Motor 4jj1-Tc Nkr 85

FOR SERVICE TRAINING

4JJ1-TC ENGINE

-Engine Mechanical Features--Engine Control System & Diagnosis-

Applicable Model

Model Year Vehicle Model Main Market2005 TFR/TFS Thailand2005 UCR/UCS Thailand & Philippine

ISUZU MOTORS LIMITED

TABLE OF CONTENTSPage

INTRODUCTION & ENGINE MECHANICALFEATURES

------------------------------------------------------------------------------ 1

ENGINE MAIN DATA & SPECIFICATIONS ------------------------------------------------------------------------------ 2

ENGINE CONTROL MODULE (ECM) ------------------------------------------------------------------------------ 4

ELECTRICAL COMPONENTS ------------------------------------------------------------------------------ 13

MASS AIR FLOW (MAF) SENSOR & INTAKEAIR TEMPERATURE (IAT) SENSOR

------------------------------------------------------------------------------ 13

ENGINE COOLANT TEMPERATURE (ECT)SENSOR

------------------------------------------------------------------------------ 16

FUEL TEMPERATURE (FT) SENSOR ------------------------------------------------------------------------------ 18

CRANKSHAFT POSITION (CKP) SENSOR &CAMSHAFT POSITION (CMP) SENSOR

------------------------------------------------------------------------------ 20

VEHICLE SPEED (VS) SENSOR ------------------------------------------------------------------------------ 26

BAROMETRIC PRESSURE (BARO) SENSOR ------------------------------------------------------------------------------ 28

ACCELERATOR PEDAL POSITION (APP)SENSOR

------------------------------------------------------------------------------ 30

SWIRL CONTROL SOLENOID VALVE ------------------------------------------------------------------------------ 35

FUEL SYSTEM ------------------------------------------------------------------------------ 37

FEATURE OF THE COMMON RAIL SYSTEM ------------------------------------------------------------------------------ 37

FUEL SUPPLY PUMP ------------------------------------------------------------------------------ 38

FUEL RAIL (COMMON RAIL) ------------------------------------------------------------------------------ 45

FUEL RAIL PRESSURE (FRP) SENSOR ------------------------------------------------------------------------------ 47

FUEL INJECTOR ------------------------------------------------------------------------------ 49

FEATURE OF THE FUEL LINE ------------------------------------------------------------------------------ 57

IN-TANK FUEL PUMP & SENDOR UNIT ------------------------------------------------------------------------------ 58

BYPASS ONE-WAY VALVE ------------------------------------------------------------------------------ 60

FUEL FILTER & WATER SEPARATOR ------------------------------------------------------------------------------ 60

FUEL INJECTION QUANTITY CONTROL ------------------------------------------------------------------------------ 61

EGR (EXHUAST GAS RE-CIRCULATION)SYSTEM

------------------------------------------------------------------------------ 69

EGR VALVE ------------------------------------------------------------------------------ 70

INTAKE THROTTLE (IT) VALVE ------------------------------------------------------------------------------ 72

PREHEATING SYSTEM ------------------------------------------------------------------------------ 77

DIAGNOSTIC ------------------------------------------------------------------------------ 79

MALFUNCTION INDICATOR LAMP (MIL) ------------------------------------------------------------------------------ 79

DATA LINK CONNECTOR (DLC) ------------------------------------------------------------------------------ 80

FLASH DIAGNOSTIC TROUBLE CODE ------------------------------------------------------------------------------ 81

TECH 2 SCAN TOOL ------------------------------------------------------------------------------ 81

TECH 2 DATA & DEFINITIONS ------------------------------------------------------------------------------ 85

BREAKER BOX ------------------------------------------------------------------------------ 91

DIAGNOSTIC SYSTEM CHECK ------------------------------------------------------------------------------ 92

ENGINE CRANKS BUT DOES NOT RUN ------------------------------------------------------------------------------ 95

ECM DIAGNOSTIC TROUBLE CODE (DTC)LIST

------------------------------------------------------------------------------ 99

SYMPTOM DIAGNOSIS ------------------------------------------------------------------------------ 111

ENGINE CONTROL SYSTEM CHECK SHEET ------------------------------------------------------------------------------ 133

ELECTRICAL WIRING DIAGRAM ------------------------------------------------------------------------------ 134

POWER DISTRIBUTION (1 of 2) ------------------------------------------------------------------------------ 134

POWER DISTRIBUTION (2 of 2) ------------------------------------------------------------------------------ 135

STARTING & CHARGING SYSTEM ------------------------------------------------------------------------------ 136

ECM POWER ------------------------------------------------------------------------------ 137

ECM GROUND ------------------------------------------------------------------------------ 138

GAUGES & WARNING LAMPS ------------------------------------------------------------------------------ 139

A/C CONTROL, GLOW CONTROL &NEUTRAL SWITCH

------------------------------------------------------------------------------ 140

RELAY, FUSE & SLOW BLOW FUSELOCATION (ENGINE ROOM)

------------------------------------------------------------------------------ 141

FUSE LOCATION (CABIN) ------------------------------------------------------------------------------ 142

GROUND LOCATION ------------------------------------------------------------------------------ 143

REPAIR INSTRUCTIONS ------------------------------------------------------------------------------ 144

ENGINE CONTROL MODULE (ECM)REPLACEMENT/ FUEL INJECTOR ID CODE &IMMOBILIZER PROGRAMMING

------------------------------------------------------------------------------ 144

FUEL INJECTOR REPLACEMENT/ FUELINJECTOR ID CODE PROGRAMMING

------------------------------------------------------------------------------ 151

FUEL SUPPLY PUMP REPLECEMENT ------------------------------------------------------------------------------ 153

SERVICE SPECIAL TOOL (SST) ------------------------------------------------------------------------------ 161

4JJ1-TC Engine-1

INTRODUCTION & ENGINE MECHANICAL FEATURESThe 2005 model year TFR/TFS pick-up truck andUCR/UCS model, the 4JK1-TC engine replaces the4JA1-T engine and 4JJ1-TC engine replaces the 4JH1-T engine. The both engines has been newly developedwith additional features mainly employment of commonrail fuel injection system which has resulted in anincrease both in maximum output and torque, and metEuro 3 emission regulation standard. Most conspicuousitems are listed below.

Multi fuel injection type high-pressure common railsystem and is made with Denso.

Double overhead camshaft (DOHC) with 4 valves pera cylinder operated by roller rocker arm.

Chain driven intake and exhaust camshaft. Electrical control EGR valve, water-cooled EGR

cooler. Electrical control intake throttle. Variable swirl control system. Turbocharger with intercooler. Aluminum cylinder head. Induction hardening cylinder liner. Cylinder block built in oil cooler. Gear driven vacuum pump, power steering oil pump

and engine oil pump.

Engine Type Maximum Output Maximum Toruque

4JK1-TC 85kw/ 3600RPM 280Nm/ 1800 - 2200RPM

4JJ1-TC (A/T) 107kw/ 3600RPM 294Nm/ 1400 - 3400RPM

4JJ1-TC (M/T) 103kw/ 3600RPM 280Nm/ 1200 - 3400RPM

The base transmission is the Isuzu MUA5H manual for4JK1-TC, MUA5G manual for 4JJ1-TC. JATCO JR405Eautomatic transmission for 4JJ1-TC as an option.

