ECD SYSTEM DATA LIST / ACTIVE TEST

Calculated load by ECM/

Min.: 0%, Max.: 100%

• Idling: 10 to 35%

• Running without load (2500 rpm): 10 to 35%

• Driving with the accelerator fully open at 3000 rpm: 80.3 to 99.6%

• Driving with the accelerator fully open at 4000 rpm: 96.4 to 98%

Results of real-vehicle check:

• Ignition switch ON: 0.0%

• Cranking (534 rpm): 61.9%

• Idling (warm up the engine): 16.8% (2 minutes after starting the engine)

• Running without load (2500 rpm): 17.2%

• Running without load (4000 rpm): 24.7%

• Driving with the accelerator fully open at 2000 rpm: 81.9%

• Driving with the accelerator fully open at 3000 rpm: 98.8%

• Driving with the accelerator fully open at 4500 rpm: 99.6%

Diagnostic Note:

Calculate load = (Actual inner torque / Full inner torque) x 100.

Air flow rate from MAF meter/

Min.: 0 gm/sec., Max.: 655.35 gm/sec.

• Idling (EGR valve open): 3.5 to 7 gm/sec.

• Idling (EGR valve close): 8 to 12 gm/sec.

• Running without load (2000 rpm): 10 to 40 gm/sec.

• MAF meter

• MAF 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:

• Ignition switch ON: 0 gm/sec.

• Cranking (534 rpm): 3.27 gm/sec.

• Idling (warm up the engine): 4.3 gm/sec. (2 minutes after starting the vehicle and "Actual EGR Valve Pos." = 65.4%)

• Idling (warm up the engine): 8.3 gm/sec. (2 minutes after starting the vehicle and "Actual EGR Valve Pos." = 0.3%)

• Running without load (2500 rpm): 19.97 gm/sec. (at "Actual EGR Valve Pos." = 61.9%)

• Running without load (4000 rpm): 58.86 gm/sec.

• Driving with the accelerator fully open at 2000 rpm: 37.22 gm/sec.

• Driving with the accelerator fully open at 3000 rpm: 75.94 gm/sec.

• Driving with the accelerator fully open at 4500 rpm: 92.24 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 MAF value exceeds the normal condition when the engine is idling, the EGR passage is possibly clogged.

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




• Mass air flow meter power source circuit is open.

• VG circuit is open or shorted.

• If the value is always 200 gm/sec. or more:




• EVG circuit is open.

Engine speed/

Min.: 0 rpm, Max.: 16383 rpm

• Crankshaft position sensor

• Crankshaft position sensor circuit

Results of real-vehicle check:

Idling ("Coolant Temp" = 75°C (167°F)): 798 rpm

Diagnostic Note:

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

Engine start time/

Min.: 0 ms, Max.: 267386 ms

Engine coolant temperature 0°C (32°F) or more:

5000 ms or less

Diagnostic Note:

Time necessary for the engine to start.

Engine speed when starter off/

Min.: 0 rpm, Max.: 1593 rpm

Diagnostic Note:

This is the engine speed immediately after starting the engine.

Absolute pressure inside intake manifold/

Min.: 0 kPa, Max.: 255 kPa

• Idling: 90 to 102 kPa (depending on barometric pressure)

• Engine running without load at 3000 rpm: 100 to 150 kPa

• Turbo 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:

• Ignition switch ON: 99 kPa

• Cranking: 99 kPa

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

• Running without load (2500 rpm): 109 kPa

• Running without load (3000 rpm): 129 kPa

• Running without load (4000 rpm): 164 kPa

• Driving with the accelerator fully open at 2000 rpm: 155 kPa

• Driving with the accelerator fully open at 3000 rpm: 220 kPa

• Driving with the accelerator fully open at 4500 rpm: 209 kPa

Symptoms when out of range:

Lack of power

Diagnostic Note:

• When the ignition switch is ON 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 MAP (intake manifold absolute pressure) is low compared to the target booster pressure by at least 15 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

Results of real-vehicle check:

After warming up engine: 75°C (167°F)

Symptoms when out of range:

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

Diagnostic Note:

• If the value is -30°C (-22°F) or less or 120°C (248°F) or more, the sensor circuit is open or shorted.

