ECD SYSTEM(w/ DPF) DATA LIST / ACTIVE TEST

Load calculated by ECM/

Min.: 0%, Max.: 100%

• Idling: 6.5 to 21.6%

• Running without load (2500 rpm): 16.5 to 21.0%

Results of real-vehicle check:

• Engine switch on (IG): 0%

• Idling (warm up the engine): 12.1% (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 15.2%

• Running without load (4000 rpm): 25.8%

Diagnostic Note:

Calculated load = (Final injection volume / max. injection volume at current engine speed) x 100.

Airflow rate from mass air flow meter/

Min.: 0 gm/sec, Max.: 400 gm/sec

• Idling: 6.6 to 30 gm/sec

• Running without load (2000 rpm): 39.4 to 120 gm/sec

• Mass air flow meter

• Mass air flow meter circuit

• Intake related clog or leak

• Exhaust related clog

• Turbocharger sub-assembly

• Leak or clog in passages for turbocharger

• Malfunction in which EGR valve does not close

Results of real-vehicle check:

• Engine switch on (IG): 0.01 gm/sec

• Idling (warm up the engine): 7.43 gm/sec (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 67.34 gm/sec

• Running without load (4000 rpm): 197.62 gm/sec

Symptoms when out of range:

Rough idling

Diagnostic Note:

• Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc.

• If the value is always approximately 0 gm/sec:




• Mass air flow meter power source circuit is open.

• VG circuit is open or shorted.

• EVG circuit is open.

Engine speed/

Min.: 0 rpm, Max.: 6000 rpm

550 to 650 rpm: Idling with warm engine and PM forced regeneration not being performed

• Crankshaft position sensor

• Crankshaft position sensor circuit

Diagnostic Note:

When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed.

Target Idling Engine Speed/

Min.: 0 rpm, Max.: 10000 rpm

Diagnostic Note:

• Target engine speed for idling speed control.

• The ECM calculates the target engine idling speed while considering the air conditioner load, electric load, shift position changes, idle-up control for cold engine start, etc.

Absolute pressure inside intake manifold/

Min.: 0 kPa, Max.: 320 kPa

• Idling: 90 to 102 kPa (under normal atmospheric pressure)

  Tech Tips

  Depends on barometric pressure and amount of EGR

• Engine running at 3000 rpm: 100 to 150 kPa

• Manifold absolute pressure sensor

• Intake related clog or leak

• Exhaust related clog

• Turbocharger sub-assembly

• Leak or clog in passages for turbocharger

• EGR valve stuck open

• Exhaust leak

• Throttle valve stuck closed

Results of real-vehicle check:

• Engine switch on (IG): 101 kPa

• Idling (warm up the engine): 99 kPa (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 114 kPa

• Running without load (4000 rpm): 156 kPa

Symptoms when out of range:

Lack of power

Diagnostic Note:

• When the engine switch is on (IG) or the vehicle is idling, the intake manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa).

  Above approximately 1500 rpm, the turbo becomes effective and the pressure becomes higher than atmospheric pressure.

• Inspect while comparing with "Target Booster Pressure".

• With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 seconds or more, a feeling of insufficient power will occur.

Vehicle speed/

Min.: 0 km/h, Max.: 255 km/h

• Speed sensor

• Speed sensor circuit

Engine coolant temperature/

Min.: -40°C, Max.: 140°C

• Engine coolant temperature sensor

• Thermostat

Symptoms when out of range:

Difficulty starting when engine is cold, rough idle, black smoke, lack of power

Diagnostic Note:

• If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.

• After a long soak, the coolant temperature, intake air temperature and ambient temperature are approximately equal.

Intake air temperature/

Min.: -40°C, Max.: 140°C

Diagnostic Note:

• After a long soak, the engine coolant temperature, intake air temperature and ambient temperature are approximately equal.

• If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.

Initial engine coolant temperature/

Min.: -40°C, Max.: 120°C

Diagnostic Note:

For freeze frame data, this tells whether the malfunction happened at a cold start or with a warm engine.

Initial intake air temperature/

Min.: -40°C, Max.: 120°C

Intake air temperature after intercooler/

Min.: -40°C, Max.: 190°C

Diagnostic Note:

• This is the intake air temperature at the intake manifold (after the intercooler).

• During fail-safe operation, the value is set to 165°C (329°F). As the value is set to a high temperature, the turbo pressure may be suppressed and there may be a lack of power.

Alternator generation duty ratio/

Min.: 0%, Max.: 100%

• No electrical load at idling:

  20 to 60%

• High electrical load at idling:

  100%

• Battery deterioration

• Alternator malfunction

• Electric load, lights, etc.

Results of real-vehicle check:

Idling (no electrical load) (warm up the engine): 40% (2 minutes after starting the vehicle)

Diagnostic Note:

• This outputs the alternator generation duty and is used to determine the electrical load.

• Can be used to determine whether a higher-than-normal injection volume at idle, etc. is due to electrical loading or from some other source. For example, when the duty is not high but the idling injection volume is high, there is injector volume degradation or high engine friction.

• Can be used for judging whether or not a malfunctioning component in the electrical system is generating continual generation requests (e.g., battery deterioration is causing an unending full recharge request, etc.). Regardless of whether or not an auxiliary device like the A/C or heater is active, if the alternator duty is always at the maximum value, there is an electrical system abnormality, like battery deterioration.