4JJ1-TC Engine-2

1. Fuel Rail2. Leak Off Pipe3. Fuel Injector4. Return Pipe5. Fuel Feed Pipe6. Fuel Tank7. Fuel Pump & Sender

Assembly8. Fuel Filler Cap9. Check Valve10. Fuel Filter with Water

Separator11. Bypass One-way

Valve12. Fuel Supply Pump

ENGINE MAIN DATA & SPECIFICATIONS

Engine Model 4JK1-TC 4JJ1-TC

Engine Type Diesel, Four Cycle

Cylinder Layout - Number of Cylinders Inline-Four Cylinders

Fuel Injection Order 1-3-4-2

Bore x Stroke (mm) 95.4 x 87.4 95.4 x 104.9

Total Displacement (cc) 2499 2999

Compression Ratio 17.5 18.3

Compression Pressure at Cranking More than 3Mpa

Combustion Camber Type Direct Injection

Cylinder Liner Liner Less

Engine Idle Speed (RPM) 700 ±25

Fast Engine Idle Speed (RPM) 750 ±25

No Load Maximum Engine Speed (RPM) 4700 ±50 4400 ±50

Fuel System Common Rail System

Injection Pump Type DENSO (HP3) Supply Pump

Injection Nozzle Type Electrical Controlled Injector

Number of Injection Hole 6

Diameter of Injection Hole (mm) 0.13 0.14

Injection Nozzle Operating Pressure (MPa) Electrically Controlled

Fuel Filter Type Cartridge Paper Element & Water Separator

4JJ1-TC Engine-3

Valve System

Valve Layout Double Overhead Camshaft

Drive Type Gear & Chain Drive

Intake Valve Open At BTDC (°CA) 13.0

Intake Valve Close At ABDC (°CA) 41.0

Exhaust Valve Open At BBDC (°CA) 52.0

Exhaust Valve Close At ATDC (°CA) 6.0

Intake Valve Clearance At Cold (mm) 0.15 (Between roller and camshaft)

Exhaust Valve Clearance At Cold (mm) 0.15 (Between roller and camshaft)

Cooling System

Cooling Method Water Cooled

Water Capacity (litter/gal) 14

Water Pump Type Centrifugal Impeller Type

Thermostat Type Wax Pellet

Thermostat Opening Temperature (°C / °F) 85 /185

Lubricating System

Lubricating Method Full Flow Pressure Circulation

Oil Pump Type Gear

Oil Capacity (litter) 8

Oil Filter Type Cartridge Paper Element

Air Cleaner Type Dry Paper Element

EGR System W/Cooler & Electrical Control EGR Valve

PCV System Closed Type

Preheating System Glow Plug

Starting System

Starter Motor Output (V-kW) 12 – 2.3

Charge System

Alternator Output (V-A) 12 – 90

Regulator Type IC

Battery Size 65D31L

4JJ1-TC Engine-4

ENGINE CONTROL MODULE (ECM)The engine control module (ECM) is located inside ofengine compartment via mounting bracket and is behindair cleaner case. The ECM has 32 bits performance andis made with Delphi. The ECM mainly controls thefollowing.

Fuel injection control Fuel timing control Exhaust gas recirculation (EGR) system control Preheating system control A/C compressor control Fuel pump control Immobilizer control (If so equipped) On-board diagnostics for engine control

The ECM constantly observes the information fromvarious sensors. The ECM controls the systems thataffect vehicle performance. The ECM performs thediagnostic function of the system. The ECM canrecognize operational problems, alert the driver throughthe malfunction indicator lamp (MIL), and storediagnostic trouble code (DTCs). DTC identify thesystem faults to aid the technician in making repair.

1. Isuzu Parts Number2. Delphi Parts Number3. Transmission Type4. 1st & last digit of Isuzu Parts Number5. Broadcast Code6. Assembled Factory Code7. Engineering Revision Level8. Product Date9. Product Sequential Number

This diagnostic applies to internal microprocessorintegrity conditions within the ECM. The electronicallyerasable programmable read only memory (EEPROM)memorize learning data, VIN data, immobilizer data andinjector ID code data for engine control andcommunication with other control module.

Notice! If the ECM is to be replaced the followingprogrammed contents MUST be programmed intothe new ECM.

Fuel Injector ID Code Data (24, 0-9 or A-Fcharacters for each fuel injector)

Immobilizer (if so equipped)

4JJ1-TC Engine-5

ECM Connector Pin Assignment

Pin No. Pin Function Pin No. Pin Function Pin No. Pin Function

J1-1 Blank J1-26Engine Coolant Temperature (ECT)Sensor Low Reference

J1-51No. 3 Cylinder Fuel Injector PowerSupply

J1-2 Blank J1-27Engine Coolant Temperature (ECT)Sensor Signal


J1-3 Blank J1-28Fuel Temperature (FT) Sensor LowReference

J1-53No. 4 Cylinder Fuel Injector SolenoidControl

J1-4 Blank J1-29 Fuel Temperature (FT) Sensor Signal J1-54Suction Control Valve (SCV) HighControl

J1-5 Blank J1-30EGR Valve Position Sensor LowReference

J1-55Intake Throttle Valve Motor 12 VoltsSupply

J1-6 Blank J1-31EGR Valve Position Sensor 5 VoltsReference

J1-56Intake Throttle Valve Motor Duty SignalControl

J1-7 Blank J1-32 EGR Valve Position Sensor Signal J1-57Intake Throttle Valve Position SensorSignal

J1-8 Blank J1-33No. 1 Cylinder Fuel Injector SolenoidControl

J1-58Crankshaft Position (CKP) SensorSignal

J1-9 Blank J1-34Suction Control Valve (SCV) HighControl

J1-59 Not Used

J1-10 Blank J1-35Intake Throttle Valve Position SensorLow Reference

J1-60 ECM Ground (Immobilizer Only)

J1-11 Blank J1-36Intake Throttle Valve Position Sensor5 Volts Reference

J1-61Intake Air Temperature (IAT) SensorLow Reference

J1-12 Blank J1-37Crankshaft Position (CKP) Sensor 5Volts Reference

J1-62 EGR Valve Motor 12 Volts Supply

J1-13 Blank J1-38Crankshaft Position (CKP) SensorShield Ground

J1-63 EGR Valve Motor Duty Signal Control

J1-14 Blank J1-39Crankshaft Position (CKP) SensorLow Reference

J1-64Camshaft Position (CMP) SensorShield Ground

J1-15 Blank J1-40 Mass Air Flow (MAF) Sensor Signal J1-65 Not Used

J1-16 Blank J1-41Intake Air Temperature (IAT) SensorSignal

J1-66 Fuel Pump Relay Control

J1-17Barometric Pressure (BARO) SensorLow Reference

J1-42Mass Air Flow (MAF) Sensor ShieldGround

J1-67 Swirl Control Solenoid Valve Control

J1-18Barometric Pressure (BARO) SensorSignal

J1-43Mass Air Flow (MAF) Sensor LowReference

J1-68 Fuel Rail Pressure (FRP) Sensor Signal

J1-19Barometric Pressure (BARO) Sensor 5Volts Reference

J1-44Camshaft Position (CMP) Sensor LowReference

J1-69Fuel Rail Pressure (FRP) Sensor LowReference

J1-20 Not Used J1-45Camshaft Position (CMP) SensorSignal

J1-70Suction Control Valve (SCV) LowControl

J1-21 Not Used J1-46Camshaft Position (CMP) Sensor 5Volts Reference


J1-22 Not Used J1-47Fuel Rail Pressure (FRP) Sensor 5Volts Reference


J1-23 Not Used J1-48Fuel Rail Pressure (FRP) SensorSignal

J1-73 ECM Ground


J1-49Fuel Rail Pressure (FRP) SensorShield Ground


J1-50Suction Control Valve (SCV) LowControl

4JJ1-TC Engine-6

Pin No. Pin Function Pin No. Pin Function Pin No. Pin Function

J2-1 Not Used J2-26Accelerator Pedal Position (APP)Sensor 2 Shield Ground

J2-51 Not Used

J2-2Diagnostic Request Switch to DataLink Connector (DLC) No. 6

J2-27Accelerator Pedal Position (APP)Sensor 1 Low Reference

J2-52 Battery Voltage Feed (Backup)

J2-3 Neutral Switch Input J2-28Accelerator Pedal Position (APP)Sensor 1 Shield Ground

J2-53 Not Used

J2-4 Thermo Replay Signal Input J2-29 Not Used J2-54 Not Used

J2-5 Not Used J2-30 Not Used J2-55 A/C Compressor Relay Control

J2-6 Not Used J2-31 Not Used J2-56 Accelerator Position Output Duty Signal

J2-7Accelerator Pedal Position (APP)Sensor 3 5 Volts Reference

J2-32 Not Used J2-57Malfunction Indicator Lamp (MIL)Control

J2-8Accelerator Pedal Position (APP)Sensor 3 Signal

J2-33 Engine Speed Signal Output J2-58 Not Used


J2-34 Not Used J2-59 Not Used






J2-37 Glow Replay Control J2-62 Vehicle Speed Sensor Signal Input

J2-13 Not Used J2-38 Not Used J2-63 ECM Main Relay 12 Volts Supply

J2-14 Not Used J2-39 Not Used J2-64 Not Used




J2-18 Not Used J2-43 ECM Main Relay 12 Volts Supply J2-68Keyword 2000 to Data Link Connector(DLC) No. 7

J2-19 Not Used J2-44 Starter Signal Input J2-69 Not Used



J2-22 Not Used J2-47 Not Used J2-72 Ignition Switch Voltage Input


J2-48 Not Used J2-73 ECM Main Relay Voltage Input

J2-24Accelerator Pedal Position (APP)Sensor 3 Shield Ground

J2-49 Not Used


J2-50 Not Used

4JJ1-TC Engine-7

Related DTCFail-Safe (Back Up)

Sub System StatusDTC

(SymptomCode)

DTC Name OnScan Tool

Condition forRunning the

DTC

Condition forSetting the DTC

FuelInjectionQuantity

LimitationEGR

Control

IntakeThrottleControl

OtherControlStatus

Suspected Cause

P0601

(1)

ECM ProgramCodeChecksum

- Total sum of ROMdata is not equal toregistered value.

