ECD SYSTEM(w/ DPF) Engine Knocking or Rattling

DESCRIPTION

Malfunction Condition	Main Trouble Area	Related Trouble Area
Combustion in diesel engines takes place by means of self-ignition. If the timing of the ignition is delayed, the pressure inside the combustion chamber will increase too fast, which leads to uncontrolled combustion and can be heard as diesel knocking. If any of the following conditions are met, engine knocking may occur due to the fact that The diesel fuel self-ignition timing takes place too late The engine temperature is low The intake air temperature is low The self-ignition temperature of the diesel fuel is high (e.g., low cetane number) Fuel is injected into a cold combustion chamber (compression temperature is too low) There is inadequate fuel vaporization (air-fuel mixture formation is unsatisfactory) There is pilot injection deterioration due to an injector assembly sticking or contamination	Injector assembly malfunctions Injector assembly sliding malfunction Injector assembly stuck closed Injector assembly stuck open Deposits in injector assembly Injector circuit malfunction Abnormal common rail pressure Supply pump assembly Fuel pulsation sound Air in fuel Friction between parts Compression pressure	Injector assembly Injector compensation codes Fuel leakage Intake system leakage Intake system blockage EGR system Throttle valve system Fuel pressure sensor (common rail assembly) Diesel turbo pressure sensor Atmospheric pressure sensor (built into ECM) Vehicle modifications Low quality fuel Lack of fuel ECM

Malfunction Condition

Main Trouble Area

Related Trouble Area

Combustion in diesel engines takes place by means of self-ignition. If the timing of the ignition is delayed, the pressure inside the combustion chamber will increase too fast, which leads to uncontrolled combustion and can be heard as diesel knocking.

If any of the following conditions are met, engine knocking may occur due to the fact that

The diesel fuel self-ignition timing takes place too late
The engine temperature is low
The intake air temperature is low
The self-ignition temperature of the diesel fuel is high (e.g., low cetane number)
Fuel is injected into a cold combustion chamber (compression temperature is too low)
There is inadequate fuel vaporization (air-fuel mixture formation is unsatisfactory)
There is pilot injection deterioration due to an injector assembly sticking or contamination

Injector assembly malfunctions

Injector assembly sliding malfunction
Injector assembly stuck closed
Injector assembly stuck open
Deposits in injector assembly
Injector circuit malfunction

Abnormal common rail pressure

Supply pump assembly
Fuel pulsation sound
Air in fuel

Friction between parts
Compression pressure

Injector assembly
Injector compensation codes
Fuel leakage
Intake system leakage
Intake system blockage
EGR system
Throttle valve system
Fuel pressure sensor (common rail assembly)
Diesel turbo pressure sensor
Atmospheric pressure sensor (built into ECM)
Vehicle modifications
Low quality fuel
Lack of fuel
ECM

Tech Tips

Specified values in the following troubleshooting flowchart are for reference only. Variations in the Data List values may occur depending on the measuring conditions or the vehicle's age. Do not judge the vehicle to be normal even when the Data List values indicate a standard level. There are possibly some concealed factors of the malfunction.
Check that the vehicle has not been modified in any way prior to the vehicle inspection.

Faults and Symptoms of Common Rail Diesel Components

Engine Control

Mass Air Flow Meter
Component	Mass air flow meter
Main fault	Decrease in performance (foreign matter is stuck)
Symptoms	Lack of power, black smoke
Data List	MAF
Tech Tips The maximum fuel injection volume is controlled according to the output from the mass air flow meter.