Viscous heater stop request/

ON or OFF

A/C (Air Conditioner) signal/

ON or OFF

A/C operation signal output from A/C amplifier

• ON: Operating

• OFF: Not operating

• A/C switch

• A/C amplifier

• A/C system malfunction, wire harness between A/C amplifier and ECU open or shorted

Symptoms when out of range:

OFF malfunction (OFF even when A/C switch is turned on):

• Engine speed decreases temporarily when the A/C is operating.

Stop light switch/

ON or OFF

• ON: Brake pedal depressed

• OFF: Brake pedal released

• OFF malfunction: Wire harness (stop light switch to ECM, stop light switch to +B) open or shorted to ground

• ON malfunction: Wire harness (stop light switch to ECM) shorted to +B

• Stop light switch

Symptoms when out of range:

Stop light switch malfunction DTC P0504 is stored

Diagnostic Note:

Stop light switch (STP) operation condition:

• ON: Light is on (Brake pedal is depressed)

• OFF: Light is off (Brake pedal is released)

Battery voltage/

Min.: 0 V, Max.: 15 V

Results of real-vehicle check:

• Engine switch on (IG): 12.558 V

• Idling (warm up the engine): 13.554 V

• Running without load (2500 rpm): 13.769 V

• Running without load (4000 rpm): 13.574 V

Symptoms when out of range:

If 5 V or less, starting becomes difficult

Diagnostic Note:

If 11 V or less, characteristics of some electrical components change.

Atmospheric pressure value/

Min.: 50 kPa, Max.: 120 kPa

Diagnostic Note:

• With the engine switch on (IG), when the difference between the atmospheric pressure sensor and intake manifold absolute pressure is 10 kPa or more, there is a malfunction in one of the sensors.

• With the engine switch on (IG), when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit.

• Standard atmospheric pressure: 101 kPa.

• For every 100 m increase in elevation, pressure drops by 1 kPa.

  This varies by weather (high atmospheric pressure, low atmospheric pressure).

A/C cut status/

ON or OFF

Diagnostic Note:

"Control the A/C Cut Signal" Active Test support data.

TC and TE1 connection status/

ON or OFF

Diagnostic Note:

When the "Connect the TC and TE1" Active Test is performed, the system behaves as if TC and CG were connected.

Number of codes/

Min.: 0, Max.: 255

Diagnostic Note:

Number of DTCs appearing at least once during the last 40 times the vehicle was warmed up.

Check mode status/

ON or OFF

Diagnostic Note:

Check Mode: The mode in which certain DTCs can be detected more easily and with higher sensitivity.

MIL status/

ON or OFF

Distance traveled with MIL on/

Min.: 0 km, Max.: 65535 km

Diagnostic Note:

• Distance traveled after a DTC is stored.

• Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS.

Running time after MIL turns on/

Min.: 0 min., Max.: 65535 min.

Diagnostic Note:

• Engine run time since the MIL illumination.

• Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS.

Engine run time/

Min.: 0 sec., Max.: 65535 sec.

Diagnostic Note:

Time passed since the engine switch was turned on (IG).

Time after DTC cleared/

Min.: 0 min., Max.: 65535 min.

Diagnostic Note:

Time elapsed since the DTCs were cleared (or shipment from the factory).

Distance driven after DTC cleared/

Min.: 0 km, Max.: 65535 km

Diagnostic Note:

• Distance driven since the DTCs were cleared.

• (Data List "Distance from DTC clear") - (Freeze frame data "Distance from DTC cleared") = Distance driven since the abnormality occurred.

Warmup cycles after DTC cleared/

Min.: 0, Max.: 255

Diagnostic Note:

• Number of engine warmup since DTCs were cleared.

• (Data List "Warmup Cycle Cleared DTC") - (Freeze frame data "Warmup Cycle Cleared DTC") = Warmup cycles since the abnormality occurred.

Diagnostic Note:

Euro-OBD

Power steering switch status:

ON or OFF

• OFF malfunction: Wire harness (power steering switch to ECM) is open or shorted to ground

• ON malfunction:

  Wire harness (power steering switch to ECM) is shorted to +B

• Power steering switch malfunction

Symptoms when out of range:

OFF malfunction (OFF during power steering operation): Engine speed decreases temporarily when power steering is operating

ACC relay status

ON or OFF

L4 status of the transfer/

ON or OFF

Status of the idle up signal/

ON or OFF

TC terminal status/

ON or OFF

Distance driven after battery cable disconnected/

Min.: 0 km, Max.: 65535 km

Time after engine switch turned off/

Min.: 0 min, Max.: 655350 min

Minimum engine speed/

Min.: 0 rpm, Max.: 51199 rpm

VSV for engine mount status:

ON or OFF

Diagnostic Note:

• VSV for engine mount status:




• Engine switch is on (IG): OFF.

• Idling: ON.

• Active Test "Control the ACM Inhibit" support data.