- - - - Faulty ECM.

ECM ground high resistance or poor tightening.

P0601

(2)

ECMCalibrationChecksum

- Total sum of ROMdata is not equal toregisteredcalibration value.

- - - - Faulty ECM.


P0601

(3)

ECM MemoryFailure

- Faulty learningdata in theEEPROM.

- - - - Faulty ECM.


P0601

(4)

ECM MemoryFailure

- Faulty VIN data orfaulty immobilizerdata in theEEPROM.

- - - - Faulty ECM.


P0601

(5)

ECM MemoryFailure

- Faulty injector IDcode data in theEEROM.

- - - - Faulty ECM.


4JJ1-TC Engine-8

The ECM monitors the battery voltage on the ECM mainrelay load supply voltage terminal J2-73 and the ignitionvoltage on the ignition voltage feed terminal J2-72 tomake sure that the voltage stays within the properrange. When the charging system detects amalfunction, the charge indicator will light.

4JJ1-TC Engine-9



(SymptomCode)


Condition forRunning the DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P0562

(1)

BatteryVoltage High

Ignition voltage ismore than 9V.

Battery voltagefeed circuit voltageis more than 16Vfor 5 seconds.

Incorrect “Jump Starting”.

Faulty charging system.

Faulty ECM.

P0562

(2)

BatteryVoltage Low

- Battery voltagefeed circuit voltageis less than 8V for20 seconds.

- - - -


Weakened battery.

Battery voltage feed circuit is high resistance.

Faulty ECM.

P1562

(1)

IgnitionVoltage High

Ignition voltagefeed circuit voltageis more than 16Vfor 5 seconds.

Incorrect “Jump Starting”.


Faulty ECM.

P1562

(2)

IgnitionVoltage Low

Battery voltage ismore than 9V.

Ignition voltagefeed circuit voltageis between 1 and8V for 5 seconds.

- - - -


Weakened battery.

Ignition voltage feed circuit is high resistance.

Faulty ECM.

The engine control module (ECM) provides 5voltsreference voltage through the reference circuit 1, 2 and3 to the following sensors.

5volts reference circuit 1

Accelerator pedal position (APP) sensor 1


APP sensor 2

Fuel rail pressure (FRP) sensor

Barometric pressure (BARO) sensor

Camshaft position (CMP) sensor

EGR valve position sensor


APP sensor 3

Intake throttle position (ITP) sensor

Crankshaft position (CKP) sensor

The 5volts reference circuits are independent of eachother outside the ECM, but are bussed together insidethe ECM.

4JJ1-TC Engine-10



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1620

(1)

5 VoltReferenceCircuit 1 HighVoltage

5V reference circuit1 voltage is morethan 5.3V.

APP sensor 1 +5V reference circuit is short tobattery or ignition voltage.

Faulty ECM.

Notice: APP sensor 1 is internal to APP sensorassembly.

P1620

(2)

5 VoltReferenceCircuit 1 LowVoltage

Battery voltageis more than 6V.

5V reference circuit1 voltage is lessthan 4.7V.

Limited - - -

APP sensor 1 +5V reference circuit is short toground or low reference circuit.

Faulty APP sensor 1.

Faulty ECM.


4JJ1-TC Engine-11



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1622

(1)




FRP sensor +5V reference circuit is short to batteryor ignition voltage.

BARO sensor +5V reference circuit is short tobattery or ignition voltage.

CMP sensor +5V reference circuit is short to batteryor ignition voltage.

EGR valve position sensor +5V reference circuit isshort to battery or ignition voltage.

Faulty ECM.


Notice: EGR valve position sensor is internal to EGRvalve assembly.

P1622

(2)




Limited - - -


FRP sensor +5V reference circuit is short to groundor low reference circuit.

BARO sensor +5V reference circuit is short toground or low reference circuit.

CMP sensor +5V reference circuit is short to groundor low reference circuit.

EGR valve position sensor +5V reference circuit isshort to ground or low reference circuit.


Faulty FRP sensor.

Faulty BARO sensor.

Faulty CMP sensor.

Faulty EGR valve position sensor.

Faulty ECM.



4JJ1-TC Engine-12



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1624

(1)




ITP sensor +5V reference circuit is short to batteryor ignition voltage.

CKP sensor +5V reference circuit is short to batteryor ignition voltage.

Faulty ECM.


Notice: ITP sensor is internal to IT valve assembly.

P1624

(2)




Limited - - -


ITP sensor +5V reference circuit is short to groundor low reference circuit.

CKP sensor +5V reference circuit is short to groundor low reference circuit.


Faulty ITP sensor.

Faulty CKP sensor.

Faulty ECM.


Notice: ITP sensor is internal to IT valve assembly.

4JJ1-TC Engine-13

ELECTRICAL COMPONENTSMASS AIR FLOW (MAF) SENSOR &INTAKE AIR TEMPERATURE (IAT)SENSOR

The mass air flow (MAF) sensor is an air flow meter thatmeasures the amount of the air that enters the engine.It is fitted between the air cleaner and turbocharger. TheMAF sensor uses a hot wire element to determine theamount of the air flowing into the engine. (The hot wiretemperature reaches to 170-300°C (338-572°F). TheMAF sensor assembly consist of a MAF sensor elementand an intake air temperature (IAT) sensor that are bothexposed to the air flow to be measured. The MAFsensor element measures the partial air mass through ameasurement duct on the sensor housing.

A small quantity of air that enters the engine indicatesdeceleration or idle speed. A large quantity of air thatenters the engine indicates acceleration or high loadcondition. Using calibration, there is an extrapolation tothe entire mass air flow to the engine. With lower sensoroutput, the engine control module (ECM) detects asmall quantity of air mass. With higher sensor output,the ECM detects a large quantity of air mass. The ECMuses to this value to calculate injection quantity andEGR gases flow rate into the engine combustionchamber.

1. Mass Air Flow (MAF) Sensor & Intake Air Temperature (IAT)Sensor Assembly

The characteristic of the MAF sensor is displayed in thegraph. Calculated MAF can be found on the Tech 2 byunit “g/cyl”. The output voltage also can be found on theTech 2.

M AF Sensor Characteristic -Reference-(No Load & A/T)

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

500 1000 1500 2000 2500 3000 3500 4000 4500

Engine Speed (RPM )

Outp

ut (V

olts

)

Notice! In data display “g/cyl” will be fixed to thedefault value when DTC is set relating to the MAFsensor. To diagnose this DTC, observe the “Volts”in the data display.

4JJ1-TC Engine-14

The intake air temperature (IAT) sensor is fittedbetween the air cleaner and turbocharger. It is internalto mass air flow (MAF) sensor. The IAT sensor is avariable resistor. The IAT sensor measures thetemperature of the air entering the engine. The enginecontrol module (ECM) supplies 5volts to the IAT sensorsignal circuit and a ground for the IAT sensor lowreference circuit. When the IAT sensor is cold, thesensor resistance is high. When the air temperatureincreases, the sensor resistance decreases. With highsensor resistance, the ECM detects a high voltage onthe IAT sensor signal circuit. With lower sensorresistance, the ECM detects a lower voltage on the IATsensor signal circuit. The ECM uses to this value tocalculate a fuel injection quantity, injection timing andEGR control.

The characteristic of the IAT sensor is displayed in thegraph and table. Calculated intake air temperature canbe found on the Tech 2 by unit “°C” or “°F”. The outputvoltage also can be found on the Tech 2.

0

2000

4000

6000

8000

10000

12000

14000

-20 -10 0 10 20 30 40 50 60 70 80 90 100

Temperature (C)

Resi

stance

(O

hm

s)

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

IAT Sensor Characteristic -Reference-

Outp

ut (V

olts

)

Ohms

Volts

°C °F Ohms Volts100 212 190 0.390 194 240 0.480 176 320 0.570 158 430 0.660 140 590 0.850 122 810 1.140 104 1150 1.430 86 1650 1.825 77 2000 2.120 68 2430 2.310 50 3660 2.80 32 5650 3.3

-10 14 8970 3.8-20 -4 14700 4.2

Notice! In data display “°C” or “°F” will be fixed tothe default value when DTC is set relating to theIAT sensor. To diagnose this DTC, observe the“Volts” in the data display.