• After a long soak, the Coolant Temp, Intake Air and ambient air temperature are approximately equal.

Status of engine coolant temperature high/

ON or OFF

Diagnostic Note:

This shows that there was a continuous reduction of injection volume due to high engine coolant temperature (overheating).

Intake air temperature/

Min.: -40°C, Max.: 140°C

Results of real-vehicle check:

Idling: 31°C (88°F)

Diagnostic Note:

• After a long soak, the engine coolant temperature, intake air temperature, and ambient air 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

Results of real-vehicle check:

Idling: 33°C (91°F)

Diagnostic Note:

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

• If the value is -30°C (-22°F) or less or 149°C (300°F) or more, the sensor circuit is open or shorted.

Pre glow operation/

ON or OFF

After glow operation/

ON or OFF

Status of the engine oil Pressure switching valve/

ON or OFF

Diagnostic Note:

This is the ECM command.

"ON" means that the engine oil pressure is being maintained at a low pressure.

Engine Oil Pressure value/

Min.: -2560 kPa, Max.: 2559.921 kPa

• Idling (engine completely warmed up, A/C off and shift lever in neutral): 24.5 kPa or higher

• Engine running at 3200 rpm (engine completely warmed up, A/C off and shift lever in neutral): 150 kPa or higher

Diagnostic Note:

"ON" means that the engine oil pressure is being maintained at a low pressure.

Starter signal/

ON or OFF

• OFF malfunction (ignition switch is START but the starter signal is OFF and the starter is operating): Wire harness is open or shorted to ground

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

• Operation malfunction: Ignition 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:

• Ignition switch is ON but the starter does not operate: Starting is not possible

Diagnostic Note:

• Ignition switch (START) output:




• ON: Starter is operating.

• OFF: Starter is not operating.

Neutral position switch status/

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

• Wire harness or connector

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.

Electric fan motor operation/

ON or OFF

Electrical load signal/

ON or OFF

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).

Immobiliser communication/

ON or OFF

• Use of a non-registered key

• Key battery is fully depleted

Clutch switch/

ON or OFF

Symptoms when out of range:

Pilot quantity learning, etc. may not function properly or may not function at all.

Diagnostic Note:

When this item displays "OFF" with the clutch pedal depressed, the shock when accelerating and decelerating the vehicle becomes larger and pilot quality learning cannot be performed.

Battery voltage/

Min.: 0 V, Max.: 65 V

Results of real-vehicle check:

• Ignition switch ON: 12.4 V

• Idling: 14.1 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.: 0 kPa, Max.: 255 kPa

Results of real-vehicle check:

Ignition switch ON: 100 kPa

Diagnostic Note:

• With the ignition switch ON, when the difference between the atmospheric pressure sensor and turbo pressure sensor output is 7 kPa or higher, there is a malfunction in one of the sensors.

• With the ignition switch ON, when the atmospheric pressure sensor output 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 altitude, pressure drops by 1 kPa.

  Varies by weather (high atmospheric pressure, low atmospheric pressure).

A/C cut status for Active Test/

ON or OFF

Diagnostic Note:

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

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.

MIL status/

ON or OFF

MIL on run distance/

Min.: 0 km, Max.: 65535 km

Diagnostic Note:

• Distance traveled after a DTC is stored.

• Cleared when the negative (-) battery cable is disconnected or when the DTC is cleared using the intelligent tester.

Running time from MIL on/

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

Diagnostic Note:

• Engine run time since the MIL illumination.

• Cleared when the negative (-) battery cable is disconnected or when the DTC is cleared using the intelligent tester.

Engine run time/

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

Diagnostic Note:

Time passed since the ignition switch was turned to ON.

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 after DTC cleared/

Min.: 0 km, Max.: 65535 km

Diagnostic Note:

• Distance driven since the DTCs were cleared.

