTC 2111: Throttle Unable To Close

DTC 2111: Throttle valve cannot be closed
DTC 2112: higher TPS cannot be reached
PK/W DBW +
4 80
Motor
T/O DBW -
1 82
TPS1 P/LB TPS 1

6 47
BK/LG Sensor Ground

2 20
TPS2 LB/DB TPS 2

5 48
LG/R 5 VOLTS
3 19
ECM
Throttle position sensor
Check the fault condition-start or run.
Fault trigger condition-throttle command is 20% higher than actual throttle position.
(target TPS - actual TPS) > 20.0 %
MIL-always on during fault activation.
AL-effective
Closed loop-active
Engine shutdown
The throttle valve based on the position of throttle disc valve uses a variable resistor to measure
the signal voltage, and there are two throttle position sensors inside it. S1 reads the low voltage
when the throttle is closed, while TPS1 reads the high voltage when the throttle is closed. The
percentages of TPS1 and TPS2 can be calculated from these voltage values. Although these
voltages are different, the calculated value of throttle position percentage will be very close to the
same value. TPS value is used by ECM to measure if the throttle valve is opened as commanded.
This fault will be activated if the throttle command is 20% or higher than the actual throttle
position. During this fault activation period, the MIL will always be on and the engine will be shut
down.
DTC 2115- FPP1 Higher Than IVS
DTC 2115: FPP1 is higher than IVS.
ECM
LG/R
19 + 5 volts
F
P DB
53
P FPP Signal
BK/LG
20 Sensor
Ground
+ 5 volts
I
V P/Y
S 54
IVS
Pedal position sensor/idle speed confirmation switch
Fault check condition-engine starting or running
Fault trigger condition--IVS is idling while FPP voltage is higher than 1V
IVS at-idle when FPP1 > 1.000 volts
The fault light is always on during the fault activation and flashes at a frequency of 2 Hz (twice
per second) for the rest of the duty cycle after the fault activation.
AL-effective
Closed loop-active
Limit the power (2) and speed for the rest of the working cycle.
The load command of the engine is determined by the ECM driver pressing the electronic pedal.
The ECM monitors the pedal position and controls the power level required by the throttle valve
maintenance. Because the problem of pedal signal will cause the engine to output a higher or
lower power than the operator expected, a control system in the form of sensor and idle speed
confirmation switch is applied to the pedal. The validity of the throttle signal is confirmed by
ECM regular inspection and comparative inspection. Idle speed confirmation switch (IVS) is a
normally open switch (idle speed). When the pedal is depressed beyond the idle speed position,
the idle speed switch is turned on and the IVS circuit is grounded.
If IVS is idling (on) and FPP voltage is higher than 1V, this fault will be activated. During the
fault, it is forced to enter the state of limited power (2) and limited speed. At this time, these
restrictions will force the maximum throttle opening to be 20% and the maximum engine speed to
be 1600 rpm. These speed and power limits will continue to work for the rest of the duty cycle. If
this fault does not occur for a long time, the MIL will flash at a frequency of 2 Hz for the rest of
the working cycle. It indicates that power limit and speed limit have been enforced.
DTC 2115- FPP1 Higher Than IVS
FPP is higher than IVS switch value
DTC 2120-FPP1 invalid voltage and FPP2 are inconsistent with IVS
ECM
LG/R
19 + 5 volts
F
P DB
53
P FPP Signal
BK/LG
20 Sensor
Ground
+ 5 volts
I
V P/Y
S 54
IVS
Electronic foot pedal/throttle control sensor

Check the fault condition-key ON, engine stop.
Fault trigger condition--FPP1 VDC overflows, FP P2 percentage does not match IVS status
Fault protection measures-turn on the MIL, give an audible alarm or turn on the second warning
light, and force idling at the same time.
The FPP sensor is an electronic device that connects the mechanical drive input through the
command of the
vehicle/engine operator. An FPP sensor may be, but not limited to, a foot pedal component, a slide
rheostat component, or a rotary potentiometer component. Common sensor configuration consists
of one IVS potentiometer, two potentiometers or two IVS potentiometers. The output of FPP
sensor is proportional to the input command. Use ECM FPP sensor input to control throttle valve
and adjust engine load to meet power demand. Because the input of FPP sensor directly affects the
power output of the engine, the extra sensors are usually used to ensure safe and reliable
operation.
This fault only applies to IVS sensors with dual potentiometers/signals, and in the case of backup
loss, it shows that FPP1 voltage overflow and FPP2 percentage are not related to IVS status
results.
Diagnostic help:
Skip to DTC2122 and 2123 procedures for voltage overflow to overhaul FPP1
Skip to DTC2116 and 2140 procedures when maintenance of FPP2 is inconsistent with IVS
DTC 2122- FPP1 Voltage High