Glow System
Main fault	Glow system
Main fault	Open circuit, glow plug relay fault
Symptoms	Difficult to start, rough idle, knocking, white smoke (when cold)
Data List	Check the glow plug indicator light
Diagnostic Point	Try to measure the resistance of the glow plug assembly

Diesel Injection

Fuel Supply Pump
Component	Supply pump assembly
Main fault	-
Symptoms	Difficult to start, engine stalling, rough idle, lack of power
Data List	Common Rail Pressure, Target Common Rail Pressure, Target Pump SCV Current When in a stable condition such as when idling, the fuel pressure is within +/-10000 kPa of the target fuel pressure. If the fuel pressure is 20000 kPa below the target pressure then a lack of power will be felt. If the fuel pressure is below 25000 kPa then idling will be rough. Tech Tips The fuel pressure changes at engine starting, but is approx. 25000 kPa at engine start after the engine is warmed up. When Target Pump SCV Current is 1530 mA or more, the suction control valve has a tendency to become stuck.
Diagnostic Trouble Code	Even if Common Rail Pressure is less than Target Common Rail Pressure, a DTC may not be stored.

Fuel Filter
Component	Fuel filter
Main fault	Blockage
Symptoms	Difficult to start, engine stalling, rough idle, lack of power
Data List	Common Rail Pressure, Target Common Rail Pressure When in a stable condition such as when idling, the fuel pressure is within +/-10000 kPa of the target fuel pressure. If the fuel pressure is 20000 kPa below the target pressure then a lack of power will be felt. If the fuel pressure is below 25000 kPa then idling will be rough. Tech Tips The fuel pressure changes at engine starting, but is approx. 25000 kPa at engine start after the engine is warmed up.
Diagnostic Trouble Code	Even if Common Rail Pressure is less than Target Common Rail Pressure, a DTC may not be stored.

Injector Assembly
Component	Injector assembly
Main fault	Injection hole blockage Nozzle needle or valve piston does not move smoothly
Symptoms	Rough idle, lack of power, black smoke, white smoke, knocking
Data List	Injection Feedback Val "Injection Feedback Val" more than 2.0 mm³/st: Injector assembly breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

Fuel Pressure Sensor
Component	Fuel pressure sensor (common rail assembly)
Main fault	Open circuit, decrease in performance (foreign matter is stuck)
Symptoms	Difficult to start, rough idle, engine stall, lack of power
Data List	Common Rail Pressure, Target Common Rail Pressure Slowly raise the engine speed from idling to 3000 rpm with the vehicle stopped, and check that Common Rail Pressure follows Target Common Rail Pressure. If the fuel pressure sensor malfunctions, the actual fuel pressure may deviate from the target fuel pressure. (However, the value may not deviate even when a malfunction is present).
Diagnostic Trouble Code	When the fuel pressure sensor has a fault, some DTCs may be stored.

Irregular Fuel
Component	Irregular fuel
Main fault	-
Symptoms	Difficult to start, rough idle (especially when cold)

Diesel EGR

EGR System
Component	EGR system
Main fault	Does not move smoothly Does not close completely
Symptoms	Rough idle EGR valve stuck closed: A loud turbocharger sound. EGR valve stuck open: Difficult to start (does not stall), black smoke, lack of power (if there is an excess in the quantity of EGR and there is a heavy load, when the vehicle starts moving, a lack of power will be felt).
Data List	Actual EGR Valve Pos, Target EGR Valve Pos Generally, Actual EGR Valve Pos = Target EGR Valve Pos +/-5% (fully closed 0%, fully open 100%). Using EGR valve Active Test, check whether Actual EGR Valve Pos follows Target EGR Valve Pos (the engine coolant temperature and intake air temperature should be considered when a malfunction occurs). EGR valve is fully closed when the ignition switch is turned to ON (engine stopped). EGR valve opens to the halfway point at idling after the engine warmed up.

Diesel Throttle

Diesel Throttle System
Component	Diesel throttle system
Main fault	Stuck, does not move smoothly
Symptoms	Stuck closed: Lack of power, difficult to start, rough idle, engine stall, black smoke. These may occur when stuck almost fully closed. Stuck open: Turbocharger sound increases. When the engine is stopped, engine vibrations may occur.
Data List	Actual Throttle Position, Target Throttle Position 100%: Fully open 0%: Fully closed If there is a malfunction of the throttle actuator, compare the target and actual throttle position values for the troubleshooting.