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

Warmup cycle after DTC cleared/

Min.: 0, Max.: 255

Diagnostic Note:

• Number of engine warm ups since DTCs were cleared.

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

Accelerator position status/

Min.: 0%, Max.: 100%

• Accelerator pedal released:

  0%

• Accelerator pedal fully depressed:

  100%

Results of real-vehicle check:

• Ignition switch ON: 0% (accelerator pedal released)

• Running without load (2500 rpm): 9.37%

• Running without load (4000 rpm): 12.5%

• Driving with the accelerator fully open at 2000 rpm: 99.6%

• Driving with the accelerator fully open at 4500 rpm: 99.6%

Diagnostic Note:

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

Accelerator position No. 1/

Min.: 0%, Max.: 100%

Accelerator position No. 2/

Min.: 0%, Max.: 100%

Accelerator position No. 1 voltage/

Min.: 0 V, Max.: 5 V

• Accelerator pedal released:

  0.6 to 1.0 V

• Accelerator pedal fully depressed:

  3.0 to 4.6 V

Diagnostic Note:

Read value with ignition switch ON (do not start engine)

Accelerator position No. 2 voltage/

Min.: 0 V, Max.: 5 V

• Accelerator pedal released:

  1.4 to 1.8 V

• Accelerator pedal fully depressed:

  3.7 to 5.0 V

Diagnostic Note:

Read value with ignition switch ON (do not start engine)

Alternator generation duty ratio/

Min.: 0%, Max.: 100%

• Battery deterioration

• Alternator malfunction

• Check for accessory lights, malfunctions, etc.

Diagnostic Note:

• Outputs the alternator generation duty in order to see the electrical load.

• Can be used to determine whether a higher than normal injection volume at idle, etc. is resulting from 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 MAX status, there is an electrical system abnormality, like battery deterioration.

Reverse switch/

ON or OFF

Shift indication enable/

ON or OFF

Manual transmission shift up indication/

ON or OFF

Manual transmission shift down indication/

ON or OFF

Engine speed for No. 1 cylinder/

Min.: 0 rpm, Max.: 51199 rpm

Symptoms when out of range:

When the engine speed of all cylinders is not equal, idling will be rough.

Diagnostic Note:

• The engine is cranked for approximately 10 seconds, then the speed of each cylinder is measured (compression test).

• Indicates the speed of each cylinder when cranking. Example - Normal: Engine speed of all cylinders is approximately equal. When No. 1 cylinder compression is extremely low, "Engine speed of Cyl #1" is approximately 300 rpm, and "Engine speed of Cyl #2 to #4" is approximately 200 rpm.

• Usually the tester displays the value of when the engine is started.

Engine speed for No. 2 to No. 4 cylinder/

Min.: 0 rpm, Max.: 51199 rpm

Engine speed for all cylinders/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

• Identifying model code:

Diagnostic Note:

• Identifying engine type: 1NDTV

Cylinder number/

Min.: 0, Max.: 255

Diagnostic Note:

• Identifying cylinder number: 4

Transmission type/

MT or MMT(6th)

Diagnostic Note:

• Identifying destination:

Model year/

Min.: 1900, Max.: 2155

Diagnostic Note:

• Identifying model year: 201#

Diagnostic Note:

• Identifying engine type: Diesel

Target common rail pressure/

Min.: 0 kPa, Max.: 655350 kPa

Results of real-vehicle check:

• Ignition switch ON: 25000 kPa

• Cranking: 27150 kPa

• Idling (warm up the engine): 25000 kPa (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 43990 kPa

• Running without load (4000 rpm): 67100 kPa

• Driving with the accelerator fully open at 2000 rpm: 107800 kPa

• Driving with the accelerator fully open at 3000 rpm: 155480 kPa

• Driving with the accelerator fully open at 4500 rpm: 159640 kPa

Diagnostic Note:

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

• Considered normal when the actual fuel pressure is within +/-10000 kPa of the target fuel pressure under stable conditions.

