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ECD SYSTEM (for CCo) Engine Difficult to Start or Stalling

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DTC Code DTC Name
  Engine Difficult to Start or Stalling
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DESCRIPTION


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  1. Faults and Symptoms of Common Rail Diesel Components


    1. Engine Control

      Table 1. 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
      Tip:

      The maximum fuel injection volume is controlled according to the output from the mass air flow meter.
      Table 2. Intake System
      Component Intake system
      Symptom: Main fault

      • Lack of power (No black smoke): air filter blockage, air duct is crushed/leaking

      • Black smoke (No lack of power): Leakage between the turbo and intake manifold
      Data List

      • MAP (inside intake air pressure)

      • Target Booster Pressure

        When the accelerator is fully depressed, if MAP is 20 kPa lower than Target Booster Pressure for more than 5 seconds then a lack of power will be felt.
      Table 3. Turbocharger System
      Component Turbocharger system
      Main fault

      • Air leak in the turbocharged air passage

      • Turbo motor driver not operating well

      • Turbocharger (turbine, bearing)
      Symptoms

      Lack of power (when vehicle starting, when heavy load)

      (Black smoke is not emitted when racing while vehicle stopped)
      Data List

      MAP (inside intake air pressure), Target Booster Pressure


      • When the accelerator is fully depressed, if MAP is 20 kPa lower than Target Booster Pressure for more than 5 seconds then a lack of power will be felt.

      • With the ignition switch ON or during idling, MAP = atmospheric pressure (standard atmospheric pressure = 101 kPa). When the engine speed is about 1500 rpm or more, the turbocharger starts to take effect and MAP becomes higher than atmospheric pressure.

      • Atmospheric pressure decreases 1 kPa each time altitude increases by 100 m, and is also affected by the current weather conditions.

      VN Turbo Command


      • 0%: Vanes fully open (drive rod contracts)

      • Over 90%: Vanes fully closed (drive rod expands and turbo operates effectively)
      Diagnostic Point

      • Using the Active Test "Test the Turbo Charger Step Motor", check the drive rod movement.

      • Check the drive rod movement when the ignition switch is turned from ON to off.
      Table 4. Exhaust System
      Component Exhaust system
      Main fault Blockage
      Symptoms Lack of power (high engine speed, when heavy load)
      Data List

      MAP (inside intake air pressure)

      When the accelerator is fully depressed, if MAP is 20 kPa lower than Target Booster Pressure for more than 5 seconds then a lack of power will be felt.
      Table 5. Glow System
      Component 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
      Table 6. Battery
      Component Battery
      Main fault Battery is depleted
      Symptoms Difficult to start (cannot crank, crank speed is low), horn is quiet.
      Data List

      Battery Voltage

      When cranking, battery voltage is below 5 V
      Table 7. Engine - 1
      Component Engine
      Main fault Damaged, seized up
      Symptoms Cannot crank, crank speed is low, strange noise
      Table 8. Engine - 2
      Component Engine
      Main fault Loss of compression
      Symptoms Rough idle (lack of power always)
      Data List

      Engine Speed of Cyl


      • When cranking during the "Check the Cylinder Compression" Active Test, if there is a high speed cylinder, approx. 100 rpm more than the other cylinders, that cylinder may lose compression.

      Injection Feedback Val


      • If Injection Feedback Val is more than 3 mm3/st, the cylinder may have a fault.
      Table 9. Start System
      Component Entry and start system
      Main fault Starter system malfunction
      Symptoms Difficult to start
      Data List

      Starter Signal


      • Ignition switch (STA) operation

        ON: Starter is operating

        OFF: Starter is not operating
      Table 10. Immobiliser system
      Component Engine immobiliser system
      Main fault

      Engine immobiliser system (w/ Entry and Start System) / Problem Symptoms Table (Click here)

      Engine immobiliser system (w/o Entry and Start System) / Problem Symptoms Table (Click here)
      Symptoms Engine does not start
      Data List

      Immobiliser Communication


      • ON: Normal

      • OFF: GND short or immobiliser is set

      Engine Immobiliser System (w/ Entry and Start System) / Data List (Click here)

      Engine Immobiliser System (w/o Entry and Start System) / Data List (Click here)

    2. Diesel Injection

      Table 11. Fuel Supply Pump
      Component Fuel supply pump
      Main fault -
      Symptoms Difficult to start, engine stalling, rough idle, lack of power
      Data List

      Fuel Press, Target Common Rail Pressure, Target Pump SCV Current


      • At a stable condition (e.g. Idling), Fuel Press is within +/-5000 kPa of "Target Common Rail 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.

      Tip:

      • 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 3000 mA or more, the suction control valve has a tendency to become stuck.
      Diagnostic Trouble Code Even if Fuel Press is less than Target Common Rail Pressure, a DTC will not be stored.
      Table 12. Fuel Filter
      Component Fuel filter
      Main fault Blockage
      Symptoms Difficult to start, engine stalling, rough idle, lack of power
      Data List

      Fuel Press, Target Common Rail Pressure


      • At a stable condition (e.g. Idling), the fuel pressure is within +/-5000 kPa of "Target Common Rail 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.