Accelerator position status/

Min.: 0%, Max.: 100%

• Accelerator pedal released:

  0%

• Accelerator pedal fully depressed:

  100%

• Accelerator pedal position sensor opening position

• ECT requested opening position

• Cruise requested opening position

• VSC requested opening position

Results of real-vehicle check:

• Engine switch on (IG): 0.00% (accelerator pedal released)

• Running without load (2500 rpm): 23.52%

• Running without load (4000 rpm): 40.78%

Diagnostic Note:

• "Accel Position" is the accelerator opening amount (%) for engine control use.

• When the accelerator pedal position sensor output itself (Accelerator Position 1, Accelerator Position 2) is in the normal voltage range, another actuator malfunction has caused the fail-safe function to restrict the accelerator.

• Without cruise, ECT or VSC requests, and without accelerator restriction by the fail-safe function, this is adjusted in proportion to the amount the accelerator pedal is depressed by the driver.

• Accelerator pedal released: 0%

• Accelerator pedal fully depressed: 100%

Accelerator position No. 1/

Min.: 0%, Max.: 100%

• Accelerator pedal released:

  10 to 22%

• Accelerator pedal fully depressed:

  52 to 90%

Diagnostic Note:

Read value with engine switch on (IG) (do not start engine).

Accelerator position No. 2/

Min.: 0%, Max.: 100%

• Accelerator pedal released:

  24 to 40%

• Accelerator pedal fully depressed:

  68 to 99%

Diagnostic Note:

Read value with engine switch on (IG) (do not start engine).

Engine Speed of Cyl #1

Engine Speed of Cyl #2

Engine Speed of Cyl #3

Engine Speed of Cyl #4

Engine Speed of Cyl #5

Engine Speed of Cyl #6

Engine Speed of Cyl #7

Engine Speed of Cyl #8

Engine speed for No. 1 to No. 8 cylinder/

Min.: 0 rpm, Max.: 51199 rpm

Symptoms when out of range:

When the engine speeds of all cylinders are not equal, idling will be rough.

Diagnostic Note:

• Output only when the "Check the Cylinder Compression" Active Test is performed.

• Indicates the speed of each cylinder when cranking.

  Example - Normal: Engine speeds of all cylinders are approximately equal.

  When No. 1 cylinder compression is low, "Engine Speed of Cyl #1" is approximately 300 rpm, and "Engine Speed of Cyl #2 to #8" is approximately 200 rpm.

Engine speed for all cylinders/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

• Output only when the Active Test "Check the Cylinder Compression" is performed.

• Indicates the average engine speed of all cylinders during cranking.

Diagnostic Note:

Identifying model code: VDJ200

Diagnostic Note:

Identifying engine type: 1VDFTV

Cylinder number/

Min.: 0, Max.: 255

Diagnostic Note:

Identifying cylinder number: 8

Transaxle type/

MT or ECT 6th

Diagnostic Note:

Identifying transaxle type:

• MT: Manual transmission

• ECT 6th: Automatic transmission

Diagnostic Note:

Identifying destination: W

Model year/

Min.: 1900, Max.: 2155

Diagnostic Note:

Identifying model year: 20##

Diagnostic Note:

Used for identifying the engine system: Diesel (diesel engine)

Injection volume/

Min.: 0 mm³/st, Max.: 1279.98 mm³/st

Idling: 3 to 10 mm³/st

Results of real-vehicle check:

• Idling (warm up the engine and A/C off): 6.09 mm³/st

• Running without load (2500 rpm): 7.34 mm³/st

• Running without load (4000 rpm): 11.85 mm³/st

Diagnostic Note:

• Injection amount for each combustion.

• If injector assemblies are clogged, fuel quality is poor, the fuel filter element sub-assembly is clogged, or engine friction increases, "Injection Volume" will increase.

• If there is a malfunction due to low turbocharger pressure or a low intake air volume, the injection volume is limited and there is a lack of power.

Idle stability status integral control volume/

Min.: -80 mm³/st, Max.: 79 mm³/st

-10 to 10 mm³/st

Results of real-vehicle check:

Idling (warm up the engine): -0.75 mm³/st

Symptoms when out of range:

Engine friction problem, compression problem or injector breakdown

Diagnostic Note:

• When the actual engine speed does not match the target idling speed, this corrects the injection volume.

  If this item displays 10 mm³/st or more or -10 mm³/st or less even with the engine completely warmed up and the air conditioning and other electrical loads off, the internal parts of the engine may be damaged, or the fuel injection system or other auxiliary components may be malfunctioning.

• Only calculated and reflected at idle.

Injection volume feedback learning value/

Min.: -10 mm³/st, Max.: 9.92 mm³/st

Idle Signal Output Value

Idle Signal Output Value #2

Idle Signal Output Value/

ON or OFF

• ON: Idling

• OFF: Not idling

Diagnostic Note:

• Piezo injector creates a large amount of operation noise when idling. To reduce the noise level, this item lowers driving energy when idling. This item displays the value for controlling driving energy.

• If the display does not match the vehicle condition, DTC P1626, P1627, P1629 and P162A will be stored.

• If the injector assembly is not a Piezo injector, the value will be always "OFF".