Fuel pressure/

Min.: 0 kPa, Max.: 655350 kPa

Idling: 19900 to 37000 kPa

4000 rpm: 50700 to 73000 kPa

Fuel Press = Target Common Rail Pressure +/-10000 kPa at stable condition

• Fuel supply pump

• High pressure pipes

• Fuel pressure sensor

• Injector assembly

• Feed pump (fuel supply pump)

• Fuel filter

• Pressure control valve

• Air bleed to the fuel

• Lack of fuel

Results of real-vehicle check:

• Ignition switch ON: 360kPa

• Cranking: 33570 kPa

• Idling (warm up the engine): 24330 kPa (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 43690 kPa

• Running without load (4000 rpm): 66340 kPa

• Driving with the accelerator fully open at 2000 rpm: 109670 kPa

• Driving with the accelerator fully open at 3000 rpm: 156520 kPa

• Driving with the accelerator fully open at 4500 rpm: 160260 kPa

Symptoms when out of range:

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

Diagnostic Note:

• Fuel 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, the fuel pressure is within +/-10000 kPa of the target fuel pressure.

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

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

Pressure control valve operation signal/

ON or OFF

Pump current target final value/

Min.: 0 mA, Max.: 8191.8 mA

• Suction control valve malfunction

• Clogged fuel filter

Results of real-vehicle check:

• Cranking: 1052 mA

• Idling: 1156 mA

• Running without load (2500 rpm): 1287 mA

• Running without load (4000 rpm): 1217 mA

• Driving with the accelerator fully open at 2000 rpm: 1140 mA

• Driving with the accelerator fully open at 3000 rpm: 965 mA

• Driving with the accelerator fully open at 4500 rpm: 954 mA

Symptoms when out of range:

Difficult 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.

• Value becomes stuck at 1800 mA or more or 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.

Injection volume/

Min.: 0 mm³/st, Max.: 1279.98 mm³/st

Idling: 2.0 to 8.0 mm³/st

Results of real-vehicle check:

• Cranking: 19.58 mm³/st

• Idling (warm up the engine): 4.19 mm³/st (at "Actual EGR Valve Pos." = 0.3%)

• Idling (warm up the engine): 4.78 mm³/st (at "Actual EGR Valve Pos." = 65.4%)

• Running without load (2500 rpm): 4.58 mm³/st

• Running without load (4000 rpm): 5.99 mm³/st

• Driving with the accelerator fully open at 2000 rpm: 31.28 mm³/st

• Driving with the accelerator fully open at 3000 rpm: 45.48 mm³/st

• Driving with the accelerator fully open at 4500 rpm: 31.67 mm³/st

Diagnostic Note:

• Injection amount for each combustion.

• If Injector assemblies are clogged, fuel quality is poor, the fuel filter is clogged, or engine friction increases, then "Injection Volume" will increase.

Injection volume correction for No. 1 cylinder/

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -2.0 to 2.0 mm³/st

• Injector assembly clogging

• Injector assembly 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)

Results of real-vehicle check:

Idling: 0 mm³/st

#1 cylinder fuel cut (misfired): 7.2 mm³/st

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 warm up, 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 2.0 mm³/st: Injector assembly breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

Injection volume correction for No. 2 cylinder/

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -2.0 to 2.0 mm³/st

• Injector assembly clogging

• Injector assembly 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)

Results of real-vehicle check:

Idling: 0 mm³/st

#2 cylinder fuel cut (misfired): 7.2 mm³/st

Injection volume correction for No. 3 cylinder/

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -2.0 to 2.0 mm³/st

• Injector assembly clogging

• Injector assembly 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)

Results of real-vehicle check:

Idling: -0.4 mm³/st

#3 cylinder fuel cut (misfired): 7.2 mm³/st

Injection volume correction for No. 4 cylinder/

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -2.0 to 2.0 mm³/st

• Injector assembly clogging

• Injector assembly 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)

Results of real-vehicle check:

Idling: 0 mm³/st

#4 cylinder fuel cut (misfired): 7.2 mm³/st

Pilot 1 injection period/

Min.: 0 μs, Max.: 65535 μs

Results of real-vehicle check:

• Cranking: 398 μs

• Idling (warm up the engine): 319 μs

• Running without load (2500 rpm): 183 μs

• Running without load (4000 rpm): 163 μs

• Driving with the accelerator fully open at 2000 rpm: 148 μs

• Driving with the accelerator fully open at 3000 rpm: 138 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 the symptoms occur.