WIRING DIAGRAM

Refer to DTC P0001 Click here.

CAUTION / NOTICE / HINT

Note

When cleaning the electric EGR control valve assembly or diesel throttle body assembly, use a piece of cloth soaked with cleaning solvent. Spraying solvent directly onto these parts or soaking the parts in solvent may damage the parts.
When replacing the ECM and/or injector assembly, the ECM needs Registration and Initialization Click here.

Tech Tips

When the ECM must be replaced, before replacing the ECM, perform the "Learning Values Save" function using the GTS. Then after installing the new ECM, perform all of the initialization/registrations for the "Learning Values Write" function by following the instructions shown on the GTS display.
This troubleshooting procedure checks for knocking and rattling.
Knocking is most likely to occur while the engine is idling.

Explanation of Symptom

Engine knocking or rattling

If one of the following conditions are met, engine knocking may occur due to the fact that

The diesel fuel self ignition timing takes place too late
The engine temperature is low
The intake air temperature is low
The self-ignition temperature of the diesel fuel is high (e.g., low cetane number)
Fuel is injected into a cold combustion chamber (compression temperature is too low)
There is inadequate fuel vaporization (air fuel mixture formation is unsatisfactory)
There is pilot injection deterioration due to an injector assembly sticking or contamination

PROCEDURE

CHECK FOR KNOCKING SOUND

Open the hood and check for knocking.

Result
Result	Proceed to
Knocking	A
No knocking	B

CHECK FOR INTERMITTENT PROBLEMS Click here

CHECK HARNESS AND CONNECTOR (IN ENGINE ROOM)
1. Check the harness and connector connections of common rail system components.
  
  OK
  
  The wire harnesses and connectors are connected securely.
NG
REPAIR OR REPLACE HARNESS OR CONNECTOR

OK
CHECK INTAKE SYSTEM (PROCEDURE 3)
1. Check the intake system (turbocharger, diesel turbo pressure sensor, EGR valve, etc.).
  
  OK
  
  All hoses are connected securely and there are no leaks or blockage in the air induction system.
NG
REPAIR OR REPLACE INTAKE SYSTEM

OK

OK
The wire harnesses and connectors are connected securely.

OK
All hoses are connected securely and there are no leaks or blockage in the air induction system.

READ OUTPUT DTCS (RELATING TO ENGINE)

Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.

Read the DTCs.

Result
Result	Proceed to
DTC is not output	A
Engine related DTCs are output	B

GO TO DTC CHART Click here

READ VALUE USING GTS (MAP AND ATMOSPHERE PRESSURE)

Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Data List / MAP and Atmosphere Pressure.

Compare MAP to Atmosphere Pressure when the ignition switch is ON (do not start the engine).

Standard
Difference between MAP and Atmosphere Pressure is less than 7 kPa.

Tech Tips

If MAP and Atmosphere Pressure have the same value, both are normal. If there is a difference of 7 kPa or higher, compare the values to the atmospheric pressure for that day. The sensor whose deviation is the greatest is malfunctioning.
Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by 1 kPa. Varies by weather (high atmospheric pressure, low atmospheric pressure)

Result
Result	Proceed to
MAP and Atmosphere Pressure have the same value	A
MAP is different from actual atmospheric pressure	B
Atmosphere Pressure is different from actual atmospheric pressure	C

REPLACE DIESEL TURBO PRESSURE SENSOR Click here

REPLACE ECM Click here

PERFORM ACTIVE TEST USING GTS (TEST THE FUEL LEAK)

Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT/ Active Test / Test the Fuel Leak / Data List / Common Rail Pressure, Target Common Rail Pressure and Target Pump SCV Current.
Take a snapshot with the GTS during the Active Test.
Maintain the engine speed of 3500 rpm, and then press the "Start" button.