Injection Feedback Val #1

Injection Feedback Val #2

Injection Feedback Val #3

Injection Feedback Val #4

Injection Feedback Val #5

Injection Feedback Val #6

Injection Feedback Val #7

Injection Feedback Val #8

Injection volume correction for each cylinder/

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -3.0 to 3.0 mm³/st

• Injector clogging

• Injector deterioration

• Decrease in cylinder compression

• Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)

Symptoms when out of range:

Rough idling, black smoke, white smoke, poor driveability, lack of power, abnormal combustion noise, difficult to start

Diagnostic Note:

• When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder.

  Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased.

• "Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

• Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem.

  Tech Tips

  
  

  • The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 8 cylinders is approximately 0 mm³/st.

  • If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.

Pilot 1 injection period/

Min.: 0 μs, Max.: 65535 μs

Results of real-vehicle check:

• Idling (warm up the engine): 210 μs

• Running without load (2500 rpm): 0 μs

• Running without load (4000 rpm): 0 μs

Symptoms when out of range:

Combustion noise, poor driveability, white smoke

Diagnostic Note:

Check to see if "Pilot 1 Injection Period" is not zero when symptoms occur.

Pilot 2 injection period/

Min.: 0 μs, Max.: 65535 μs

Results of real-vehicle check:

• Idling (warm up the engine): 210 μs (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 130 μs

• Running without load (4000 rpm): 131 μs

Symptoms when out of range:

Combustion noise, poor driveability, white smoke

Diagnostic Note:

Check to see if "Pilot 2 Injection Period" is not zero when symptoms occur.

Main injection period/

Min.: 0 μs, Max.: 65535 μs

Results of real-vehicle check:

• Idling (warm up the engine): 278 μs (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 227 μs

• Running without load (4000 rpm): 251 μs

Diagnostic Note:

• When the fuel pressure becomes 15000 kPa or less, "Main Injection Period" is set to 0.

• When the engine will not start, confirm that injection is performed.

• When P0093, P0627, P062D or P062E is stored, there is an engine stall request. At that time, "Main Injection Period" equals 0.

  Tech Tips

  As the engine stalls 1 minute after the MIL illuminates, freeze frame data cannot be checked.

After injection period/

Min.: 0 μs, Max.: 65535 μs

Diagnostic Note:

Check to see if "After Injection Period" is not zero when the following symptoms occur:

Black smoke, poor driveability.

Pilot 1 injection timing/

Min.: -70°CA, Max.: 20°CA

Results of real-vehicle check:

• Engine switch on (IG): 9.8°CA

• Idling (warm up the engine): 9.7°CA

• Running without load (2500 rpm): 20.8°CA

• Running without load (4000 rpm): 29.4°CA

Diagnostic Note:

Pilot 2 injection timing/

Min.: -50°CA, Max.: 20°CA

Results of real-vehicle check:

• Engine switch on (IG): 5.0°CA

• Idling (warm up the engine): 4.8°CA

• Running without load (2500 rpm): 8.5°CA

• Running without load (4000 rpm): 13.8°CA

Diagnostic Note:

Main injection timing/

Min.: -90°CA, Max.: 90°CA

Results of real-vehicle check:

• Engine switch on (IG): 0.0°CA

• Idling (warm up the engine): 0.8°CA

• Running without load (2500 rpm): -0.5°CA

• Running without load (4000 rpm): -1.2°CA

Diagnostic Note:

Use "Main Injection Timing" to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke.

After injection timing/

Min.: -10°CA, Max.: 50°CA

Results of real-vehicle check:

• Engine switch on (IG): -12.3°CA

• Idling (warm up the engine): -12.3°CA

• Running without load (2500 rpm): -20.3°CA

• Running without load (4000 rpm): -31.4°CA

Diagnostic Note:

Status of the pilot quantity learning/

Standby, Wait, Learn, Stop, Comple

Diagnostic Note:

• The status is only displayed while performing "Pilot Quantity Learning".

• If "Pilot Quantity Learning" is incomplete, the MIL illuminates and DTC P062F is stored.

Status of the injector pilot quantity learning/

Ready or NG

Status of the actuator pilot quantity learning/

Ready or NG

Status of the temperature pilot quantity learning/

Ready or NG

Status of the catalyst pilot quantity learning/

Ready or NG

Injection pressure feedback compensation volume/

Min.: -500 mm³/st, Max.: 780 mm³/st

-20 to 20 mm³/st at standard temperature

• Suction control valve malfunction

• Clogged fuel filter element sub-assembly

Results of real-vehicle check:

• Engine switch on (IG): 6.25 mm³/st

• Idling (warm up the engine): 9.23 mm³/st (2 minutes after starting the vehicle)

• Running without load (2500 rpm): -6.3 mm³/st

• Running without load (4000 rpm): 1.44 mm³/st

Diagnostic Note:

• When the (actual) fuel pressure is equal to the target fuel pressure, this value becomes 0.

• This indicator can be used for diagnosing supply pump related malfunctions.

• When this value (absolute value) is large, it indicates that the difference between the actual and target fuel pressure is also large.

  A positive value indicates that the pressure feed is being increased due to insufficient pressure. A negative value indicates that pressure is being reduced due to excessive rail pressure.

  When the suction control valve does not close properly, it causes rail overpressure, and this value and the "Pump SCV Learning Value" slip to the negative volume side.