Pilot 2 injection period/

Min.: 0 μs, Max.: 65535 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 the symptoms occur.

Main injection period/

Min.: 0 μs, Max.: 65535 μs

Results of real-vehicle check:

• Cranking: 923 μs

• Idling (warm up the engine): 418 μs (2 minutes after starting the vehicle)

• Running without load (2500 rpm): 334 μs

• Driving with the accelerator fully open at 2000 rpm: 582 μs

• Driving with the accelerator fully open at 3000 rpm: 595 μs

• Driving with the accelerator fully open at 4500 rpm: 423 μs

Diagnostic Note:

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

After injection period/

Min.: 0 μs, Max.: 65535 μs

Symptoms when out of range:

Poor drivability, white smoke during PM regeneration.

Diagnostic Note:

During PM regeneration, acceleration and deceleration shock may increase slightly.

Pilot 1 injection timing/

Min.: -70°CA, Max.: 20°CA

Symptoms when out of range:

Combustion noise, poor drivability, white smoke.

Pilot 2 injection timing/

Min.: -50°CA, Max.: 20°CA

Symptoms when out of range:

Combustion noise, poor drivability, white smoke.

Main injection timing/

Min.: -90°CA, Max.: 90°CA

Symptoms when out of range:

Combustion noise, poor drivability, white smoke.

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:

• Driving with PM regeneration operating at 3000 rpm: -23.9°CA

Symptoms when out of range:

Poor drivability, white smoke during PM regeneration.

Fuel temperature/

Min.: -40°C, Max.: 215°C

Results of real-vehicle check:

Idling: 43°C (109°F)

Diagnostic Note:

After a cold soak, the fuel temperature is the same as the outside air temperature.

EGR valve target opening angle/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

• Ignition switch ON: 0%

• Cranking: 0%

• Idling with EGR off (warm up the engine): 0.3%

• Idling with EGR on (warm up the engine): 65.4%

• Running without load (2500 rpm): 61.5%

• Running without load (4000 rpm): 0%

• Driving with the accelerator fully open at 2000 rpm: 0%

• Driving with the accelerator fully open at 3000 rpm: 0%

• Driving with the accelerator fully open at 4500 rpm: 0%

Symptoms when out of range:

• When value is out of range and approaching 0%: MAF 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.".

EGR valve position/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

• Ignition switch ON: 0%

• Cranking: 0%

• Idling with EGR off (warm up the engine): 0%

• Idling with EGR on (warm up the engine): 65.4%

• Running without load (2500 rpm): 61.9%

• Running without load (4000 rpm): 0%

• Driving with the accelerator fully open at 2000 rpm: 0.3%

• Driving with the accelerator fully open at 3000 rpm: 0.3%

• Driving with the accelerator fully open at 4500 rpm: 0%

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 Position".

• Check the valve movement via the Active Test.

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

EGR Active Test operation prohibit/

OK or NG

Diagnostic Note:

• OK: "EGR Valve Control Active Test Possible" Condition.

• NG: "Not Possible" Condition.

EGR valve fully closed position learning status/

OK or NG

Diagnostic Note:

• "OK" means the fully closed position learning has completed normally.

• When NG, the learned fully closed position may be outside of the normal range.

• When NG, there may be foreign matter stuck in the valve.

EGR cooler bypass valve VSV operation/

ON or OFF

EGR valve motor duty ratio/

Min.: 0%, Max.: 127.5%

EGR cooler bypass valve position/

OFF, Cooler, Half Pos or Bypass

Diagnostic Note:

As using the GTS ver. 5.1, since its indication of "Cooler" and "Bypass" is opposite to the movement of the actuator, be sure to visually confirm the actuation.