      Tip:

      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 Fuel Press is less than Target Common Rail Pressure, a DTC will not be stored.
      Table 13. Fuel Injector
      Component Fuel injector
      Main fault Blockage
      Symptoms Rough idle, lack of power, black smoke, white smoke, knocking
      Data List

      Injection Feedback Val


      • When an Injection Feedback Val is more than 3 mm3/st, the cylinder is not normal. This can be read after idling for 1 minute with the engine warmed up (engine coolant temperature is higher than 70°C (158°F)).
      Table 14. Pressure Discharge Valve
      Component Pressure discharge valve
      Main fault Does not completely close
      Symptoms Difficult to start, engine stall, rough idle, lack of power
      Table 15. Injector Driver (EDU)
      Component Injector Driver (EDU)
      Main fault Circuit fault: The fuel injector does not open.
      Symptoms Difficult to start, rough idle, lack of power, black smoke, white smoke, knocking
      Data List Same as fuel injector
      Diagnostic Trouble Code When the EDU has a fault, some DTCs may be stored.
      Table 16. Fuel Pressure Sensor
      Component Fuel pressure sensor
      Main fault Open circuit, decrease in performance (foreign matter is stuck)
      Symptoms Difficult to start, rough idle, engine stall, lack of power
      Data List

      Fuel Press, Target Common Rail Pressure


      • Slowly raise the engine speed from idling to 3000 rpm with the vehicle stopped, and check that Fuel Press 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.
      Table 17. Irregular Fuel
      Component Irregular fuel
      Main fault -
      Symptoms Difficult to start, rough idle (especially when cold)

    3. Diesel EGR

      Table 18. 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 Pos.


      • Generally, Actual EGR Valve Pos. = Target EGR Pos. +/-5% (fully closed 0%, fully open 100%).

      • Using EGR valve Active Test, check whether Actual EGR Valve Pos. follows Target EGR 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.

      EGR Close Lrn. Val., EGR Close Lrn. Status


      • When leaving the vehicle idling, when EGR Close Lrn. Status is OK, the normal range of EGR Close Lrn. Val. is 0.34 to 0.70 V.

      • In cases when EGR Close Lrn. Status. is NG or EGR Close Lrn. Val. is out of the normal range (0.34 to 0.70 V), it is possible that the EGR valve cannot completely close.

    4. Diesel Throttle

      Table 19. 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

        0%: Fully open

        100%: Fully closed

      • When the ignition switch is ON (the engine is stopped), the diesel throttle is fully open. When idling, the diesel throttle is at the halfway point. When the ignition switch is turned from ON to off, the throttle is temporarily closed fully.

  2. Data List Related to Starting Trouble

    Note:

    The Data List values in the table are the results of checking one vehicle under a specific condition (engine coolant temperature, intake air temperature, atmospheric pressure etc.). Therefore, use these values for reference only.


    1. Engine Control

      Table 20. MAP
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      MAP

      • When MAP is low, there will be difficulty starting.

      • With ignition switch ON or during idling, MAP is nearly equal to Atmosphere Pressure (standard atmospheric pressure = 101 kPa).

      When MAP is low, the following conditions are possible:


      • Diesel throttle nearly fully closed.

      • Intake system blocked (turbocharger system also).

      • Exhaust system blocked.

      • When the ignition switch is ON or the vehicle is idling, MAP (intake manifold absolute pressure) and Atmosphere Pressure are approximately equal (standard atmospheric pressure = 101 kPa).

        Above approx. 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.

      Results of real-vehicle check:


      • Ignition switch ON: 100 kPa

      • Cranking: 99 kPa

      • Idling (warm up the engine): 90 kPa (2 minutes after starting the vehicle)

      • Running without load (2500 rpm): 101 kPa

      • Driving with the accelerator fully open at 2000 rpm: 199 kPa

      • Driving with the accelerator fully open at 3000 rpm: 228 kPa
      Table 21. MAF
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      MAF -

      • MAF meter

      • MAF meter circuit

      • Intake system clogging, leaking

      • Exhaust system clogging

      • Turbocharger sub-assembly

      • Leaking or clogging of turbocharger passages

      • EGR valve does not close

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

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


        • Mass air flow meter power source circuit is open.

        • VG circuit is open or shorted.

        • EVG circuit is open.

      Results of real-vehicle check:


      • Ignition switch ON: 0 g/sec.

      • Cranking: 4.04 g/sec.

      • Idling (warm up the engine): 8.21 g/sec. (2 minutes after starting the vehicle)

      • Running without load (2500 rpm): 41 g/sec.

      • Driving with the accelerator fully open at 2000 rpm: 74 g/sec.

      • Driving with the accelerator fully open at 3000 rpm: 119 g/sec.
      Tip:

      The maximum fuel injection volume is controlled according to the output from the mass air flow meter.
      Table 22. Intake Air
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Intake Air - Intake air temperature sensor.

      • 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.
      Table 23. Coolant Temp
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Coolant Temp

      • Engine coolant temperature is approximately equal to intake air temperature after leaving overnight. After warm-up: Engine coolant temperature is 70°C (158°F) or more.

      • In cases when the engine coolant temperature output is obviously higher than the actual engine coolant temperature, when it is cold, there will be difficulty starting due to problems with glow plugs or insufficient fuel injection.

      • In cases when the engine coolant temperature sensor output is obviously lower than the actual engine coolant temperature, when it is warm, there will be difficulty starting (black smoke will also occur) due to an excess of injected fuel.

      		 Engine coolant temperature sensor

      • 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 air temperature are approximately equal.
      Table 24. Battery Voltage
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Battery Voltage When cranking, in cases when Battery Voltage becomes less than 5 V, the battery is depleted. Battery If 11 V or less, characteristics of some electrical components change.

      Results of real-vehicle check:


      • Ignition switch ON: 12.2 V

      • Cranking (with engine warmed up): 10.0 V

      • Idling (warm up the engine): 13.7 V

      • Running without load (2500 rpm): 13.9 V

      • Driving with the accelerator fully open at 2000 rpm: 13.8 V

      • Driving with the accelerator fully open at 3000 rpm: 13.9 V
      Table 25. Starter Signal
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Starter Signal

      Operation of ignition switch (STA)

      ON: Starter is operating

      OFF: Starter is not operating

      		 Entry and start system

      • Ignition switch (STA) output:


        • ON: Starter is operating

        • OFF: Starter is not operating
      Table 26. Engine Speed of Cyl #1 (to #4)
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Engine Speed of Cyl #1 (to #4)

      When cranking, the engine speed of each cylinder is the same under normal conditions. When a cylinder is approximately 100 rpm higher than the other cylinders, it is conceivable that the compression of that cylinder is being lost.