Injection EDU Relay Request

Injection EDU Relay Request #2

Status of the EDU relay request/

ON or OFF

Target common rail pressure/

Min.: 0 kPa, Max.: 250000 kPa

Diagnostic Note:

• Inspect the (actual) fuel pressure, comparing it with the common rail target value.

• Considered normal when the actual fuel pressure is within +/-5000 kPa of the target fuel pressure under stable conditions when idling after warming up the engine.

Actual common rail pressure/

Min.: 0 kPa, Max.: 250000 kPa

• Fuel supply pump assembly

• High pressure pipes

• Fuel pressure sensor

• Injector assembly

• Feed pump (fuel supply pump assembly)

• Fuel filter element sub-assembly

• Pressure discharge valve

• Air in the fuel pipes

• Lack of fuel

Results of real-vehicle check:

• Engine switch on (IG): 0 kPa

• Idling (warm up the engine): 32830 kPa (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 60030 kPa

• Running without load (4000 rpm): 95590 kPa

Symptoms when out of range:

Difficult to start, poor driveability, lack of power, abnormal combustion noise

Diagnostic Note:

• Common Rail Pressure is the actual common rail fuel pressure.

• Inspect by comparing the fuel pressure with the target fuel pressure.

• When in a stable condition such as when idling after warming up the engine, the fuel pressure is within +/-5000 kPa of the target fuel pressure.

• The ECM uses fuel pressure for feedback control of the target fuel pressure via the fuel supply pump assembly.

  The injection amount is determined based on the injection timing and fuel pressure.

  Also, the spray pattern is selected based on the fuel pressure.

• For startup, at least 25000 kPa of fuel pressure is needed (take care as there is a response lag when the pressure rises).

• When the fuel pressure is below 25000 kPa, it may cause rough idling.

• When the fuel pressure has decreased by 20000 kPa from the target fuel pressure, there may be a lack of power.

• If actual fuel pressure is 5000 kPa higher than the target fuel pressure, P1229 will be stored. When the actual fuel pressure is lower than the target fuel pressure, "P1608 Lack of Power" may be detected depending on the degree of deviation from the target pressure.

• When the fuel pressure is higher than 250000 kPa, DTC P0088 will be stored.

Fuel temperature/

Min.: -40°C, Max.: 140°C

Diagnostic Note:

After fully cold soaking the engine, the fuel temperature is the same as the outside air temperature.

Final pump current target value/

Min.: 0 mA, Max.: 4000 mA

• Suction control valve malfunction

• Clogged fuel filter element sub-assembly

Results of real-vehicle check:

• Engine switch on (IG): 1083.8 mA

• Idling (warm up the engine): 1087.2 mA (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 1112.2 mA

• Running without load (4000 rpm): 1186.7 mA

Symptoms when out of range:

Difficulty starting, lack of power or rough idling

Diagnostic Note:

• ECU-calculated value for the suction control valve actuation target current.

• Value is large when a high fuel pressure is desired.

• Normally, the value is between 800 and 2500 mA.

• If the value is stuck at 3000 mA or higher, it indicates that the operation is poor (poor movement due to deposits, etc.).

• When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure.

Pump SCV learning value/

Min.: -4096 mA, Max.: 4095.8 mA

• Min.: -200 mA

• Max.: 200 mA

• Suction control valve malfunction

• Clogged fuel filter element sub-assembly

Results of real-vehicle check:

• Engine switch on (IG): 76.1 mA

• Idling (warm up the engine): 76.1 mA (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 80.8 mA

• Running without load (4000 rpm): 85.3 mA

Symptoms when out of range:

Difficulty starting, lack of power or rough idling

Diagnostic Note:

If the value is stuck at 200 mA or higher or -200 mA or less, it indicates that the operation is poor (poor movement due to deposits, etc.).

Pump SCV Status/

ON or OFF

Pump SCV duty request/

Min.: 0 %, Max.: 39.9 %

Pressure discharge valve operation/

ON or OFF

Diagnostic Note:

This is the ECM command.

Target EGR Valve Pos,

Target EGR Valve Pos #2

EGR valve target opening amount/

Min.: 0%, Max.: 100%

Results of real-vehicle check (Target EGR Valve Pos,):

• Engine switch on (IG): 0%

• Idling (warm up the engine): 38.8%

• Running without load (2500 rpm): 36.0%

• Running without load (4000 rpm): 0%

Symptoms when out of range:

• When value is out of range and approaching 0%: mass air flow meter degradation, intake or exhaust system blockage

• When value is out of range and approaching 100%: EGR pipe blockage

Diagnostic Note:

• Fully open: 100%.

• Fully closed: 0%.

• Used for comparison to "Actual EGR Valve Pos" and "Actual EGR Valve Pos #2".

Actual EGR Valve Pos

Actual EGR Valve Pos #2

Actual EGR valve position/

Min.: 0%, Max.: 100%

Symptoms when out of range:

• EGR valve stuck open: Poor starts (engine does not stop), black smoke, white smoke, lack of power

• EGR valve stuck closed: Increased turbo booster noise

Diagnostic Note:

• Fully open: 100%.

• Fully closed: 0%.

• Inspect while comparing to "Target EGR Valve Pos" and "Target EGR Valve Pos #2".

• Check the valve movement via the Active Test.

• Sometimes malfunctions only occur around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred.