Target throttle position

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

• Throttle valve fully opened: 0%

• Throttle valve fully closed: 100%

Results of real-vehicle check:

• Ignition switch ON: 0%

• Cranking: 0%

• Idling (warm up the engine): 74%

• Running without load (2500 rpm): 13%

• Running without load (4000 rpm): 0%

• Driving with the accelerator fully open at 2000 rpm: 0%

• Driving with the accelerator fully open at 4500 rpm: 0%

Diagnostic Note:

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

Actual throttle position/

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

Results of real-vehicle check:

• Ignition switch ON: -1%

• Cranking: 0%

• Idling (warm up the engine): 74%

• Running without load (2500 rpm): 13%

• Running without load (4000 rpm): -1%

• Driving with the accelerator fully open at 2000 rpm: -1%

• Driving with the accelerator fully open at 4500 rpm: 0%

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 stopped

• When ECM detects a malfunction of diesel throttle (MIL on), engine power is restricted so that the vehicle can drive with a maximum speed of 80 to 120 km/h.

Diagnostic Note:

Closing percentage of the throttle valve.

• Fully closed: 100%.

• Fully open: 0%.

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

Throttle position sensor output voltage

Min.: 0%, Max.: 100%

• Throttle valve fully opened: 0 to 15%

• Throttle valve fully closed: 90 to 100%

Results of real-vehicle check:

• Ignition switch ON: 0.0%

• Cranking: 0.0%

• Idling (warm up the engine): 74.9%

• Running without load (2500 rpm): 12.9%

• Running without load (4000 rpm): 0.0%

• Driving with the accelerator fully open at 2000 rpm: 0.0%

Diagnostic Note:

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

Diesel throttle motor actuate duty/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

• Cranking: 14.9%

• Idling (warm up the engine): 13.7%

• Running without load (2500 rpm): 12.9%

• Running without load (4000 rpm): 10.5%

• Driving with the accelerator fully open at 2000 rpm: 13.7%

• Driving with the accelerator fully open at 3000 rpm: 12.9%

Diagnostic Note:

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

Throttle fully closed position learned value/

Min.: 0 deg, Max.: 84 deg

Diagnostic Note:

• When the ignition switch is turned from ON to off and 5 seconds elapse, learning of "Throttle Close Learning Val." will be complete.

• When "Throttle Close Learning Val." is outside of the normal range, a foreign object may lodged in the throttle valve.

• 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.

Diesel throttle learning history/

OK or NG

Diagnostic Note:

• If the system is functioning properly, learning will be performed when the ignition switch is turned from ON to off.

• NG indicates that a foreign object may be lodged in the throttle valve or actuator components, or a disconnection/short exists in the signal wires.

Target boost pressure/

Min.: 0 kPa, Max.: 320 kPa

Idling: 84 to 121 kPa

3000 rpm without load: 129 to 186 kPa

4000 rpm without load: 142 to 204 kPa

Results of real-vehicle check:

• Ignition switch ON: 100 kPa

• Cranking: 104.17 kPa

• Idling (warm up the engine): 100.97 kPa

• Running without load (2500 rpm): 116.17 kPa

• Running without load (4000 rpm): 164.86 kPa

• Driving with the accelerator fully open at 2000 rpm: 201.46 kPa

• Driving with the accelerator fully open at 3000 rpm: 234.25 kPa

• Driving with the accelerator fully open at 4500 rpm: 211.56 kPa

Symptoms when out of range:

Lack of power

Diagnostic Note:

Inspect while comparing with "MAP".

Actual VN turbo position/

Min.: 0%, Max.: 127.5%

Diagnostic Note:

The actual VN position is controlled to reach the target (VN turbo command).

Nozzle vane position sensor output voltage/

Min.: 0 V, Max.: 4.999 V

VN turbocharger motor duty/

Min.: 0%, Max.: 127.5%

Diagnostic Note:

If the vanes do not move smoothly or are stuck, the difference between the target (VN turbo command) and actual value will become larger, resulting a larger VN motor duty.