DTC 2122-FPP1 high voltage
Pedal position sensor

Check the fault cONdition-key on position
Fault trigger condition-the voltage of -FPP1 sensor exceeds 4.8V.
MIL-The fault light is always on during fault activation and flashes at a frequency of 2 Hz (twice
per second) for the rest of the duty cycle after fault activation.
AL-effective
Closed loop-active
Reduce power (1) and force speed limit at the same time.
The pedal position sensor uses a variable resistor to measure the signal voltage based on the pedal
position. A slight depression of the pedal will produce a lower voltage, while a large depression
will produce a higher voltage.
While the key switch is ON, this fault will be activated if the voltage exceeds 4.8V under any
operating conditions. If the voltage exceeds 4.8, then the FPP will be considered as exceeding the
allowed specification. At this point, ECM can't receive a valid signal, and it may force speed limit
and power reduction (1). At this time, these restrictions will force the maximum throttle position to
be 50% and limit the maximum engine speed to 1600RPM. The speed limit has been imposed for
the rest of the working cycle. If this fault occurs again soon, the speed limit will be enforced all
the time. The MIL will flash at a frequency of 2 Hz for the rest of the duty cycle. It is to remind
people that the speed is always limited.
DTC 2122- FPP1 Voltage High

DTC 2122-FPP1 high voltage

MT13-Repair manual-English-Pending

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

MT13-Repair manual-English-Pending

Uploaded by

Copyright:

Available Formats

Safety Instructions

Explanation of the model designation:

Section 2 External Characteristic Curve of MT13 Natural Gas Engine

Rotation speed R/min

3. MT13.43-50 External Characteristic Curve

Rotation speed R/min

Compressed natural gas (CNG):

Liquefied natural gas (LNG):

LNG cylinder CNG cylinder

Section 4 Introduction of MT13 Natural Gas Engine System

II. The Electronic Throttle

VI. Spark Plug

Spark plug structure diagram

VII. Wastegate Control valve

Wastegate control valve

VIII. Boost recirculation valve

Installation schematic diagram of boost recirculation valve Boost recirculation valve

IX. High Pressure Regulator

Piston type pressure regulator

XI. Low Pressure Filter

XII. High Pressure Filter

High pressure filter

XIII. Pressure Regulator

1. The pressure regulator needs to be installed horizontally.

2. It is forbidden to use sealing tape or glue at the interface.

rinse it with compressed air before installing it.

should be fixed well to avoid being scalded by the exhaust pipe.

Environmental temperature and humiditysensor

4. Camshaft position sensor (CAM) and crankshaft position sensor (CNP)

timing and fuel metering.

6. Water temperature sensor

7. Oil pressure sensor

Section 1 Structure and Design Features

Section 2 Structure introduction

II. The Cylinder Head

III. Crankshaft and Flywheel

structure has high strength and rigidity.

IV. Piston and Connecting Rod

Schematic diagram of valve train

EVB working principle diagram

increase the braking power of natural gas engine.

Flywheel end gear train Fan end gear train

All gears are straight teeth.

Schematic diagram of oil module

VIII. Cooling system

1 Thermostat 2 Coolant exhaust pipe 3 Expansion tank 4 Engine 5 Water pump

Schematic diagram of cooling system

Schematic diagram of front gear train of MT13 natural gas engine

IX. Intake and Exhaust System

Open loop state:

1) UEGO information is ignored

2) The engine enters the open-loop mode every time it starts.

Closed-loop control is invalid (CL=0) in the following cases:

voltage regulator failure).

2) Sensor preheating (during engine starting)

3) Transient variable working conditions (acceleration, idling)

4) Working area where closed-loop control is prohibited.

Second 2 Diagnostic harness

Natural gas engine diagnostic harness

, otherwise there is no communication between ECM and diagnostic

Section 3Diagnostic Software

2. Login of diagnostic software

3. Page introduction of diagnostic software

3.2 Main page