EGR Position Sensor

EGR Position Sensor #2

EGR position sensor position:

Min.: 0 V, Max.: 4.99 V

Results of real-vehicle check (EGR Position Sensor):

• Engine switch on (IG): 3.813 V

• Idling (warm up the engine): 2.812 V

Diagnostic Note:

• This is the output voltage of the EGR valve position sensor.

EGR Motor Duty #1

EGR Motor Duty #2

EGR valve actuation duty:

Min.: 0%, Max.: 127.5%

Diagnostic Note:

• This EGR Motor Duty #1 is calculated based on Target EGR Valve Pos. to actuate the No. 1 EGR valve assembly.

• This EGR Motor Duty #2 is calculated based on Target EGR Valve Pos #2 to actuate the No. 2 EGR valve assembly.

• To 0%: Close side EGR valve actuation.

• To 100%: Open side EGR valve actuation.

• When this value is large but the actual valve position does not reach the target valve position, there is an unable to open malfunction.

EGR Close Lrn. Val.

EGR Close Lrn. Val. #2

EGR fully closed position learned value/

Min.: 0 V, Max.: 5 V

Results of real-vehicle check (EGR Close Lrn. Val.):

Engine switch on (IG): 3.811 V

Diagnostic Note:

• This value is the EGR position sensor output voltage.

• When the value is at the upper or lower limit of the normal range, it is possible that a foreign object is lodged in the EGR valve seat area.

• As the lower and upper limits are 3.5 V and 4.5 V respectively, if the value becomes stuck at either of these values, there is a malfunction in the lift sensor or the valve position may be misaligned (foreign matter is present, etc.).

Throttle Sensor Volt %

Throttle Sensor #2 Volt %

Absolute throttle position sensor/

Min.: 0%, Max.: 100%

• Engine switch on (IG): 60 to 80%

• Warmed-up and idling: 9 to 80%

Results of real-vehicle check (Throttle Sensor Volt %):

• Engine switch on (IG): 69.8%

• Idling (warm up the engine): 18.8%

• Running without load (2500 rpm): 45.4%

• Running without load (4000 rpm): 69.8%

Symptoms when out of range:

• Stuck closed: Engine stall, difficult to start, rough idling, lack of power, black smoke, white smoke

• Stuck open: Loud turbocharging sound, bad vibration when engine is stopped

• When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city driving is possible.

Diagnostic Note:

• Throttle position sensor output voltage is converted using 5 V = 100%.

• When fully closed: 14%.

• When fully open: 70%.

• When the engine switch is turned from off to on (IG), the throttle valve fully opens once.

• When the engine switch is turned from on (IG) to off, the throttle valve fully closes once.

Target Throttle Position

Target Throttle Position #2

Target throttle position/

Min.: -128%, Max.: 127%

• Throttle valve fully opened: 100%

• Throttle valve fully closed: 0%

Diagnostic Note:

If there is a malfunction of the throttle actuator, compare the target and actual throttle position values for troubleshooting.

Actual Throttle Position

Actual Throttle Position #2

Actual diesel throttle position/

Min.: -20%, Max.: 120%

Results of real-vehicle check (Actual Throttle Position):

• Engine switch on (IG): 100%

• Idling (warm up the engine): 9.0%

• Running without load (2500 rpm): 56.8%

• Running without load (4000 rpm): 100%

Symptoms when out of range:

• Stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle

• Stuck open: Loud turbocharging sound, bad vibration when engine is stopped

• When ECM detects a malfunction of the diesel throttle (MIL on), engine power is restricted so that the vehicle can drive with a maximum speed of 80 to 100 km/h.

Diagnostic Note:

Throttle Motor Duty

Throttle Motor Duty #2

Diesel throttle motor duty/

Min.: 0%, Max.: 100%

Results of real-vehicle check (Throttle Motor Duty):

• Idling (warm up the engine): 38.5%

• Running without load (2500 rpm): 51.0%

• Running without load (4000 rpm): 63.0%

Diagnostic Note:

When the moving force to open and close the diesel throttle valve increases, the value of Throttle Motor Duty increases.

Throttle Close Learning Val.

Throttle Close Learning Val #2

Throttle fully closed position learned value/

Min.: 0 deg, Max.: 84 deg

Results of real-vehicle check (Throttle Close Learning Val.):

Engine switch on (IG): 17.13 deg

Diagnostic Note:

• When the engine switch is turned from on (IG) to off and 5 seconds elapse, learning of "Throttle Close Learning Val." and "Throttle Close Learning Val #2" will be complete.

• When "Throttle Close Learning Val." is outside of the normal range, a foreign object may be lodged in the throttle valve (for bank 1).

• When "Throttle Close Learning Val #2" is outside of the normal range, a foreign object may be lodged in the throttle valve (for bank 2).

• If the value is stuck at the upper limit of 21.25 deg, there is a chance that a malfunction is present.

  However, as the initial value for the learned value is 21.25 deg, it is necessary to check the value after learning is completed.

Target booster pressure/

Min.: 0 kPa, Max.: 320 kPa

Diagnostic Note:

• Inspect while comparing with "MAP".

• With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 sec. or more, a feeling of a lack of power will occur.