      Tip:

      This data is output only when the Active Test "Check the Cylinder Compression" is performed.

      		 -

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

      • With this Active Test, the fuel injection is stopped.

      • Indicates the speed of each cylinder when cranking.

        Example - Normal: "Engine speed" of all cylinders is approximately equal.

        No. 1 cylinder compression low: "Engine speed of Cyl#1" = approximately 300 rpm, "Engine speed of Cyl #2 to #4 cylinder" = approximately 200 rpm.
      Table 27. Immobiliser Communication
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Immobiliser Communication

      Engine Immobiliser System (w/ Entry and Start System) / Data List (Click here)

      Engine Immobiliser System (w/o Entry and Start System) / Data List (Click here)

      Engine Immobiliser System (w/ Entry and Start System) / Problem Symptoms Table (Click here)

      Engine Immobiliser System (w/o Entry and Start System) / Problem Symptoms Table (Click here)

      When there is a malfunction in the immobiliser system (w/ Entry and Start System), a DTC is stored (Click here)

      When there is a malfunction in the immobiliser system (w/o Entry and Start System), a DTC is stored (Click here)

    2. Diesel Injection

      Table 28. Target Common Rail Pressure
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Target Common Rail Pressure - -

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

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

      Results of real-vehicle check:


      • Ignition switch ON: 36000 kPa

      • Cranking: 40000 kPa

      • Idling (warm up the engine): 32000 kPa (2 minutes after starting the vehicle)

      • Running without load (2500 rpm): 41410 kPa

      • Running without load (3500 rpm): 70140 kPa

      • Driving with the accelerator fully open at 2000 rpm: 149780 kPa

      • Driving with the accelerator fully open at 3000 rpm: 184720 kPa
      Table 29. Fuel Press
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Fuel Press

      • In a stable operating condition (e.g. idling), Fuel Press is Target Common Rail Pressure +/-5000 kPa.

      • During cranking, if Fuel Press is below 25000 kPa, there may be difficulty starting (take care as there is a response lag when the pressure rises).

      • When Fuel Press is below 25000 kPa, rough idling will occur.

      • If there is a fault with the fuel supply pump (lack of discharge quantity) or pressure discharge valve (will not fully close), the fuel pressure will drop. Also, a blocked fuel filter, leakage from fuel pipes, and lack of fuel will also make the fuel pressure drop.

      • If air mixes with the fuel, the fuel pressure will shift away from the target fuel pressure.

      • When there is a fault with the fuel supply pump, there is a possibility of lack of power, engine stall, rough idle and difficulty starting.

      • Fuel press is the actual common rail fuel pressure.

      • Inspect by comparing Fuel Press with Target Common Rail Pressure.

      • The ECM uses Fuel Press for feedback control of Target Fuel Pressure via the supply pump.

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

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

      Results of real-vehicle check:


      • Ignition switch ON: 0 kPa

      • Cranking: 19350 kPa

      • Idling (warm up the engine): 32000 kPa (2 minutes after starting the vehicle)

      • Running without load (2500 rpm): 39920 kPa

      • Driving with the accelerator fully open at 2000 rpm: 146600 kPa

      • Driving with the accelerator fully open at 3000 rpm: 176230 kPa
      Table 30. Target Pump SCV Current
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Target Pump SCV Current Idling after warming up: roughly 923 to 1123 mA. When this value is large, the pump is trying to increase the fuel discharge rate.

      • With this data, component fault not specified, use this data as a reference.

      • If the current is 3000 mA or more, there is a possibility the suction control valve is stuck.

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


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

      • 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.

      Results of real-vehicle check:


      • Ignition switch ON: 998.7 mA

      • Cranking: 1165 mA

      • Running without load (2500 rpm): 1018 mA

      • Driving with the accelerator fully open at 2000 rpm: 1205 mA

      • Driving with the accelerator fully open at 3000 rpm: 1280 mA
      Table 31. Injection Feedback Val #1 (to #4)
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Injection Feedback Val #1 (to #4)

      • When idling after the engine is warmed up, the fuel quantity of each fuel injector is corrected to make each cylinder engine speed equal.

      • Cylinders more than 3 mm3/st may have a fault.

      Tip:

      Read the value after one minute of idling after warm up (engine coolant temperature above 70°C (158°F)). This value is only calculated when idling.

      • Fault with a fuel injector or lack of compression of a cylinder with a large Injection Feedback Val.

      • Do a compression Active Test. If there is a cylinder that is around 100 rpm more than the other cylinders, there is a possibility that the compression of that cylinder is being lost.

      • If all the cylinder speeds are even according to the compression Active Test result, the fuel injector of the cylinder may have a fault.

      • With fuel injector faults, other than difficulty starting, there is a possibility of rough idling, lack of power, black smoke, white smoke and knocking.

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

        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 or insufficient compression is causing poor combustion.
      Table 32. Injection Volume
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Injection Volume - -

      After warming up the engine, when Injection Volume during idling is 10 mm3/st or more, there is tendency for the injector to clog.

      Results of real-vehicle check:


      • Cranking: 22 mm3/st (Note: Varies depending on coolant temperature)

      • Idling (warm up the engine): 5.8 mm3/st

      • Running without load (2500 rpm): 5.0 mm3/st

      • Running without load (4700 rpm): 8.7 mm3/st

      • Driving with the accelerator fully open at 2000 rpm: 68 mm3/st

      • Driving with the accelerator fully open at 3000 rpm: 61 mm3/st

    3. Diesel Throttle

      Table 33. Actual Throttle Position
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Actual Throttle Position

      • When the ignition switch is turned to ON (engine stopped), the diesel throttle is fully open. When the ignition switch is turned from ON to off, the diesel throttle is fully closed temporarily.