Notice! The MAF sensor is heated and as a resultthe IAT sensor may indicate a higher than normalintake air temperature.

4JJ1-TC Engine-15



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P0100

(1)

Mass Air Flow(MAF) SensorCircuit HighVoltage

MAF sensor signalvoltage is morethan 4.9V for 3seconds.

Sensor signal circuit is short to +5V referencecircuit, short to battery or ignition voltage circuit.

Sensor low reference circuit is open circuit or highresistance.

Faulty MAF sensor.

Faulty ECM.

P0100

(2)

Mass Air Flow(MAF) SensorCircuit LowVoltage

Battery voltageis between11.5 – 16V.

Engine isrunning.

MAF sensor signalvoltage is less than0.1V for 3 seconds.

Limited Inhibited Inhibited ECM uses aMAFsubstitutionof 141g/s forenginecontrol.

Sensor +12V feed circuit is open circuit or highresistance.

Sensor signal circuit is open circuit, high resistance,short to ground or short to low reference circuit.

Sensor harness connector is poor connection.(P0110 (Symptom Code 1) may also set.)

Faulty MAF sensor

Faulty ECM.

P0110

(1)

Intake AirTemperature(IAT) SensorCircuit HighVoltage

Battery voltageis more than9V.

Engine runtime is morethan 3 minutes.

IAT sensor signalvoltage is morethan 4.75V for 3seconds.

Sensor signal circuit is open circuit, high resistance,short to +5V reference circuit or short to battery orignition voltage.


Sensor harness connector is poor connection.(P0100 (Symptom Code 2) may also set.)

Faulty IAT sensor.

Faulty ECM.

Notice: IAT sensor is internal to mass air flow (MAF)sensor assembly.

P0110

(2)

Intake AirTemperature(IAT) SensorCircuit LowVoltage


IAT sensor signalvoltage is less than0.1V for 3 seconds.

- Inhibited Inhibited ECM usesan IATsubstitutionof 10deg. C(50deg. F)for enginecontrol.

Sensor signal circuit is short to ground or short tolow reference circuit.

Faulty IAT sensor.

Faulty ECM.

Notice: IAT sensor is internal to mass air flow (MAF)sensor assembly.

MAF & IAT SensorConnector Face

4JJ1-TC Engine-16

ENGINE COOLTANT TEMPERATURE(ECT) SENSOR

The engine coolant temperature (ECT) sensor isinstalled to the coolant stream on the thermostathousing. It is a variable resistor. The ECT sensormeasures the temperature of the engine coolant. Theengine control module (ECM) supplies 5volts to the ECTsensor signal circuit and a ground for the ECT sensorlow reference circuit. When the ECT sensor is cold, thesensor resistance is high. When the air temperatureincreases, the sensor resistance decreases. With highsensor resistance, the ECM detects a high voltage onthe ECT sensor signal circuit. With lower sensorresistance, the ECM detects a lower voltage on the ECTsensor signal circuit. The ECM uses to this value tocalculate a fuel injection quantity, injection timing andEGR control and preheating control.

1.Engine Coolant Temperature (ECT) Sensor

The characteristic of the ECT sensor is displayed in thegraph and table. Calculated coolant temperature can befound on the Tech 2 by unit “°C” or “°F“. The outputvoltage also can be found on the Tech 2.

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

20000

22000

24000

26000

28000

-30 -20 -10 0 10 20 30 40 50 60 70 80 90 100

110Temperature (C)

Re

sist

an

ce (

Oh

ms)

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

ECT Sensor Characteristic -Reference-

Ou

tpu

t (V

olts

)

Ohms

Volts

°C °F Ohms Volts110 230 160 0.2100 212 200 0.390 194 260 0.480 176 350 0.570 158 470 0.660 140 640 0.850 122 880 1.140 104 1250 1.530 86 1800 1.920 68 2650 2.310 50 4000 2.80 32 6180 3.3

-10 14 9810 3.8-20 -4 16000 4.2-30 -22 27000 4.5

Notice! In data display “°C” or “°F“ will be fixed tothe default value when DTC is set relating to theECT sensor. To diagnose this DTC, observe the“Volts” in the data display.

4JJ1-TC Engine-17



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0115

(1)

EngineCoolantTemperature(ECT) SensorCircuit HighVoltage



ECT sensor signalvoltage is morethan 4.75V for 3seconds.

Sensor signal circuit is open circuit, highresistance, short to +5V reference circuit or shortto battery or ignition voltage.

Sensor low reference circuit is open circuit orhigh resistance.

Sensor harness connector is poor connection.

Faulty ECT sensor.

Faulty ECM.

P0115

(2)

EngineCoolantTemperature(ECT) SensorCircuit LowVoltage


ECT sensor signalvoltage is less than0.1V for 3 seconds.

Limited Inhibited Inhibited ECM usesan ECTsubstitutionof 10deg. C(50deg. F)for enginestarting.

ECM usesan ECTsubstitutionof 110deg. C(230deg. F)for enginerunning.


Faulty ECT sensor.

Faulty ECM.

P1173

(0)

EngineOverheat


Engine isrunning.

DTC P0115(SymptomCode 1 & 2) isnot set.

ECT is more than110°C (230°F) for5 seconds.

- - - - Engine overheats.

Faulty engine cooling system.

Faulty engine coolant temperature (ECT) sensor.

Faulty ECM.

ECT SensorConnector Face

4JJ1-TC Engine-18

FUEL TEMPERATURE (FT) SENSORThe fuel temperature (FT) sensor is installed to thesupply pump. It is a variable resistor. The FT sensormeasures the temperature of the fuel. The enginecontrol module (ECM) supplies 5volts to the FT sensorsignal circuit and a ground for the FT sensor lowreference circuit. When the FT sensor is cold, thesensor resistance is high. When the air temperatureincreases, the sensor resistance decreases. With highsensor resistance, the ECM detects a high voltage onthe FT sensor signal circuit. With lower sensorresistance, the ECM detects a lower voltage on the FTsensor signal circuit. The ECM uses to this value tocalculate a fuel injection volume, injection timing andEGR control.

1. Fuel Temperature (FT) Sensor2. Suction Control Valve (SCV)

The characteristic of the FT sensor is displayed in thegraph and table. Calculated coolant temperature can befound on the Tech 2 by unit “°C” or “°F “. The outputvoltage also can be found on the Tech 2.

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

20000

22000

24000

26000

-30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110Temperature (C)

Re

sist

an

ce (

Oh

ms)

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

FT Sensor Characteristic -Reference-

Ou

tpu

t (V

olts

)

Ohms

Volts

°C °F Ohms Volts110 230 140 0.2100 212 180 0.390 194 240 0.480 176 310 0.570 158 420 0.660 140 580 0.850 122 810 1.140 104 1150 1.530 86 1660 1.820 68 2450 2.310 50 3700 2.80 32 5740 3.3

-10 14 9160 3.8-20 -4 15000 4.2-30 -22 25400 4.5

Notice! In data display “°C” or “°F “ will be fixed tothe default value when DTC is set relating to theFT sensor. To diagnose this DTC, observe the“Volts” in the data display.

4JJ1-TC Engine-19



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0180

(1)

FuelTemperatureSensor CircuitHigh Voltage



FT sensor signalvoltage is morethan 4.75V for 3seconds.

Sensor signal circuit is open circuit, highresistance, short to +5V reference circuit or shortto battery or ignition voltage.



Faulty FT sensor.

Faulty ECM.

Notice: FT sensor is internal to fuel supply pump.

P0180

(2)

FuelTemperatureSensor CircuitLow Voltage


FT sensor signalvoltage is less than0.1V for 3 seconds.

Limited - - ECM uses aFTsubstitutionof 10deg. C(50deg. F)for enginestarting.

ECM uses aFTsubstitutionof 95deg. C(203deg. F)for enginerunning.


Faulty FT sensor.

Faulty ECM.