Measure the difference between the target fuel pressure (Target Common Rail Pressure) and the actual fuel pressure (Common Rail Pressure) when the Active Test / Test the Fuel Leak is performed.

Tech Tips

The EPS, ABS and SRS warning lights may blink when the engine speed exceeds 3500 rpm during this test.
To ensure accurate measurements, perform the Active Test with measurements 5 times or more.

Standard
The difference between the target fuel pressure and the actual fuel pressure is less than 15000 kPa when the target fuel pressure reaches the maximum value approximately 2 seconds after the Active Test starts.

Read the value of Target Pump SCV Current in the Data List when the "Test the Fuel Leak" Active Test is performed.

Standard current
Target Pump SCV Current is less than 1530 mA.

Tech Tips

If the value of Target Pump SCV Current stored in the snapshot is higher than the standard, the intermittent suction control valve is probably stuck.

Result
Result	Proceed to
Both results are within standard	A
Fuel pressure exceeds "Target Common Rail Pressure +15000 kPa" and/or Target Pump SCV Current value is out of standard range	B
Fuel pressure does not reach "Target Common Rail Pressure -15000 kPa"	C

CHECK HARNESS AND CONNECTOR (SUCTION CONTROL VALVE - ECM) Click here

BLEED AIR FROM FUEL SYSTEM Click here

CHECK INJECTOR COMPENSATION CODE

Check the injector compensation codes Click here.

OK
Compensation codes of the installed injector assemblies are the same as the compensation codes registered in the ECM.

PERFORM REGISTRATION AND INITIALIZATION Click here

CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED
1. Check whether the malfunction has been successfully repaired.
  
  OK
  
  Malfunction has been repaired successfully.
OK
END

NG

OK
Malfunction has been repaired successfully.

READ VALUE USING GTS (CONTROL THE EGR STEP POSITION)

Turn the ignition switch to ON.
Turn the ignition switch off and wait for 30 seconds or more.
Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the EGR Step Position / Data List / Actual EGR Valve Pos.

When changing the Active Test value from 1 to 100%, check that Actual EGR Valve Pos smoothly changes to the set opening angle.

OK
Value smoothly changes to the set opening angle.

Tech Tips

Under normal conditions, Actual EGR Valve Pos is indicated as follows.

EGR Valve Condition	Actual EGR Valve Pos.
Fully closed	0%
Fully open	About 100%

REPLACE ELECTRIC EGR CONTROL VALVE ASSEMBLY Click here

PERFORM ACTIVE TEST USING GTS (DIESEL THROTTLE TARGET ANGLE)
1. Connect the GTS to the DLC3.
2. Turn the ignition switch to ON.
3. Turn the GTS on.
4. Enter the following menus: Powertrain / Engine and ECT / Active Test / Diesel Throttle Target Angle.
5. When continuously changing the Active Test value to 100, 70, 40, 10, 40, 70 and 100%, check that Actual Throttle Position smoothly changes to the set opening angle.
  
  OK
  
  Value smoothly changes to the set opening angle.
NG
REPLACE DIESEL THROTTLE BODY ASSEMBLY Click here

OK

CHECK THE TEMPERATURE WHEN KNOCKING OCCURS

Check the temperature when knocking trouble occurs.

Result
Result	Proceed to
Knocking only for cold engine	A
Knocking both for cold and warmed up engine	B

READ VALUE USING GTS (MAP AND MAF) Click here

INSPECT ENGINE COOLANT TEMPERATURE SENSOR
1. After warming up the engine, the engine coolant temperature should be 60°C (140°F) or higher. After leaving the vehicle overnight, the engine coolant temperature should be nearly equal to the intake air temperature.
  
  OK
  
  The engine coolant temperature is nearly equal to the intake air temperature.
  