      • With the diesel throttle stuck almost fully closed, there is a possibility of rough idling, engine stall, black smoke, difficulty starting and lack of power.

      		 Diesel throttle body

      Actual Throttle Position is the closing percentage of the throttle valve.


      • Fully closed: 100%

      • Fully open: 0%

        Tip:

        There is no connection with the accelerator. However, under full load, the throttle is usually fully open (0%).

      Results of real-vehicle check:


      • Ignition switch ON: 0%

      • Cranking: -9%

      • Idling (warm up the engine): 89%

      • Running without load (2500 rpm): 76%

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

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

    4. Diesel EGR

      Table 34. Target EGR Position
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Target EGR Position - -

      • Fully open: 100%

      • Fully closed: 0%

      • Used for comparison to "Actual EGR Valve Pos".

      Results of real-vehicle check:


      • Ignition switch ON: 0%

      • Cranking: 0%

      • Idling (warm up the engine): 35%

      • Running without load (2500 rpm): 0%

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

      • Driving with the accelerator fully open at 3000 rpm: 0%
      Table 35. Actual EGR Valve Pos.
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      Actual EGR Valve Pos.

      • Generally Actual EGR Valve Pos. = Target EGR Pos. (Fully closed = 0%, Fully open = 100%)

      • The EGR valve Active Test can be used to check whether the Actual EGR Valve Pos. = Target EGR Pos.

      		 EGR valve assembly

      • Inspect while comparing to "Target EGR Valve Pos.".

      • 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.

      Results of real-vehicle check:


      • Ignition switch ON: 0%

      • Cranking: 0%

      • Idling (warm up the engine): 35%

      • Running without load (2500 rpm): 0%

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

      • Driving with the accelerator fully open at 3000 rpm: 0%
      Table 36. EGR Close Lrn. Status
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      EGR Close Lrn. Status

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

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

      		 - After disconnecting and reconnecting the battery cable, if the ignition switch has not been turned off once, learning may not be completed.
      Table 37. EGR Close Lrn. Val.
      Data List Judgment of Data List Values Faulty Component Diagnosis Note
      EGR Close Lrn. Val. When leaving the vehicle idling, with the EGR Close Lrn. Status OK, the normal range of EGR Close Lrn. Val. is within 0.34 to 0.70 V. In cases when EGR Close Lrn. Status is NG or EGR Close Lrn. Val. is at the maximum or minimum (0.34 to 0.70 V) of the normal range, it is possible that the EGR valve is not completely closed or a foreign object is lodged in the EGR valve seat area. -

      • This value is the EGR position sensor output voltage.

      • As the maximum and minimum settings are 0.34 V and 0.70 V, if the value becomes stuck at either of these, there is a malfunction in the lift sensor or the valve position is shifted (due to foreign matter, etc.).

  3. Actual Examples of Malfunction

    Tip:

    • The purpose of the following examples is help you to understand the relationship between each Data List item when a certain malfunction occurs. Understanding this relationship helps you to find the real root cause easier.

    • The following are examples of actual malfunctions of a common rail diesel engine.

    • Use them for reference when diagnosing malfunctions.

    • These are not data of the VERSO 1AD-FTV.


    1. A01ISNKE04

      Fuel is not being supplied to supply pump (Low pressure fuel line clogged)

    2. A01IPJFE05

      Fuel is not being injected (Injectors are leaking)

    3. A01IPIGE01

      Fuel is not being injected (EDU circuit malfunction)

    4. A01IQY9E02

      Fuel supply pump malfunction (Suction control valve momentarily sticking)

    5. A01ITQ3E04

      Increased opening delay of injectors (Internal contamination)

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INSPECTION PROCEDURE


Click here

  1. Explanation of Symptom

    Starting Trouble

    For good starting it is essential to have:


    • Sufficient cranking speed.

    • Properly operating engine preheating system.

    • Good quality fuel.

    The fuel is ignited by the heat which is generated with compression pressure.

    With problems such as a depleted battery, the crankshaft speed can become low, or if the engine compression is leaking, the compression pressure will not rise and there will be difficulty starting.

    When the engine is cold, even if there is compression heat, it will escape from the combustion chamber. For this reason, when the engine is started when it is cold, the glow plugs heat the compressed air.

    Also, after starting the engine, by charging the glow plugs for a fixed time set according to the engine coolant temperature, diesel knocking and white smoke are prevented. The quantity of fuel injected is determined by the fuel pressure and also the amount of time the fuel injector is open.
  2. A01ITOIE01
    A01IU8AE01

    Trouble Area Chart According to Problem Cause

    Note:

    • After replacing the ECM, the new ECM needs registration (Click here) and initialization (Click here).

    • After replacing the fuel supply pump, the ECM needs initialization (Click here).

    • After replacing a fuel injector, the ECM needs registration (Click here).

    Tip:

    • 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 age. Do not assume the vehicle is normal when the Data List outputs standard values. There may be concealed factors of the malfunction.

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PROCEDURE


  1. Click here

    CHECK ENGINE CRANKING CONDITION


    1. Check the engine cranking condition.

      Table 38. Result
      Result Proceed to
      Does not crank at all. A

      Low cranking speed.

      Tip:

      When cranking speed is low, especially when the temperature is low, check if the engine oil grade matches the recommendation.

      		 B
      Cranking is OK. C

  2. Click here

    CHECK BATTERY CONDITION


    1. Check the battery condition (Click here).


  3. Click here

    CHECK COMMUNICATION BETWEEN INTELLIGENT TESTER AND ECM


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Check if the normal starting screen appears (check whether communication with the ECM is possible).

      Tip:

      Use a tester that is able to communicate with other vehicles.