FT SensorConnector Face

4JJ1-TC Engine-20

CRANKSHAFT POSITION (CKP) SENSOR& CAMSHAFT POSITION (CMP) SENSOR

The crankshaft position (CKP) sensor is located on left-hand of cylinder block just back of starter motor. Thesensor wheel is fixed on the crankshaft. There are 56notches spaced 6° apart and a 24° section that is uncut.This uncut portion allows for the detection of top deadcenter (TDC) cylinder number 1. The CKP sensor is amagnetic resistance element (MRE) type sensor, whichgenerates a square wave signal. If the CKP sensor fails,the camshaft position (CMP) sensor signals willsubstitute for the CKP sensor signal backup.

1. Crankshaft Position (CKP) Sensor2. Sensor Wheel

4JJ1-TC Engine-21

The camshaft position (CMP) sensor is installed on thechain sprocket cover at the front end. The CMP sensordetects total five projections, four reference projectionsarranged equally every 90° space and one referenceprojection on the camshaft drive sprocket flangesurface, and sends signals to the engine control module(ECM). Receiving these signals, the ECM determinescylinder #1 compression top dead center (TDC).

1. Camshaft Position (CMP) Sensor

2. Chain Sprocket

3. Rotating Direction

Both sensors have interchangeability each other. Youmay replace them in case of CMP sensor failed and nospare parts!

4JJ1-TC Engine-22

The relationship of CKP sensor and CMP sensor isdisplayed on the above picture. The ECM detects 112CKP sensor pulses (56 x 2) and 5 CMP sensor pulsesper 2 crankshaft rotation (720°CA). Both sensor wheelsare mechanically bit with each other. Therefore, therelationship of each pulse is always constant.

The injection timing suitable for the vehicle conditions iscontrolled based on the inputs from respective sensors.The injection timing is determined by comparing actuallymeasured values of pulse signals from the CKP sensoror CMP sensor with the target injection timing stored inthe map of the ECM.

The Tech 2 indicates “Synchronization Mode” to reportboth signal status as follows.

0: Only CMP signal is not detected or CMP & CKPsignals are not detected. (Engine does not start)

1: CKP signal is not detected but CMP signal isdetected. (Engine very delay start)

2: CMP & CKP signals are detected.

CH1 0V

CH2 0V

90°CA No.1TDC 30°CA

6°CA 30°CA

90°CANo.3TDC

90°CANo.1TDC

4JJ1-TC Engine-23

In case of the timing chain incorrectly installed, thereference waveforms of each sensor are displayed onthe left. This case timing chain was set only one toothretard direction at drive sprocket. The CMP sensorsignals are retarded approximately 19°CA from originalposition (A). The synchronization mode will be “0” in theTech 2 data display. And, ECM informs DTC P1345“Camshaft Position & Crankshaft Position Signal OffPhase”.

0V

0V

19deg.CA

A B

CKP & CMP SensorConnector Face

Notice! If the timing chain installed only one toothadvance direction or two teeth retard direction atdrive sprocket, intake or exhaust valves will be hitto the piston head. Therefore, take great carewhen installing the timing chain!

4JJ1-TC Engine-24



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P0219

(0)

EngineOverspeed

- Engine speed ishigher than5400RPM for 1second.

- - - - Engine overrun.

Faulty crankshaft position (CKP) sensor.

Faulty ECM.

Electrical interference.

Magnetic interference.

P0335

(4)

CrankshaftPosition (CKP)Sensor NoPulse

No CKP sensorpulse for 1 second

Sensor +5V reference circuit is open circuit, highresistance.

Sensor signal circuit is open circuit, high resistance,short to ground, short to low reference, short to +5Vreference circuit, short to battery or ignition voltage.

Sensor low reference circuit is open circuit, highresistance, short to battery or ignition voltage.

Sensor shield circuit is open circuit, high resistance,short to battery or ignition voltage.




Faulty CKP sensor.

Faulty ECM.

Improper sensor installation.

Faulty CKP sensor ring.

Notice: Interface of CKP sensor is pull-up type.

P0335

(8)

CrankshaftPosition (CKP)Sensor Extraor Missing


Extra or missingCKP sensor pulse6 times or more for3 seconds

Limited - - -








Faulty CKP sensor.

Faulty ECM.


Faulty CKP sensor ring.


4JJ1-TC Engine-25

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P0340

(4)

CamshaftPosition(CMP) SensorNo Pulse

No CMP sensorpulse for 1 second.








Faulty CMP sensor.

Faulty ECM.


Faulty CMP sensor ring.

Notice: Interface of CMP sensor is pull-up type.

P0340

(8)

CamshaftPosition(CMP) SensorPulse Faultyor Invalid


DTC P1345(SymptomCode 0) is notset.

Crankshaftposition (CKP)sensor signalsare generated.

Extra or missingCMP sensor pulsefor 1.5 seconds

- - - -








Faulty CMP sensor.

Faulty ECM.


Faulty CMP sensor ring.


P1345

(0)

CrankshaftPosition &CamshaftPosition SignalOff Phase


Engine speedis higher than100RPM.

DTC P0335(SymptomCode 4, 8 & A)is not set.

DTC P0340(SymptomCode 4, 8 & A)is not set.

CKP and CMPsensor signals withno synchronizationfor 3 seconds.

Limited - - - Incorrect engine mechanical timing.

4JJ1-TC Engine-26

VEHICLE SPEED (VS) SENSORThe vehicle speed (VS) sensor is a magnet rotated bythe transmission output shaft. The VS sensor uses ahall effect element. It interacts with the magnetic fieldcreated by the rotating magnet and outputs squarewave pulse signal. The 12volts operating supply formthe “Meter” (10A) fuse. The engine control module(ECM) calculates the vehicle speed by the VS sensor.

If the vehicle fitted with automatic transmission and2WD, the square wave pulse signals are sent from thetransmission control module (TCM) to ECM.

1. M/T or 4WD A/T

2. 2WD A/T

Calculated signal can be found on the Tech 2 as vehiclespeed unit “km/h” or “MPH”. The reference waveform ofthe VS sensor is displayed on the left. The output signalcan be measured on the ECM terminal J2-62.

Measurement Terminal: J2-62(+) J1-73(-)Measurement Scale: 5V/div 50ms/divMeasurement Condition: Approximately 20km/h (13MPH)

If the vehicle fitted with immobilizer system, vehiclespeed signal is sent via the immobilizer control unit(ICU).

Measurement Terminal: 6 of B-68 (CH1), 8 of B-68 (CH2) GND(-)Measurement Scale: 5V/div 50ms/divMeasurement Condition: Approximately 20km/h (13MPH)

0V

CH1 0V

CH2 0V

Notice! In data display “km/h“ or “MPH” will befixed to the default value when DTC is set relatingto the VS sensor.

4JJ1-TC Engine-27



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P0500

(0)

Vehicle SpeedSensor (VS)Sensor CircuitNo Pulse



Fuel injectionquantity is0mm3/st .

VS sensor signalsare not generatedfor 5 seconds.

Sensor +12V circuit is open circuit or highresistance.

Sensor signal circuit is open circuit, short to groundor short to battery or ignition voltage.





Faulty VS sensor.

Faulty ECM.

Faulty ICU.

Faulty meter

P0500

(8)

Vehicle SpeedSensor (VS)SensorPerformance


Change of VSsensor signal issharp.

- - - -

Sensor +12V circuit is open circuit or highresistance.

Sensor signal circuit is open circuit, short to groundor short to battery or ignition voltage.



Faulty instrument panel cluster (meter assembly).



Faulty VS sensor.

Faulty ECM.

Faulty ICU.

VS SensorConnector Face(M/T & A/T 4WD)

VS SensorConnector Face

(A/T 2WD)

4JJ1-TC Engine-28

BAROMETRIC PRESSURE (BARO)SENSOR

The barometric pressure (BARO) sensor is located onthe intake manifold. But, it is not installed into themanifold. Just placed on the manifold via a bracket. TheBARO sensor is a transducer that varies voltageaccording to changes surrounding barometric pressure.The BARO sensor provides a signal to the enginecontrol module (ECM) on the BARO sensor signalcircuit, which is relative to the pressure changes. Thesensor should detects a low signal voltage at lowbarometric pressure, such as high altitude area. TheECM should detect high signal voltage at highbarometric pressure, such as sea level area. The ECMuses this voltage signal to calibrate the fuel injectionvolume and injection timing for altitude compensation.

1. Barometric Pressure (BARO) Sensor

The characteristic of the BARO sensor is displayed inthe graph and table. Calculated barometric pressurecan be found on the Tech 2 by unit “kpa”. The outputvoltage also can be found on the Tech 2.