  Tech Tips
  
  If the engine coolant temperature sensor output is less than the actual engine coolant temperature, engine knocking may occur.
NG
REPLACE ENGINE COOLANT TEMPERATURE SENSOR Click here

OK
INSPECT GLOW PLUG ASSEMBLY
1. Inspect the glow plug assembly Click here.
NG
REPLACE GLOW PLUG ASSEMBLY Click here

OK

READ VALUE USING GTS (INJECTOR FEEDBACK VAL #1 TO #4)

Tech Tips

Read the values of Injector Feedback Val. #1 to #4 when the engine is cold.
If the engine coolant temperature is higher than 40°C (104°F), leave the vehicle until the engine coolant reaches almost the same temperature as the atmospheric temperature.

Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Injector Feedback Val. #1 to #4.
Start the engine.

Read the values during engine idling when the engine is cold, and write them down.

Standard

GTS Display

Condition

Specified Condition

Injector Feedback Val. #1

Injector Feedback Val. #2

Injector Feedback Val. #3

Injector Feedback Val. #4

Idling with cold engine

Between -2.0 and 2.0 mm³/st

Tech Tips

If any Injector Feedback Val. is out of the specified range, replace all of the injector assemblies together.

REPLACE INJECTOR ASSEMBLY Click here

READ VALUE USING GTS (MAP AND MAF)

Connect the GTS to the DLC3.
Start the engine, warm it up, and then turn the GTS on.

Enter the following menus: Powertrain / Engine and ECT / Data List / MAP and MAF.

Standard

Item	Engine Speed*1	Standard Range	Description
MAP*2	Ignition switch ON (engine stopped)	Same as atmospheric pressure	Intake manifold internal pressure detected by manifold absolute pressure sensor
	Idling	90 to 105 kPa (675 to 787mmHg, 26.58 to 31 in.Hg)
	3000 rpm (no engine load)	110 to 150 kPa (825 to 1125 mmHg, 32.48 to 44.29 in.Hg)
	3500 rpm (driving with full throttle acceleration)	Min. 180 kPa (1350 mmHg, 53.15 in.Hg)
MAF2, 3	Ignition switch ON (engine stopped)	Less than 0.5 gm/sec	Intake air volume detected by mass air flow meter
	Idling	3 to 11 gm/sec
	2000 rpm (no engine load)	10 to 40 gm/sec
	3500 rpm (driving with full throttle acceleration)	Min. 67 gm/sec

Result
Item	Result	Proceed to
MAP and MAF	Within standard range	A
MAP and MAF	Outside standard range	B
Only MAP	Outside standard range	C
Only MAF	Outside standard range	D

Tech Tips

*1: The A/C switch and all accessory switches should be off with a fully warm engine.

*2: This value is indicated when the ambient temperature is 25°C (77°F), the atmospheric pressure is 101 kPa (758 mmHg, 29.83 in.Hg), and a stable boost pressure is maintained for approximately 10 seconds.

*3: When the mass air flow meter malfunctions, the MAF output may deviate from the standard (referential) range when the engine idles and is accelerated from 3000 to 4000 rpm with full throttle acceleration.

CHECK INTAKE SYSTEM (PROCEDURE 3)

GO TO DTC P0107 (RELATED TO DIESEL TURBO PRESSURE SENSOR) Click here

GO TO DTC P0100 (RELATED TO MASS AIR FLOW METER) Click here

INSPECT ELECTRIC EGR CONTROL VALVE ASSEMBLY

Remove the electric EGR control valve assembly Click here.
Visually check the electric EGR control valve assembly for deposits. If there are deposits, clean the electric EGR control valve assembly.
Note
- When cleaning the electric EGR control valve assembly, make sure the valve is completely closed.
- Do not forcibly open the valve, as it may be damaged or deformed.
- When cleaning the electric EGR control valve assembly, use a piece of cloth soaked with cleaning solvent. Spraying the solvent directly onto these parts or soaking the parts in the solvent may damage the parts.