VN turbocharger closed learning value/

Min.: 0 V, Max.: 4.999 V

VN turbo type/

Not Avl, Commo, Vacuum or CAN Com

VN turbo maximum opening angle/

Min.: 0%, Max.: 99.6%

VN turbo minimum opening angle/

Min.: 0%, Max.: 100%

VN turbo operation prohibit/

OK or NG

Diagnostic Note:

When NG, indicates a condition where the engine software does not allow the VN turbo Active Test.

VN turbo fully closed learning status/

ON or OFF

Diagnostic Note:

If the VN close status learning has not completed, the correct status may not be output.

Boost pressure deviation/

Min.: -320 kPa, Max.: 320 kPa

Diagnostic Note:

Boost Pressure Deviation = MAP (actual turbocharging pressure) - Target Booster Pressure

VN turbo command value/

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

Results of real-vehicle check:

• Ignition switch ON: 100%

• Cranking: 93%

• Idling (warm up the engine): 90%

• Running without load (2500 rpm): 85%

• Running without load (4000 rpm): 77%

• Driving with the accelerator fully open at 2000 rpm: 95%

• Driving with the accelerator fully open at 3000 rpm: 37%

• Driving with the accelerator fully open at 4500 rpm: 19%

Diagnostic Note:

• "VN Turbo command" is a command value.

• 0%: Full open vanes (contraction of actuation-use rods)

• 90% or more: Full closed vanes (extension of actuation-use rods)

• When this value is large, the turbo works well.

• There is no actual opening angle data to handle the VN Turbo command value.

Lambda equivalent ratio/

Min.: 0, Max.: 1.998

AF Lambda B1S1 = air-fuel ratio / 14.5 (Stoichiometric A/F ratio)

Value less than 1: Rich

Value greater than 1: Lean

Air-fuel ratio = Intake air mass / (fuel injection mass)

• Air fuel ratio sensor

• Air fuel ratio sensor circuit

• Injector assembly clogged

Diagnostic Note:

• If the injector assemblies become clogged, the AF Lambda B1S1 value will increase under all circumstances while the engine is running (The value increases regardless of whether the DPF catalyst regeneration has been performed).

• AF Lambda B1S1 is about 1.0 when driving at full load, and is about 2.5 to 3.5 when idling with warm engine.

Air-fuel ratio sensor output voltage/

Min. : 0 V Max.: 7.999 V

• Air fuel ratio sensor

• Air fuel ratio sensor circuit

• Injector assembly clogged

A/F sensor current/

Min.: -128 mA Max.: 127.99 mA

A/F sensor learning value/

Min.: 0 V Max.: 5 V

Diagnostic Note:

Inspect the air fuel ratio sensor performance.

Exhaust gas temperature of CCo catalyst/

Min.: -40°C Max.: 1000°C

Idling after engine warmed-up/

80 to 300°C

During DPF catalyst regeneration/

470 to 600°C

• Exhaust gas temperature sensor B1S1

• DPF catalyst deteriorated

Results of real-vehicle check:

• Ignition switch ON: 53.7°C

• Idling (warm up the engine): 117.5°C

• Running without load (2500 rpm): 134.3°C

• Running without load (4000 rpm): 200.6°C

• Driving with the accelerator fully open at 2000 rpm: 234.3°C

• Driving with the accelerator fully open at 3000 rpm: 285.0°C

Diagnostic Note:

• If an open occurs in an exhaust temperature sensor circuit, 20°C is displayed on the intelligent tester.

• If a short occurs in an exhaust temperature sensor circuit, 900°C is displayed on the intelligent tester.

Exhaust gas temperature of DPF catalyst/

Min.: -40°C Max.: 1000°C

Idling after engine warmed-up/

80 to 300°C

During DPF catalyst regeneration/

500 to 700°C

• Exhaust gas temperature sensor B1S2

• DPF catalyst deteriorated

Results of real-vehicle check:

• Ignition switch ON: 35.6°C

• Idling (warm up the engine): 150.6°C

• Running without load (2500 rpm): 123.1°C

• Running without load (4000 rpm): 198.1°C

• Driving with the accelerator fully open at 2000 rpm: 189.3°C

• Driving with the accelerator fully open at 3000 rpm: 240°C

Diagnostic Note:

• If an open occurs in an exhaust temperature sensor circuit, 20°C is displayed on the intelligent tester.