BARO Sensor Characteristic -Reference-

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

50 60 70 80 90 100 110Barometric Pressure (kpa)

Outp

ut (V

olts

)

kpa psi Volts50 7.3 1.060 8.7 1.370 10.2 1.580 11.6 1.890 13.1 2.0

100 14.5 2.3110 16.0 2.8

Notice! In data display “kpa” will be fixed to thedefault value when DTC is set relating to theBARO sensor. To diagnose this DTC, observe the“Volts” in the data display.

4JJ1-TC Engine-29



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1105

(1)

BarometricPressure(BARO)Sensor CircuitHigh Voltage

BARO Sensorsignal voltage ismore than 4.75Vfor 3 seconds.




Faulty BARO sensor.

Faulty ECM.

P1105

(2)

BarometricPressure(BARO)Sensor CircuitLow Voltage



BARO sensorsignal voltage isless than 0.1V for 3seconds.

- Inhibited Inhibited ECM uses aBAROsubstitutionof 101KPa(14.5psi) forenginecontrol.


Sensor signal circuit is open circuit, highresistance, short to ground or short to lowreference circuit.


Faulty BARO sensor.

Faulty ECM.

BARO SensorConnector Face

4JJ1-TC Engine-30

ACCELERATOR PEDAL POSITION (APP)SENSOR

The accelerator pedal position (APP) sensor is mountedon the accelerator pedal assembly. The sensor is madeup of three individual sensors within one housing. Theengine control module (ECM) uses the APP sensors todetermine the amount of acceleration or decelerationdesired by the person driving the vehicle via the fuelinjector control.

1. Accelerator Pedal Position (APP) Sensor2. Pedal Bracket3. Nut

The characteristic of the APP sensor 1, 2 & 3 isdisplayed in the graph and table. Calculated acceleratorpedal angle can be found on the Tech 2 by unit “%”.Also, output voltage can be found on the Tech 2, whichare measured on the ECM terminal J2-12, J2-10 & J2-8.

The ECM monitors each sensor signals. If out ofcorrelation among three sensors, following DTC willstore. Normally two DTCs are set at the same time.

APP sensor 1 skewed: P1121 & P1125 sets APP sensor 2 skewed: P1121 & P1123 sets

APP sensor 3 skewed: P1123 & P1125 sets

APP Sensor Characteristic -Reference-

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

0 10 20 30 40 50 60 70 80 90 100

Accelerator Pedal Position (%)

Ou

tpu

t (V

olts

)

APP1

APP2

APP3

APP SensorPedal Position (%) Volts1 0 0.1 - 1.21 100 3.8 - 4.82 0 3.8 - 4.82 100 0.2 - 1.23 0 3.8 - 4.83 100 1.2 - 2.2

Notice! If one APP sensor DTC is set, the ECMwill use the remaining two APP sensors tocalculate pedal angle. Indicated APP angle willbeing 0 –100%.

If two APP sensors are out of range, the ECM willuse the remaining one APP sensor to calculatepedal angle. Indicated APP angle will limited within50%.If all three APP sensors are out of range, the APPindicated angle is fixed at 13% (M/T) or 7% (A/T).

4JJ1-TC Engine-31

If the vehicle fitted with automatic transmission,calculated accelerator pedal position is transmitted tothe transmission control module (TCM). 100Hz-dutysignal is sent from the ECM terminal J2-56.

10% Off Duty Ratio: Accelerator pedal position 0%



APP SensorConnector Face

10.0ms

5.0ms

1.0ms

9.0ms

4JJ1-TC Engine-32



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1120

(1)

AcceleratorPedal Position(APP) Sensor1 Circuit HighVoltage

APP sensor 1signal voltage ismore than 4.85V.

APP sensor 1 signal circuit is short to +5Vreference circuit, short to battery or ignition voltagecircuit.

APP sensor 1 low reference circuit is open circuit orhigh resistance.

APP sensor harness connector is poor connection.


Faulty ECM.


P1120

(2)

AcceleratorPedal Position(APP) Sensor1 Circuit LowVoltage



APP sensor 1signal voltage isless than 0.15V.

Limited - - -

APP sensor 1 +5V reference circuit is open circuit,high resistance.

APP sensor 1 signal circuit is open circuit, highresistance, short to ground or short to low referencecircuit.



Faulty ECM.


P1121

(8)

AcceleratorPedal Position(APP) Sensor1-2 Correlation




APP sensor 1 and2 are more than40% out of rangeof each other.

Limited - - - APP sensor 1 +5V reference circuit is highresistance.

APP sensor 1 signal circuit is high resistance.

APP sensor 1 low reference circuit is highresistance.

APP sensor 2 +5V reference circuit is highresistance.






APP sensor connector is poor connection.


Faulty APP sensor 1, 2 or 3.

Faulty ECM.

Notice: APP sensor 1, 2 or 3 is internal to APPsensor assembly.

P1122

(1)


APP sensor 2signal voltage ismore than 4.85V.

APP sensor 2 signal circuit is open circuit, highresistance, short to +5V reference circuit, short tobattery or ignition voltage circuit.




Faulty ECM.


Notice: Interface of APP sensor 2 is pull-up type.

P1122

(2)




APP sensor 2signal voltage isless than 0.15V.

Limited - - -


APP sensor 2 signal circuit is short to ground orshort to low reference circuit.



Faulty ECM.



4JJ1-TC Engine-33

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1123

(8)


Batteryvoltage ismore than 9V.
















Faulty ECM.


P1124

(1)


APP sensor 3signal circuitvoltage is morethan 4.85V.

APP sensor 3 signal circuit is open circuit, highresistance, short to +5V reference circuit, short tobattery or ignition voltage circuit.




Faulty ECM.



P1124

(2)




APP sensor 3signal circuitvoltage is less than0.15V.

Limited - - -


APP sensor 3 signal circuit is short to ground orshort to low reference circuit.



Faulty ECM.



P1125

(8)


















Faulty ECM.


4JJ1-TC Engine-34

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1201

(5)

AcceleratorPedal Position(APP) PWMOutput HighVoltage

High voltagecondition on theAPP PWM outputcircuit for longerthan 3 seconds.

APP PWM output circuit is short to battery orignition voltage circuit.

Faulty TCM.

Faulty ECM.

P1201

(6)

AcceleratorPedal Position(APP) PWMOutput LowVoltage


Low voltagecondition on theAPP PWM outputcircuit for longerthan 3 seconds.

- - - TCM holdsa selectedgear whenthe DTC isset duringthe vehiclerun andinhibitslock-up.

TCM stopsall shiftsolenoidand thegear isfixed tothe 3rd

gear.

APP PWM output circuit is open circuit, highresistance or short to ground circuit.

Poor harness connector connection.

Faulty TCM.

Faulty ECM.

4JJ1-TC Engine-35

SWIRL CONTROL SOLENOID VALVEThe swirl control solenoid valve is located on left-handside of the cylinder block via fuel rail bracket. Bycommand signal from the engine control module (ECM)terminal J1-67, this solenoid valve applies vacuumpressure to the diaphragm actuator to operate swirlcontrol butterflies that is provided each intake port. Thecommanded state can be found on the Tech 2 datadisplay and relationship among the command signal,butterfly valve and swirl state as follows.

1. Swirl Control Solenoid Valve2. Swirl Control Actuator3. Butterfly Valves

The swirl control solenoid valve is conventional vacuumswitch valve (VSV). It has standard coil resistance 35–45 ohms at temperature 20°C (68°F).

1. Vacuum Hose Connect to Swirl Control Actuator2. Vacuum Hose Connect to Vacuum Source

Command Vacuum Butterfly Valve SwirlOFF Cut Open LowON Apply Close High

4JJ1-TC Engine-36



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1480

(5)

Swirl ControlSolenoidValve ControlCircuit HighVoltage

High voltagecondition on theswirl controlsolenoid valvecontrol circuit forlonger than 1second when thesolenoid valve iscommanded ON.

- Swirl control solenoid valve control circuit is short tobattery or ignition voltage circuit.

Faulty swirl control solenoid valve.

Faulty ECM.

P1480

(6)

Swirl ControlSolenoidValve ControlCircuit LowVoltage


Ignition switchis ON.

Low voltagecondition on theswirl controlsolenoid valvecontrol circuit forlonger than 1second when thesolenoid valve iscommanded OFF.

Limited

- - -

Swirl control solenoid valve voltage feed circuit isopen circuit or high resistance.

Swirl control solenoid valve control circuit is opencircuit, high resistance or short to ground.


Faulty swirl control solenoid valve.

Faulty ECM.