Hold the electric EGR control valve assembly up to a light, and then from the side indicated by the arrow in the illustration, visually check that there is no clearance between the valve and body.

Text in Illustration
*1	Electric EGR Control Valve Assembly	-	-
*a	Part A	*b	Clearance
*c	OK	*d	NG

OK
No light passes through (there is no clearance between the valve and body).

If light passes through (there is a clearance between the valve and body), replace the electric EGR control valve assembly.

Tech Tips

Light passes through Part A shown in the illustration even if the valve is completely closed, this is not a problem.

REPLACE ELECTRIC EGR CONTROL VALVE ASSEMBLY Click here

BASIC INSPECTION
1. Check the fuel quality.
2. Check the fuel line for air.
3. Check the fuel system for blockages.
4. Check the air filter.
5. Check the engine oil.
6. Check the engine idling speed and maximum engine speed.
7. Check the vacuum pump.
NG
REPAIR OR REPLACE MALFUNCTIONING PARTS

OK
CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED
1. Check whether the malfunction has been successfully repaired.
  
  OK
  
  Malfunction has been repaired successfully.
OK
END

NG

READ VALUE USING GTS (INJECTION VOLUME AND INJECTOR FEEDBACK VAL #1 TO #4)

Connect the GTS to the DLC3.
Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher.
Allow the engine to idle for 1 minute or more.

Tech Tips

The A/C switch and all accessory switches should be off with a fully warm engine.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Injection Volume and Injector Feedback Val. #1 to #4.

Read the values during engine idling.

Tech Tips

When reading the values of Data List, confirm that PM regeneration is not activating (value of "After Injection Period" is 0) by entering the following menus: Powertrain / Engine and ECT / Data List / After Injection Period.

If PM regeneration is activating (value of "After Injection Period" is not 0), drive the vehicle until the PM regeneration is complete (value of "After Injection Period" becomes 0).

Standard

Tester Display

Condition

Specified Condition

Injection Volume

Idling

8 mm³/st or less

Injector Feedback Val. #1

Injector Feedback Val. #2

Injector Feedback Val. #3

Injector Feedback Val. #4

Idling

Between -2.0 and 2.0 mm³/st

Tech Tips

Cylinders that have a compensation value which is more than the value specified above are considered to be faulty. Use the following steps to inspect and repair the cylinder.
If the value of Injection Volume is more than 8 mm³/st and the values of Injection Feedback Val #1 to #4 is within the threshold, replace the injector assemblies for all cylinders.

In this case, there is a possibility that too much recirculated exhaust gas is entering the engine. Therefore, you should compare the Target EGR Valve Pos with the Actual EGR Valve Pos by entering the following menus using the GTS: Powertrain / Engine and ECT / Data List / Target EGR Valve Pos and Actual EGR Valve Pos.

If the difference between Target EGR Valve Pos and Actual EGR Valve Pos exceeds +/-10%, the EGR system may be malfunctioning.

END

REPLACE INJECTOR ASSEMBLY Click here

BLEED AIR FROM FUEL SYSTEM
1. Bleed the air from the fuel system Click here.
NEXT

PERFORM ACTIVE TEST USING GTS (TEST THE FUEL LEAK)

Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT/ Active Test / Test the Fuel Leak / Data List / Common Rail Pressure and Target Common Rail Pressure.
Take a snapshot with the GTS during the Active Test.
Maintain the engine speed of 3500 rpm, and then press the "Start" button.

Measure the difference between the target fuel pressure (Target Common Rail Pressure) and the actual fuel pressure (Common Rail Pressure) when the Active Test / Test the Fuel Leak is performed.

Tech Tips

The EPS, ABS and SRS warning lights may blink when the engine speed exceeds 3500 rpm during this test.
To ensure accurate measurements, perform the Active Test with measurements 5 times or more.

Standard
The difference between the target fuel pressure and the actual fuel pressure is less than 15000 kPa when the target fuel pressure reaches the maximum value approximately 2 seconds after the Active Test starts.