      OK
      Communication is possible (vehicle can be recognized).

  4. Click here

    READ VALUE USING INTELLIGENT TESTER (CLUTCH SWITCH)


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data / Clutch Switch.

    4. Read the value displayed on the tester.

      Standard Value
      Tester Display Condition Specified Condition
      Clutch Switch Clutch pedal depressed ON
      Table 39. Result
      Result Proceed to
      OK A
      NG B

  5. Click here

    READ ALL OUTPUT DTCS


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Utility / All Codes.

      Table 40. Result
      Result Proceed to
      No DTC is output A
      DTCs related to engine are output B

  6. Click here

    INSPECT ENTRY AND START SYSTEM (FOR ENTRY AND START SYSTEM)


    1. Check if the "Door Control Transmitter" function of each key functions properly.

      Tip:

      • Check if the engine starts properly with another key.

      • If the doors cannot be opened/closed by using the "Door Control Transmitter" function of the key, the battery inside the key may be depleted. In such a case, the engine cannot be started by pushing the engine switch.

      • When the door control transmitter battery is depleted, the engine can only be started by holding the door control transmitter against the engine switch.

      • If the inspection result is that the problem only occurs in certain locations or times of day, the possibility of wave interference is high. Also, added vehicle components may cause wave interference. If any optional components are installed, remove them and perform the operation check.

        Near broadcasting stations, large screens, airports, transformer stations, gasoline stations, etc., the door control transmitter may not operate due to electric wave interference.


  7. Click here

    INSPECT STARTER SIGNAL CIRCUIT

    Tip:

    Check that "Starter Signal" in the Data List changes to ON when the engine is started.


    1. Inspect the starter signal circuit (w/o Entry and Start System) (Click here).


  8. Click here

    CHECK FUEL RECEIVER GAUGE (AMOUNT OF FUEL)


    1. Check if the fuel level is low.

      Table 41. Result
      Result Proceed to
      The indicator (fuel warning light) is not illuminated A
      The indicator (fuel warning light) is illuminated B

  9. Click here

    CHECK INITIALIZATION (FUEL SUPPLY PUMP)


    1. When the engine does not start or another problem such as rough idling is present, perform initialization and check to see if the problem symptoms disappear. If the problem symptoms do not disappear, perform the next procedure.

      Tip:

      When replacing the ECM, the supply pump initialization must be performed (Click here).


  10. Click here

    READ OUTPUT DTC (RELATED TO ENGINE)


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / DTC.

    4. Read the DTCs.

      Table 42. Result
      Result Proceed to
      No DTC is output A
      DTCs related to engine are output B

  11. Click here

    TAKE SNAPSHOT DURING STARTING AND IDLING


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data.

    4. A01IOEXE01
      A01IRISE01
      A01INZME01
      A01IPZAE02

      Take a snapshot of the following Data List items with the intelligent tester during "ignition switch ON (5 seconds) → Starting → Idling (10 seconds)".

      Tip:

      • A snapshot can be used to compare vehicle data from the time of the malfunction to normal data and is very useful for troubleshooting. The data in the illustration below is that of a normal vehicle, but as the data varies between individual vehicles, this data should only be used for reference.

      • When there is trouble starting with a cold engine, take the snapshot when the engine is cold. Then warm up the engine (engine coolant temperature 70°C (158°F) or more) and after idling the vehicle for 1 minute (A/C off, electrical load off), take a snapshot of the data for 15 seconds while idling.

      • Graphs like the ones shown below can be displayed by transferring the stored snapshot from the tester to a PC. Intelligent Viewer must be installed on the PC.

      Data List
      Starter Signal
      Engine Speed
      Fuel Press
      Target Common Rail Pressure
      Target Pump SCV Current
      Injection Volume
      Main Injection Period
      Inj. FB Vol. for Idle
      Injection Feedback Val #1
      Injection Feedback Val #2
      Injection Feedback Val #3
      Injection Feedback Val #4
      Battery Voltage
      Actual EGR Valve Pos.
      Target EGR Position
      Actual Throttle Position
      MAF
      Target Booster Pressure
      MAP
      Table 43. Reference Values during Engine Start (Point A)
      Data List Value Unit
      Starter Signal ON -
      Engine Speed 668 rpm
      Fuel Press 38710 kPa
      Target Common Rail Pressure 40000 kPa
      Injection Volume 20.15

      mm3/st
      Main Injection Period 553 μs
      Inj. FB Vol. for Idle 2.62

      mm3/st
      Battery Voltage 10.2 V
      Target EGR Position 0 %
      Actual EGR Valve Pos. 0.0 %
      Actual Throttle Position -3 %
      MAF 7.15 g/sec
      MAP 99 kPa
      Target Boost Pressure 106.52 kPa
      Coolant Temp 80 °C
      Table 44. Data Condition at Idling (Engine Warmed Up)
      Data List Value Unit
      Engine Speed 771 rpm
      Target Booster Pressure 96.44 kPa
      MAP 91 kPa
      MAF 7.92 g/sec
      Target Common Rail Pressure 32000 kPa
      Fuel Press 30850 kPa
      Injection Volume 9.72

      mm3/st
      Actual EGR Valve Pos. 37.2 %
      Actual Throttle Position 89 %
      Injection Feedback Val #1 0.1

      mm3/st
      Injection Feedback Val #2 0.1

      mm3/st
      Injection Feedback Val #3 -0.2

      mm3/st
      Injection Feedback Val #4 -0.4

      mm3/st
      Target EGR Position 37.2 %
      Coolant Temp 81 °C
      Tip:

      Actual Examples of Malfunction (See "Diagnostic Help" menu)


      • Starting is not possible


        • Fuel is not supplied to fuel supply pump.

          Fuel Press: Approximately 1000 kPa or less during cranking.