• When the vehicle is driven with the engine speed at 3000 rpm or more and the accelerator pedal fully depressed, "MAP" is approximately equal to "Target Booster Pressure".

Target VN Turbo Position

Target VN Turbo Position #2

Target VN turbo position/

Min.: 0%, Max.: 100%

Diagnostic Note:

Actual VN Turbo Position

Actual VN Turbo Position #2

Actual VN turbo position/

Min.: 0%, Max.: 100%

Diagnostic Note:

If the vanes do not move smoothly or become stuck, the difference between the actual value and the target value becomes larger, and as a result, the motor duty also becomes larger.

VN Position Sensor Out

VN Position Sensor Out #2

VN position sensor output voltage/

Min.: 0 V, Max.: 5 V

VN Motor Duty

VN Motor Duty #2

VN turbo motor duty/

Min.: 0%, Max.: 127.5%

Diagnostic Note:

If the vanes do not move smoothly, the duty will increase towards 100%.

VN Close Learn Value

VN Close Learn Value #2

VN turbo fully closed position learned value/

Min.: 0 V, Max.: 5 V

VN turbo maximum opening amount/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

Engine switch on (IG): 48.0%

Diagnostic Note:

• The maximum vane opening amount is displayed in %.

• The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.

VN turbo minimum opening amount/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

Engine switch on (IG): 0%

Diagnostic Note:

• The minimum vane opening amount is displayed in %.

• The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.

Glow Relay Request

Glow Relay Request #2

Status of the glow relay request

ON or OFF

Status of the glow indicator

ON or OFF

Starter signal/

Open or Close

• Close malfunction (engine switch (STA) is ON but the signal is Close and the starter is operating): Wire harness is open or shorted to ground

• Open malfunction (engine switch (STA) is off but the signal is Open and the starter is not operating): Wire harness is shorted to +B

• Operation malfunction: engine switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted

Symptoms when out of range:

• Engine switch is on (IG) but the starter does not operate: Starting is not possible

• Engine switch is off but the starter continues to operate: STA signal malfunction (P0617) is stored

Diagnostic Note:

Engine switch (STA) output:

• Open: Starter is operating

• Close: Starter is not operating

Status of the starter control/

ON or OFF

Diagnostic Note:

This item indicates the status of the engine switch.

Status of the starter relay/

ON or OFF

Neutral position switch status/

ON or OFF

Immobiliser communication/

ON or OFF

• ON: Normal

• OFF: Engine cannot be started due to immobiliser communication malfunction

• Use of a non-registered key

• Key battery is fully depleted

Engine speed when starter off/

Min.: 0 rpm, Max.: 1594 rpm

Diagnostic Note:

Engine speed immediately after starting the engine.

Starter on count/

Min.: 0, Max.: 255

Diagnostic Note:

Number of times the starter turned on from the time the engine switch was turned to on (IG).

Distance driven during previous trip/

Min.: 0 km, Max.: 261 km

Diagnostic Note:

Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal.

Glow request lighting time/

Min.: 0 ms, Max.: 33423 ms

Diagnostic Note:

• By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined.

• If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.

IG-ON time/

Min.: 0 ms, Max.: 33423 ms

Diagnostic Note:

• By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined.

• If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.

Engine starting time/

Min.: 0 ms, Max.: 267000 ms

Diagnostic Note:

This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm.

This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.

Immobiliser fuel cut history/

ON or OFF

Diagnostic Note:

If Immobiliser Fuel Cut History was "ON" when DTC P1604 (Startability Malfunction) was stored, the engine could not be started due to the immobiliser.

Rough Idle #1

Rough Idle #2

Rough Idle #3

Rough Idle #4

Rough Idle #5

Rough Idle #6

Rough Idle #7

Rough Idle #8

Status of the Rough Idle #1 to #8/

ON or OFF

Diagnostic Note:

• This item indicates cylinders which had speeds lower than the other cylinders.

• This item indicates cylinders which are likely to be the cause of rough idle.

Electric load feedback value/

Min.: 0 mm³/st, Max.: 39.8 mm³/st

0 to 2.5 mm³/st

Diagnostic Note:

Expected injection volume increase after the electrical load turns from off to on.

A/C load feedback value/

Min.: 0 mm³/st, Max.: 39.8 mm³/st

0 to 2.0 mm³/st

Diagnostic Note:

Expected injection volume increase after the A/C turns from off to on.

Power steering load feedback value/

Min.: 0 mm³/st, Max.: 39.8 mm³/st

0 mm³/st

Diagnostic Note:

Expected injection volume increase after the power steering turns from off to on.

Idle minimum injection volume/

Min.: 0 mm3/st, Max.: 39.8 mm3/st

Low mass airflow/

ON or OFF

• Mass air flow meter (value is out of range)

• Intake system blockage

• Disconnected air hoses (intake system)

• EGR system (EGR valve closing malfunction)

• Nozzle vane (turbocharger sub-assembly) movement problems

Symptoms when out of range:

Lack of power

Diagnostic Note:

• When DTC P1608 is output, this item indicates whether the cause of lack of power is related to the intake air amount.

• This item indicates whether the intake air amount measured by the mass air flow meter was insufficient, which would cause the fuel injection volume to be reduced for a certain period of time. If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.