CHECK HARNESS AND CONNECTOR (SUCTION CONTROL VALVE - ECM) Click here

CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED

NEXT
END

CHECK HARNESS AND CONNECTOR (SUCTION CONTROL VALVE - ECM)

Disconnect the B67 suction control valve connector.
Disconnect the B104 ECM connector (for LHD).
Disconnect the B103 ECM connector (for RHD).

Measure the resistance according to the value(s) in the table below.

Standard Resistance

for LHD
Tester Connection	Condition	Specified Condition
B67-2 - B104-30 (PCV)	Always	Below 1 Ω
B67-2 or B104-30 (PCV) - Body ground	Always	10 kΩ or higher

for RHD
Tester Connection	Condition	Specified Condition
B67-2 - B103-30 (PCV)	Always	Below 1 Ω
B67-2 or B103-30 (PCV) - Body ground	Always	10 kΩ or higher

REPAIR OR REPLACE HARNESS OR CONNECTOR

CONFIRM IF FUEL BEING SUPPLIED TO SUPPLY PUMP ASSEMBLY
1. Disconnect the inlet hose from the supply pump assembly.
2. Operate the hand pump and check that fuel is being supplied to the supply pump assembly.
  
  OK
  
  Fuel is properly supplied to the supply pump assembly when the hand pump is operated.
  Tech Tips
  - When there is a lack of fuel, fuel pressure drops.
  - Check that the fuel filter is not clogged.
  - Check for fuel freezing in the fuel line.
  - Check for clogging or leaks in the fuel pipe and hose between the fuel tank and supply pump assembly.
NG
REPAIR OR REPLACE FUEL FILTER OR CLOGGED FUEL PIPE (INCLUDING FUEL FREEZING, FUEL TANK - SUPPLY PUMP ASSEMBLY)

OK
REPLACE SUPPLY PUMP ASSEMBLY
1. Replace the supply pump assembly Click here.
NEXT
BLEED AIR FROM FUEL SYSTEM
1. Bleed the air from the fuel system Click here.
NEXT

PERFORM ACTIVE TEST USING GTS (TEST THE FUEL LEAK)

Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT/ Active Test / Test the Fuel Leak / Data List / Common Rail Pressure and Target Common Rail Pressure.
Take a snapshot with the GTS during the Active Test.
Maintain the engine speed of 3500 rpm, and then press the "Start" button.

Measure the difference between the target fuel pressure (Target Common Rail Pressure) and the actual fuel pressure (Common Rail Pressure) when the Active Test / Test the Fuel Leak is performed.

Tech Tips

The EPS, ABS and SRS warning lights may blink when the engine speed exceeds 3500 rpm during this test.
To ensure accurate measurements, perform the Active Test with measurements 5 times or more.

Standard
The difference between the target fuel pressure and the actual fuel pressure is less than 15000 kPa when the target fuel pressure reaches the maximum value approximately 2 seconds after the Active Test starts.

CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED Click here

REPLACE COMMON RAIL ASSEMBLY
1. Replace the common rail assembly Click here.
NEXT
BLEED AIR FROM FUEL SYSTEM
1. Bleed the air from the fuel system Click here.
NEXT
CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED

NEXT
END
REPLACE INJECTOR ASSEMBLY
1. Replace the injector assembly Click here.
NEXT
PERFORM REGISTRATION AND INITIALIZATION
1. Register the injector compensation codes Click here.
2. Perform Pilot Quantity Learning Values Reset Click here.
NEXT
BLEED AIR FROM FUEL SYSTEM
1. Bleed the air from the fuel system Click here.
NEXT
CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED

NEXT
END
PERFORM REGISTRATION AND INITIALIZATION
1. Register the injector compensation codes Click here.
2. Perform Pilot Quantity Learning Values Reset Click here.
NEXT
CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED

NEXT
END