        • Fuel is not being injected due to EDU circuit malfunction.

          Fuel Press: 80000 to 90000 kPa during cranking.

        • Air in injectors.

          Fuel Press: 60000 to 70000 kPa during cranking.


      • Cranking time is long


        • Suction control valve is stuck.

          Target Pump SCV Current intermittently reaches 3000 mA or more. The suction control valve plunger intermittently becomes stuck. If there is difficulty starting when the engine is cold, cool the engine and inspect it.

        • Injector clogging or internal contamination:

          Injection Feedback Val # of one or more of the cylinders is 3 mm3/st or more.

          Injection Feedback Val # can be read when the engine is idling after being warmed up.


  12. Click here

    CHECK SNAPSHOT (TARGET PUMP SCV CURRENT)


    1. Check Target Pump SCV Current in the snapshot taken when the engine was starting.

      Table 45. Result
      Result Proceed to
      Target Pump SCV Current is 3000 mA or more A
      Target Pump SCV Current is less than 3000 mA B

  13. Click here

    CHECK SNAPSHOT (FUEL PRESS)


    1. Check Fuel Press in the snapshot taken when the engine was starting.

      Table 46. Result
      Result Proceed to

      2 seconds after Starter Signal turns from OFF to ON, Fuel Press is less than 25000 kPa

      Tip:

      As long as the fuel pressure remains below 5000 kPa, the ECM stops sending the injection open signal (IJT) to the EDU, and then the actual injection duration remains 0 microseconds.

      		 A
      2 seconds after Starter Signal turns from OFF to ON, Fuel Press is 50000 kPa or more B
      Except above C
      Tip:

      • Fuel pressure is about 20000 to 35000 kPa when the engine is cranking and the engine coolant temperature is 0°C (32°F) or more.

      • Fuel pressure increases rapidly during cranking.


  14. Click here

    READ VALUE USING INTELLIGENT TESTER (FUEL PRESS)


    1. A01IQ0Q

      Using the priming pump mounted on the fuel filter cap, bleed the air from the fuel system. Continue pumping until the pump resistance increases.*1

      Note:

      • Priming pump pumping speed: Maximum of 2 strokes/second.

      • Be sure to push the priming pump with a full stroke during pumping.

      • When the fuel pressure at the supply pump inlet port reaches a saturated pressure, the priming pump resistance increases.

      • If pumping is interrupted during the air bleeding process, fuel in the fuel line may return to the fuel tank. Continue pumping until the priming pump resistance increases.

      • If the priming pump resistance does not increase despite consecutively pumping 200 times or more, there may be a fuel leak between the fuel tank and fuel filter, the priming pump may be malfunctioning, or the vehicle may have run out of fuel.

      • If air bleeding using the priming pump is incomplete, the common rail pressure does not rise to the pressure range necessary for normal use, and the engine cannot be started.

    2. Start the engine.

      Note:

      • Just after starting the engine, visually check for fuel leaks from the supply pump, fuel injector, common rail, and the fuel pipes in high-pressure areas.

      • Even if air bleeding using the priming pump has been completed, the starter may need to be cranked for 10 seconds or more to start the engine.

      • Do not crank the engine continuously for more than 20 seconds. The battery may be discharged.

      • Use a fully-charged battery.


      1. When the engine can be started, proceed to step *2.

      2. If the engine cannot be started, bleed the air again using the priming pump until the priming pump resistance increases (refer to step *1). Then start the engine.

    3. Turn the ignition switch off.*2

    4. Connect the intelligent tester to the DLC3.

    5. Turn the ignition switch to ON and turn the tester on.

    6. Clear DTCs (Click here).

    7. Start the engine.*3

    8. Enter the following menus: Powertrain / Engine and ECT / Active Test / Test the Fuel Leak.*4

    9. Perform the following test 5 times with on/off intervals of 10 seconds: Active Test / Test the Fuel Leak.*5

    10. A01IRYOE01

      Allow the engine to idle for 3 minutes or more after performing the Active Test for the fifth time.*6

    11. Enter the following menus: Powertrain / Engine and ECT / DTC.

    12. Read Current DTCs.


      1. When no DTCs are output, the air bleeding is completed. Proceed to step *8.

      2. If any DTCs are output, proceed to step *7.

    13. Clear DTCs (Click here).*7

    14. Repeat steps *3 to*6.

    15. Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel Press.*8

    16. Start the engine.

    17. Read the Fuel Press values while cranking and idling the engine.

      Table 47. Result
      Result Proceed to
      The engine cannot be started or the engine can be started but Fuel Press is less than 25000 kPa 2 seconds after the starter signal changes from OFF to ON. B
      Except above A

  15. Click here

    CHECK HARNESS AND CONNECTOR (SUCTION CONTROL VALVE - ECM)


    1. A01INSDE12

      Disconnect the suction control valve connector.

    2. Disconnect the ECM connector.

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

      Standard Resistance (Check for Open)
      Tester Connection Condition Specified Condition
      C52-1 (+B) - C69-41 (PCV+) Always Below 1 Ω
      C52-2 (PCV) - C69-81 (PCV-) Always Below 1 Ω
      Standard Resistance (Check for Short)
      Tester Connection Condition Specified Condition
      C52-1 (+B) or C69-41 (PCV+) - Body ground Always 10 kΩ or higher
      C52-2 (PCV) or C69-81 (PCV-) - Body ground Always 10 kΩ or higher
      Table 48. Text in Illustration
      *a

      Front view of wire harness connector

      (to Suction Control Valve)
      *b

      Front view of wire harness connector

      (to ECM)

    4. Reconnect the suction control valve connector.

    5. Reconnect the ECM connector.


  16. Click here

    INSPECT COMMON RAIL ASSEMBLY


    1. Inspect the common rail assembly (Click here).


  17. Click here

    CHECK IF FUEL IS BEING SUPPLIED TO FUEL SUPPLY PUMP


    1. Disconnect the inlet hose from the fuel supply pump.

    2. Operate the priming pump and check that fuel is being supplied to the fuel supply pump.

      OK
      Fuel is properly supplied to the fuel supply pump when the priming pump is operated.
      Tip:

      • When there is a lack of fuel, fuel pressure drops.