• If a short occurs in an exhaust temperature sensor circuit, 900°C is displayed on the intelligent tester.

DPF differential pressure sensor output

Min.: -5 kPa Max.: 100 kPa

Idling/

-3 to 3 kPa

• DPF catalyst

• DPF differential pressure sensor

• Vacuum transmitting pipe clogged

• Differential pressure sensor vacuum hose clogged

Results of real-vehicle check:

• Ignition switch ON: 0.398 kPa

• Idling (warm up the engine): 0.496 kPa

• Running without load (2500 rpm): 1.097 kPa

• Running without load (4000 rpm): 2.699 kPa

• Driving with the accelerator fully open at 2000 rpm: 2.199 kPa

• Driving with the accelerator fully open at 3000 rpm: 4.097 kPa

• Driving with the accelerator fully open at 4500 rpm: 4.898 kPa

Diagnostic Note:

• When PM (Particulate Matter) builds up in the DPF catalyst, the "DPF Differential Pressure" value increases.

PM regeneration status/

Standby / Ready / Operate / Compl

During DPF catalyst regeneration/

Operate

Results of real-vehicle check:

• Driving in 3rd gear 60 km/h (37 mph): Standby

• Driving in 3rd gear 60 km/h (37 mph) during PM regeneration: Operate

Diagnostic Note:

• Standby




• Before entering the "Activate the DPF Rejuvenate (PM)"

• Ready




• Turn the "Activate the DPF Rejuvenate (PM)" to on using the intelligent tester but the enabling condition of the Active Test is not sufficient

• Operate




• PM regeneration is performing.

• If "Activate the DPF Rejuvenate (PM)" is not finished completely, the status turns to "Ready".

• If "Activate the DPF Rejuvenate (PM)" is finished completely, the status turns to "Compl".

• Compl




• PM regeneration is successfully completed (Amount of PM is 0 g)

PM accumulation ratio/

Min.: 0%, Max.: 510%

Diagnostic Note:

• When catalyst regeneration is necessary, 100% is displayed for PM Accumulation Ratio. (Depending on the driving condition, PM regeneration control will be performed automatically if the ratio exceeds 77%.)

Indicates the length of time the glow indicator light was on/

Min.: 0 ms, Max.: 33423 ms

Elapsed time to start engine after the ignition switch was turned to ON/

Min.: 0 ms, Max.: 33423 ms

Diagnostic Note:

This shows the condition when the glow turns on request occurred. If a malfunction occurred during a cold engine start (below 0°C (32°F)), based on IG-ON Time it can be determined whether the request was made after the glow plug and glow indicator turned off or not.

Status of immobiliser fuel cut/

ON or OFF

Diagnostic Note:

If this item was ON when DTC P1604 was detected, this means that the engine could not start due to immobiliser operation.

Status of No. 1 to No. 4 cylinder rough idle/

ON or OFF

Diagnostic Note:

This shows that the idle speed of this cylinder is lower than the other cylinders.

Status of mass air flow rate low/

ON or OFF

Symptoms when out of range:

Lack of power

Diagnostic Note:

This shows that the intake air volume measured by the mass air flow meter was insufficient, resulting in a continuous reduction of injection volume.

If the intake system is clogged, the pipes are not properly connected, the intake air volume is low due to excessive EGR, or the mass air flow meter has deteriorated, the measured intake air volume may be lower than the normal volume.

Status of boost pressure Low/

ON or OFF

Diagnostic Note:

This shows that the boost pressure (turbocharger boost pressure) was less than the target, resulting in a continuous reduction of injection volume.

Mass air flow rate (actual) / mass air flow rate (estimated) value/

Min.: 0, Max.: 2.55

Diagnostic Note:

This shows the calculated intake air volume based on the intake air volume measured by the mass air flow meter, manifold pressure and intake air temperature.