• This item is "ON" when the intake air amount is low due to blockage in the intake system, disconnection of hoses or an excessive amount of EGR, and also when the intake air amount is measured to be low due to deterioration of the mass air flow meter.

Low boost pressure/

ON or OFF

• Nozzle vane (turbocharger sub-assembly) stuck

• Disconnected air hoses (intake system)

• Manifold absolute pressure sensor

• Atmospheric pressure sensor (built into ECM)

• Difference between atmospheric pressure and intake pressure

• EGR valve does not close

• Throttle valve does not open

Symptoms when out of range:

Lack of power

Diagnostic Note:

• When DTC P1608 is output, this item indicates whether the cause of lack of power is due to the boost pressure.

• This item indicates whether the actual boost pressure was insufficient compared to the target boost pressure, which would cause the fuel injection volume to be reduced for a certain period of time. If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.

Low common rail pressure/

ON or OFF

• Suction control valve (movement problems)

• Fuel leak

• Fuel pressure sensor (common rail assembly (for bank 1))

Symptoms when out of range:

Lack of power

Diagnostic Note:

• When DTC P1608 is output, this item indicates whether the cause of lack of power is the common rail pressure.

• This item indicates whether the actual common rail pressure was lower than the target pressure for a certain period of time. If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.

High engine coolant temperature/

ON or OFF

• Engine coolant temperature sensor

• Engine coolant leak

• Radiator clog

Symptoms when out of range:

Lack of power

Diagnostic Note:

• When DTC P1608 is output, this item indicates whether the cause of lack of power is due to a high engine coolant temperature.

• This item indicates whether the fuel injection volume was reduced for a certain period of time due to a high engine coolant temperature (overheating). If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.

Ratio of intake air amount to estimated intake air amount/

Min.: 0, Max.: 2.55

Engine speed 4000 rpm, EGR system off:

0.6 to 1.4

• Mass air flow meter sub-assembly

• Turbocharger sub-assembly

• Pipes between turbocharger sub-assembly and intake manifold are disconnected or leaking

• Pipes between mass air flow meter sub-assembly and turbocharger sub-assembly are disconnected or leaking

Symptoms when out of range:

Lack of power

Diagnostic Note:

• Even when the system is normal, the value may deviate from the range specified in Normal Condition for a short period of time (approximately 1 second).

• This item indicates the ratio of the intake air amount to the estimated intake air amount. The estimated air amount is calculated using the intake manifold pressure and intake air temperature.

• When DTC P1608 is stored, this item is useful in determining whether there is a problem in the turbocharger system or a disconnected or leaking pipe in the high pressure intake system when the boost pressure is insufficient.

• When performing troubleshooting, this information is only valid when there is a high load (the diesel throttle is fully open) and the EGR system is off.

Intake Air Temperature (Turbo) Support/

Unsupp or Supp

Glow Indicator Support/

Unsupp or Supp

Target Throttle Position Support/

Unsupp or Supp

Target Throttle Position #2 Support/

Unsupp or Supp

Actual Throttle Position Support/

Unsupp or Supp

Actual Throttle Position #2 Support/

Unsupp or Supp

Target Common Rail Pressure Support/

Compl or Incmpl

Common Rail Pressure Support/

Unsupp or Supp

Fuel Temperature Support/

Unsupp or Supp

Target EGR Valve Pos Support/

Unsupp or Supp

Target EGR Valve Pos #2 Support/

Unsupp or Supp

Actual EGR Valve Pos Support/

Unsupp or Supp

Actual EGR Valve Pos #2 Support/

Unsupp or Supp

Target Booster Pressure Support/

Unsupp or Supp

VN Turbo Command Support/

Unsupp or Supp

VN Turbo Command #2 Support/

Unsupp or Supp

Actual VN Position Support/

Unsupp or Supp

Actual VN Position #2 Support/

Unsupp or Supp

Exhaust Temperature B1S1 Support/

Unsupp or Supp

Exhaust Temperature B1S2 Support/

Unsupp or Supp

Exhaust Temperature B1S3 Support/

Unsupp or Supp

Exhaust Temperature B2S1 Support/

Unsupp or Supp

Exhaust Temperature B2S2 Support/

Unsupp or Supp

Exhaust Temperature B2S3 Support/

Unsupp or Supp

DPF Differential Pressure Support/

Unsupp or Supp

DPF Differential Pressure #2 Support/

Unsupp or Supp

*1:

Supp: The item is supported by the vehicle.

Unsupp: The monitor is not supported by the vehicle.

ECM gearshift command/

1st, 2nd, 3rd, 4th, 5th and 6th

Input turbine speed/

Min.: 0 rpm, Max.: 12750 rpm

• Lock-up ON (After warming up engine): Input turbine speed (NT) equal to engine speed

• Lock-up OFF (Idling at P or N position): Input turbine speed (NT) nearly equal to engine speed

Diagnostic Note:

Data is displayed in increments of 50 rpm.

Lock-up/

ON or OFF

• ON: Lock up operating

• OFF: Lock up not operating

ATF temperature sensor value/

Min.: -40°C, Max.: 215°C

With engine cold:

Equal to ambient temperature

Diagnostic Note:

If the value is -40°C (-40°F) or 150°C (302°F), the ATF temperature sensor circuit is open or shorted.