      • Inspect for fuel filter clogging (check that the fuel filter is not clogged).


  18. Click here

    REPLACE SUCTION CONTROL VALVE


    1. Replace the suction control valve (Click here).


  19. Click here

    BLEED AIR FROM FUEL SYSTEM


    1. Bleed the air from the fuel system (Click here).


  20. Click here

    PERFORM FUEL SUPPLY PUMP INITIALIZATION


    1. Perform fuel supply pump initialization (Click here).


  21. Click here

    READ VALUE USING INTELLIGENT TESTER (FUEL PRESS)


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel Press.

    4. Start the engine.

    5. Read the Fuel Press values while cranking and idling the engine.

      Table 49. Result
      Result Proceed to
      The engine cannot be started or the engine can be started but Fuel Press is less than 25000 kPa 2 seconds after the starter signal changes from OFF to ON. B
      Except above A

  22. Click here

    INSPECT FUEL INJECTOR (INSPECTION FOR VALVE CLOSING PROBLEM)


    1. Remove the glow plug assembly for all the cylinders (Click here).

    2. Visually check if there is fuel on the glow plugs.

      Tip:

      • If there is fuel on a glow plug, fuel may be leaking from a fuel injector.

      • After replacing a fuel injector, make sure that the common rail pressure (fuel pressure) is within +/-5000 kPa of the target fuel pressure while cranking the engine.

      • If there is fuel on a glow plug, fuel may have mixed with the engine oil. Check the engine oil amount and whether the engine oil smells of diesel fuel. If the oil level is above the full line or the engine oil smells of diesel fuel, replace the engine oil.

      Table 50. Result
      Result Proceed to
      No fuel on glow plugs A
      Fuel on glow plugs B

    3. Install the glow plug assembly (Click here).


  23. Click here

    REPLACE COMMON RAIL


    1. Replace the common rail (Click here).


  24. Click here

    BLEED AIR FROM FUEL SYSTEM


    1. Bleed the air from the fuel system (Click here).


  25. Click here

    READ VALUE USING INTELLIGENT TESTER (FUEL PRESS)


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel Press.

    4. Start the engine.

    5. Read the Fuel Press values while cranking and idling the engine.

      Table 51. Result
      Result Proceed to
      The engine cannot be started or the engine can be started but Fuel Press is less than 25000 kPa 2 seconds after the starter signal changes from OFF to ON. B
      Except above A

  26. Click here

    INSPECT INJECTOR COMPENSATION CODE


    1. Read the injector compensation code (Click here).

      OK
      Compensation codes stored in the ECM match compensation codes of the installed fuel injectors.

  27. Click here

    CHECK DATA LIST


    1. A01IPZAE02

      Check Injection Feedback Val # and Injection Volume in the snapshot taken when the engine was idling.

      Table 52. Result
      Result Proceed to

      Injection Feedback Val #1 to #4 is outside the range of +/-3 mm3/st

      Tip:

      There may be a malfunction in the corresponding cylinder.

      		 A

      Injection Feedback Val #1 to #4 is within the range of +/-3 mm3/st and Injection Volume is more than 10 mm3/st

      		 B*

      Injection Feedback Val #1 to #4 is within the range +/-3 mm3/st and Injection Volume is 10 mm3/st or less

      		 C
      Tip:

      • *: When case "B" occurs, usually symptoms may be noticeable, such as difficult starting, rough idling, knocking or black smoke at high common rail pressure.

      • The shift lever should be in neutral and the A/C switch and all accessory switches should be off.


  28. Click here

    PERFORM ACTIVE TEST USING INTELLIGENT TESTER (CONTROL THE CYLINDER #1 TO #4 FUEL CUT)

    Tip:

    Use this Active Test to determine the malfunctioning cylinder.


    1. Connect the intelligent tester to the DLC3.

    2. Start the engine and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Cylinder #1 to #4 Fuel Cut.

      Tip:

      • If the engine idle speed does not change when a fuel injector is disabled, the cylinder being tested is malfunctioning.

      • If the cylinder being tested is normal, there will be a significant change in idle speed when the fuel injection is stopped for that cylinder.


  29. Click here

    PERFORM ACTIVE TEST USING INTELLIGENT TESTER (CHECK THE CYLINDER COMPRESSION)

    Tip:

    Use this Active Test to help determine whether a cylinder has compression loss or not.


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression / Data List / Compression / Engine Speed of Cyl #1 to #4.

    4. Check the engine speed during the Active Test.

      OK
      The values of Engine Speed Cyl #1 to #4 are within +/-10 rpm of each other.
      Tip:

      When cranking, if the speed of a cylinder is approximately 100 rpm more than the other cylinders, there is probably a loss of compression in that cylinder.


  30. Click here

    CHECK CYLINDER COMPRESSION PRESSURE OF MALFUNCTIONING CYLINDER

    Tip:

    Measure the compression of the cylinder that had a high speed during the Active Test "Check the Cylinder Compression".


    1. Check the cylinder compression pressure (Click here).


  31. Click here

    REPLACE FUEL INJECTOR OF MALFUNCTIONING CYLINDER

    Tip:

    The injector is determined to be faulty as the corresponding cylinder is malfunctioning, but has no compression loss.