Solenoid ValveConnector Face

4JJ1-TC Engine-37

FUEL SYSTEMFEATURE OF THE COMMON RAIL SYSTEM

1. Fuel Tank2. Fuel Filter3. Fuel Supply Pump4. One-way Valve5. Fuel Rail6. Pressure Limiter Valve7. Flow Damper8. Fuel Rail Pressure Sensor9. Injector10. Engine Control Module (ECM)11. Camshaft Position (CKP)

Sensor12. Crankshaft Position (CKP)

Sensor13. Various Sensor Inputs

The common rail system uses a type of accumulatorchamber called the fuel rail to store pressurized fuel,and injectors that contain electronically controlledsolenoid valves to spray the pressurized fuel in thecombustion chambers. The injection system (injectionpressure, injection rate, and injection timing) iscontrolled by the engine control module (ECM), andtherefore the common rail system can be controlledindependently, free from the influence of engine speedand load. This ensures a stable injection pressure at alltime, particularly in the low engine speed range, so thatblack smoke specific to diesel engines generated duringvehicle starting or acceleration can be reduceddramatically. As a result, exhaust gas emissions areclear and reduced, and higher output is achieved.

1. High Pressure Control Enables high pressure injection from low engine

speed range. Optimizes control to minimize particulate matter and

NOx emissions.

2. Injection Timing Control Enables finely tuned optimized control in accordance

with running conditions.

3. Injection Rate Control Pilot injection control that performs a small amount of

injection before main injection.

4JJ1-TC Engine-38

FUEL SUPPLY PUMPAlong with the employment of the common rail typeelectronic control fuel injection system, the injectionpump was disused and a plunger type supply pump isprovided to supply high pressure fuel to the fuel rail. Thesupply pump is installed at the position whereconventionally the injection pump was installed, and it isdriven 1:1 to the engine. The feed pump (trochoid type)is built in the supply pump to feed fuel from the fuel tankto the plunger chamber. Also, the supply pump isattached with a suction control valve (SCV) to controlhigh pressure fuel supply to the fuel rail and a fueltemperature (FT) sensor to detect fuel temperature.

1. Fuel Temperature (FT) Sensor2. Suction Control Valve (SCV)3. Fuel Supply Pump4. Bracket

Type HP3

Gear Ratio to Crankshaft 1:1

Rotational DirectionClockwise as viewed from

drive side

Feed Pump Trochoid type

Plunger Diameter x Number 8.5mm x 2

Plunger Lift 5.6mm

SCV Type Normally Open

1. Driveshaft2. Ring Cam3. Pump Body4. Plunger5. Filter6. Regulating Valve7. Feed Pump8. Suction Control Valve (SCV)9. Fuel Temperature (FT) Sensor

Notice! In order to make the fuel supply pumpcharacteristic learn into the ECM, let the engineidle until warm-up after ECM or supply pumpreplacement. If the fuel system DTC’S stored inthe meantime, once clear DTC and warm-up theengine again.

4JJ1-TC Engine-39

1. Fuel Tank2. Fuel Filter3. Suction4. Fuel Inlet5. Feed Pump6. Regulating Valve7. Suction Control Valve (SCV)8. Return Spring9. Plunger10. Suction Valve11. Delivery Valve12. Fuel Overflow13. Return14. Fuel Rail15. Injector16. Driveshaft17. Suction Pressure18. Feed Pressure19. High Pressure20. Return Pressure

The fuel is fed under pressure to the plunger chamberby the feed pump built in the supply pump, and further itis fed under high pressure to the fuel rail by twoplungers driven by the camshaft therein. Operating theSCV based on the signals from the engine controlmodule (ECM) controls the quantity and timing of fuelsupply to the fuel rail. Since this type of pump adjuststhe fuel amount at low pressure side, and it can deliverrequired high pressure and is efficient.

4JJ1-TC Engine-40

Operation of the Fuel Feed Pump

1. From Fuel Tank2. Intake Port3. To Pump Chamber4. Discharge Port5. Inner Rotor6. Outer Rotor7. Fuel Quantity Decrease8. Fuel Quantity Increase9. Fuel Quantity Decrease (Fuel

Discharge)10. Fuel Quantity Increase (Fuel

Intake)

The trochoid type feed pump, which is integrated in thefuel supply pump, draws fuel from the fuel tank andfeeds it to the two plungers via the filter and SCV. Thefeed pump is driven by the drive shaft. With the rotationof the inner rotor, the feed pump draws fuel from itssuction port and pumps it out through the dischargeport. This is done in accordance with the space thatincreases and decreases with the movement of theouter and inner rotors.

1. Ring Cam2. Plunger A3. Plunger B4. Feed Pump

4JJ1-TC Engine-41

Operation of the Fuel Supply Pump

1. Suction Control Valve (SCV)2. Suction Valve3. Delivery Valve4. Eccentric Cam5. Ring Cam6. Plunger A Top Dead Center

(TDC) at Compression Stroke7. Plunger B Bottom Dead

Center (BDC) at Intake Stroke8. Plunger A Beginning of

Compression Stroke9. Plunger B Beginning of

Compression Stroke10. Plunger A Bottom Dead

Center (BDC) at Intake Stroke11. Plunger B Top Dead Center

(TDC) at Compression Stroke12. Plunger A Beginning of

Compression Stroke13. Plunger B Beginning of Intake

Stroke

The ring cam pushes the plunger “A” in upward directionas the eccentric cam rotates as shown above picture.The plunger “B” is pulled in the opposite direction ofplunger “A” by a spring force. As a result, the plunger“B” sucks fuel while the plunger “A” feeds fuel underpressure to the fuel rail.

4JJ1-TC Engine-42

Operation of Suction Control Valve (SCV)

A linear solenoid type valve has been adopted. TheECM controls the 250Hz duty ratio (the length of timethat the current is applied to the SCV), in order tocontrol the quantity of fuel that is supplied to the high-pressure plunger. Because only the quantity of fuel thatis required for achieving the target rail pressure is drawnin, the drive load of the supply pumps decreases

When current flows to the SCV, variable electromotiveforce is created in accordance with the duty ratio,moving the armature to the left side. The armaturemoves the cylinder to the left side, changing theopening of the fuel passage and thus regulating the fuelquantity. With the SCV OFF, the return spring contracts,completely opening the fuel passage and supplying fuelto the plungers. (Full quantity intake and full quantitydischarge) When the SCV is ON, the force of the returnspring moves the cylinder to the right, closing the fuelpassage (normally opened).

SCV control current can be found on the Tech 2 datadisplay by unit “mA”. SCV On duty ratio also can befound on the Tech 2 data display by “%”.

1. Valve2. CoilA. Small Duty Ratio (Large Suction Quantity)B. Large Duty Ratio (Small Suction Quantity)

A

B

1

2

Notice! DO NOT attempt engine cranking orstarting with the SCV harness connector or ECMharness connector disconnect. The pressurelimiter valve will be opened since the SCV isnormal open and full amount of fuel is supplied tothe fuel rail.Therefore, unless a diagnostic procedure instructsyou, DO NOT disconnect.

Notice! If the SCV control low circuit between theECM and SCV are short to ground, DTC may notstored. This condition will case engine stall, hardstart or engine cranks but may not start. But SCVcontrol current will be dropped approximately500mA.

4JJ1-TC Engine-43

1. Feed Pump2. Suction Control Valve (SCV)3. Cylinder4. Large Valve Opening (Maximum Intake Quantity)5. Small Valve Opening (Minimum Intake Quantity)

4JJ1-TC Engine-44



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0090

(6)

Fuel PressureRegulatorSolenoidControl CircuitLow or HighVoltage

SCV control highcircuit is a shortedto ground, shortedto battery orignition voltage for1 second.

SCV control high circuit is short to ground, shortto battery or ignition voltage. (P0090 (SymptomCode 8) may also set.)

Faulty ECM.

P0090

(7)

Fuel PressureRegulatorSolenoidControl CircuitOver Current

SCV control lowcircuit is shorted tobattery or ignitionvoltage.

SCV control low circuit is short to battery orignition voltage. (P0090 (Symptom Code 8) mayalso set.)

Faulty ECM.

P0090

(8)

Fuel PressureRegulatorSolenoidControl CircuitInvalid


SCV operatingcurrent is less than100mA, more than2450mA ordifference ofdesired current andactual current ismore than 1000mAfor 1.6 seconds.

Limited - - -

SCV control high circuit is open circuit or highresistance.