    1. Replace the fuel injector (Click here).


  32. Click here

    CHECK TEMPERATURE WHEN STARTING TROUBLE OCCURS


    1. Check the temperature when starting trouble occurs.

      Table 53. Result
      Result Proceed to
      Difficult to start only for cold engine. A
      Difficult to start both for cold and warmed up engine. B

  33. Click here

    INSPECT ENGINE COOLANT TEMPERATURE SENSOR


    1. Inspect the engine coolant temperature sensor (Click here).


  34. Click here

    INSPECT GLOW PLUG ASSEMBLY (RESISTANCE)


    1. Disconnect the glow plug wire.

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

      Standard Resistance
      Tester Connection Condition Specified Condition
      Glow plug terminal - Body ground 20°C (68°F) Approximately 1.0 Ω
      Tip:

      If any of the glow plugs has an open circuit, the engine power will be insufficient only when the engine is cold.

      Note:

      • Exercise extreme care not to damage the glow plug pipes. Damaging them could cause an open circuit or shorten the life of the glow plugs.

      • Keep the glow plugs free of oil and fuel while cleaning.

      • Wipe any oil off of the terminal and Bakelite washer with a clean, dry cloth during inspection.

      • Do not apply higher than 11 V to the glow plugs as it may cause an open circuit.


  35. Click here

    CHECK FUEL QUALITY


    1. Check that fuel with a low cetane number is used.


  36. Click here

    CHECK ENGINE STARTING CONDITION


    1. Check whether the engine can be started.

      Tip:

      If there are deposits in the injectors and they are left for a long time, the injectors for all the cylinders may become stuck.

      Table 54. Result
      Result Proceed to
      The engine can be started. A
      There is no initial combustion even when the engine can be cranked. B

  37. Click here

    CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED


    1. Check whether the difficulty starting has been successfully repaired by starting the engine.


  38. Click here

    CHECK SNAPSHOT

    Tip:

    When all Data List values are OK and Fuel Press is higher than Target Common Rail Pressure, perform the following inspection.


  39. Click here

    INSPECT INJECTOR DRIVER (EDU POWER SOURCE)


    1. A01IRVUE36

      Disconnect the injector driver (EDU) connector.

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

      Standard Voltage
      Tester Connection Switch Condition Specified Condition
      C59-2 (+B) - C59-4 (GND) Ignition switch ON 11 to 14 V
      Table 55. Text in Illustration
      *a

      Front view of wire harness connector

      (to Injector Driver (EDU))

    3. Reconnect the injector driver (EDU) connector.


  40. Click here

    INSPECT FUEL INJECTOR

    Tip:

    If there is no initial combustion during cranking, there may be air in the injectors.


  41. Click here

    REPLACE FUEL INJECTORS OF ALL CYLINDERS


    1. Replace the fuel injectors (Click here).


  42. Click here

    BLEED AIR FROM FUEL SYSTEM


    1. Bleed the air from the fuel system (Click here).


  43. Click here

    REGISTER INJECTOR COMPENSATION CODE AND PERFORM PILOT QUANTITY LEARNING


    1. Register the injector compensation codes (Click here).

    2. Perform the fuel injector pilot quantity learning (Click here).


  44. Click here

    CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel Press.

    4. Start the engine.

    5. Read the Fuel Press values while cranking and idling the engine.

      OK
      The engine can be started and Fuel Press is 25000 kPa or higher 2 seconds after the starter signal changes from OFF to ON.

  45. Click here

    CHECK AND REPLACE CLOGGED FUEL PIPE (INCLUDING FUEL FREEZING) (FUEL TANK - FUEL SUPPLY PUMP)


    1. Check and replace the clogged fuel pipe.


  46. Click here

    ADD FUEL


    1. Add fuel.


  47. Click here

    BLEED AIR FROM FUEL SYSTEM


    1. Bleed the air from the fuel system (Click here).


  48. Click here

    CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel Press.

    4. Start the engine.

    5. Read the Fuel Press values while cranking and idling the engine.

      OK
      The engine can be started and Fuel Press is 25000 kPa or higher 2 seconds after the starter signal changes from OFF to ON.

  49. Click here

    CHECK VC OUTPUT CIRCUIT


    1. Check the VC output circuit (Click here).


  50. Click here

    CHECK COMMUNICATION BETWEEN INTELLIGENT TESTER AND ECM


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Check if the normal starting screen appears (check whether communication with the ECM is possible).

      Tip:

      Use a tester that is able to communicate with other vehicles.

      OK
      Communication is possible (vehicle can be recognized).

  51. Click here

    CHECK ECM POWER SOURCE CIRCUIT


    1. Check the ECM power source circuit (Click here).


  52. Click here

    CHECK COMMUNICATION BETWEEN INTELLIGENT TESTER AND ECM


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON and turn the tester on.

    3. Check if the normal starting screen appears (check whether communication with the ECM is possible).

      Tip:

      Use a tester that is able to communicate with other vehicles.

      OK
      Communication is possible (vehicle can be recognized).

  53. Click here

    END

  54. Click here

    CHECK BATTERY CONDITIONClick here

  55. Click here

    REPLACE BATTERY

  56. Click here

    REPLACE CLUTCH START SWITCHClick here

  57. Click here

    GO TO RELATED DTCClick here

  58. Click here

    REPAIR OR REPLACE ENGINE CONTROL SYSTEM ACCORDING TO DTC OUTPUTClick here

  59. Click here

    CHECK ENGINE TO DETERMINE CAUSE OF LOW COMPRESSION

  60. Click here

    REPLACE ENGINE COOLANT TEMPERATURE SENSORClick here

  61. Click here

    REPLACE GLOW PLUG ASSEMBLYClick here

  62. Click here

    REGISTER INJECTOR COMPENSATION CODE AND PERFORM PILOT QUANTITY LEARNINGClick here

  63. Click here

    GO TO INJECTOR CIRCUITClick here

  64. Click here

    REPAIR OR REPLACE HARNESS OR CONNECTOR

  65. Click here

    REPLACE ECMClick here