SCV control high circuit is short to ground, shortto battery or ignition voltage. (P0090 (SymptomCode 6) may also set.)

SCV control low circuit is open circuit, highresistance or short to ground.

SCV control low circuit is short to battery orignition voltage. (P0090 (Symptom Code 7) mayalso set.)

SCV internal coil is open circuit

Faulty ECM.

Notice: SCV is internal to fuel supply pumpassembly.

Suction Control Valve (SCV)Connector Face

4JJ1-TC Engine-45

FUEL RAIL (COMMON RAIL)

Operation of the Pressure Limiter Valve

Along with the employment of a common rail typeelectronic control fuel injection system, the fuel rail isprovided to store high pressure fuel between supplypump and injectors. A pressure sensor and a pressurelimiter are installed on the fuel rail. The pressure sensordetects the fuel pressure inside the fuel rail and sendsits signal to the ECM. Based on this signal, the ECMcontrols the fuel pressure inside the fuel rail via thesuction control valve of the supply pump. The pressurelimiter opens the valve mechanically to relieve thepressure when the fuel pressure inside the fuel railincreases extremely.

1. Fuel Rail2. Fuel Rail Pressure Sensor3. Pressure Limiter Valve4. Flow Damper5. Bracket

The pressure limiter valve relieves pressure by openingthe valve (2) if abnormally high pressure is generated.The valve (2) opens when pressure in rail reachesapproximately 220MPa (32000psi), and close whenpressure falls to approximately 50MPa (7250psi). Fuelleaked by the pressure limiter valve re-turns to the fueltank through the return line.

1. From Fuel Rail2. Valve3. Valve Body4. Valve Guide5. Spring6. Housing

7. To Fuel Return Pipe

Notice! For maximum sealing performance,operated pressure limiter valve must be replaced.There is a possibility the pressure limiter valve bywhich opening pressure has fallen may set fuelsystem DTC most likely cased by having openedmany times.

4JJ1-TC Engine-46

Operation of the Flow Damper

The flow dampers are installed at the outlet of fuel rail todamp a pulsation of fuel pressure inside the fuel rail orto cut off the fuel supply when the fuel leaks in thedownstream of flow damper. The fuel is supplied to theinjectors through an orifice of the piston. The pressurepulsation occurring in the fuel rail is damped by aresistive force of the return spring (5) and a passingresistance of the orifice (2), wherein the piston (4) actsas a damper. Also, the leading end of piston (4) closesan fuel supply port to cut off the fuel supply, if the fuelleak occurs in the injection pipe or injectors, and the fuelpressure on the downstream side of flow dampersupplied through an orifice (2) + resistive force of returnspring (5) do not balance with the fuel pressure appliedon the piston (4) surface prior to the orifice (2). Thepiston (4) will return when the fuel pressure inside thecommon rail less than 1.0MPa (145psi).

1. From Fuel Rail2. Orifice3. Slit4. Piston5. Return Spring6. Housing7. To Injector

4JJ1-TC Engine-47

FUEL RAIL PRESSURE (FRP) SENSORThe fuel rail pressure (FRP) sensor is installed to thefuel rail and it detects the fuel pressure in the fuel rail,converts the pressure into a voltage signal, and sendsthe signal to the engine control module (ECM). TheECM supplies 5-volts to the FRP sensor on the 5-voltsreference circuit. The ECM also provides a ground onthe low circuit. Higher fuel pressure provides higherFRP sensor voltage while lower pressure provides lowerFRP sensor voltage. The ECM calculates actual fuel railpressure (fuel pressure) form the voltage signal anduses the result in fuel injection control tasks.

The characteristic of the FRP sensor is displayed in thegraph and table. Calculated fuel rail pressure can befound on the Tech 2 by unit “MPa” or ”psi”. The outputvoltage also can be found on the Tech 2. To diagnosethe fuel system, desired value also can be found.

FRP Sensor Characteristic -Reference-

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

0 20 40 60 80 100 120 140 160 180 200 220

Fuel Rail Pressure (Mpa)

Outp

ut (V

olts

)

Mpa psi Volts5 725 1.1

20 2900 1.440 5800 1.760 8700 2.080 11600 2.3

100 14500 2.6120 17400 2.9140 20310 3.2160 23210 3.5180 26110 3.9200 29010 4.2220 31910 4.5

Notice! In data display “Desired Fuel RailPressure” will be fixed to the default value whenDTC is set relating to the FRP sensor. Todiagnose this DTC, observe the “Actual Fuel RailPressure” or “Volts” in the data display.

4JJ1-TC Engine-48



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0193

(1)

Fuel RailPressure(FRP) SensorCircuit HighVoltage

FRP sensor signalvoltage is morethan 4.75V.

Sensor signal circuit is open circuit, highresistance, short to +5V reference circuit, short tobattery or ignition voltage.

Sensor low reference circuit is open circuit, highresistance.


Faulty FRP sensor.

Faulty ECM.



Notice: Interface of FRP sensor is pull-up type.

P0193

(2)

Fuel RailPressure(FRP) SensorCircuit LowVoltage



FRP sensor signalvoltage is less than0.1V.

Limited - - -



Sensor harness connector is poor connection

Faulty FRP sensor.

Faulty ECM.




Fuel Rail Pressure (FRP)Sensor Connector Face

4JJ1-TC Engine-49

FUEL INJECTORElectronic control type injectors controlled by the enginecontrol module (ECM) are used. Compared withconventional injection nozzles, a command piston,solenoid valve, etc. are added.

Two dimensional barcode displaying various injectorcharacteristics are laser marked on the fuel injectorbody, and ID codes showing these in numeric form (24alphanumeric figures) are laser marked on theconnector housing. This system uses QR codeinformation to optimize injection quantity control. Whenan injector is newly installed in a vehicle, it is necessaryto input the ID codes in the engine control module(ECM). In order to minimize performance tolerance ofinjectors, ID codes have been adopted to enhance theinjection quantity correction precision of the injectors.Using ID codes has resulted in a substantial increase inthe number of the fuel injection quantity correctionpoints, and thus the injection quantity control precisionhas improved. The characteristics of the enginecylinders have been further unified, contributing toimprovements in combustion efficiency, reductions inexhaust gas emissions and so on.

1. ID Code (24 Alphanumeric Figures for Service Use)2. Leak Off Pipe3. Two Dimensional Barcode (Assembly Production Use)4. Fuel Intake Port5. O-Ring

First 2 figures mean an engine code. The following 20figures mean ten fuel injection quantity correctionpoints. The last two figures mean checksum code of 22figures.

Fu

el I

nje

ctio

n Q

ua

ntit

y (m

m3

/st)

P2-2

P2-1

P4-2

P3-2

P1-1

P5-2

P3-1

P4-1

P5-1

P4-3

Injector Control Pulse Width (micro sec.)

180MPa140MPa

90MPa

64MPa

30MPa

EngineCode

P1-1 P2-1

P2-2 P3-1 P3-2

P4-1 P4-2 P4-3

P5-1 P5-2Checksum

Code

Notice! Replacement injector MUST beprogrammed. Also, if ECM is replaced, ID codesMUST be programmed.

Notice! This Engine Code is identification ofengine, model, which used only injectors.

Engine Code for 4JJ1: 51 Engine Code for 4JK1: 53

DO NOT confuse with the Engine Code assignedin VIN (17 figures chassis number).

4JJ1-TC Engine-50

The each fuel injector’s ID code can also be found onthe factory affixed label located on the cylinder headcover.

1. Cylinder Number 1 Fuel Injector ID Code




5. Injector ID Code Label

6. Cylinder Head Code

The charge up circuit in the ECM steps up the voltage(approximately 130volts) for furl injectors and is dividedinto two banks, common 1 and 2. The common 1 coversfuel injector in cylinders 1 and 4. The common 2 coversfuel injector in cylinders 2 and 3.

To realize the engine noise reduction and low emissionexhaust gas, pre injection (pilot injection) is applied tothis system. The pre injection is applied between engineidle speed and approximately 2700RPM.

The left waveform shows the ECM control signal to theinjector. The first pulse (A) is pre injection. Afterapproximately 5.3ms, next pulse (B) is sent for maininjection.

Measurement Scale: 50V/div 2ms/div

Measurement Condition: Idle Speed (700RPM)

0V

A B

Notice! When programming ID code, recordingfrom this label only perform if the fuel injector(s) is(are) NOT being replaced in the past.

4JJ1-TC Engine-51

Operation of Fuel Injector

1. Return Port2. Solenoid3. Tow Way Valve (TWV)4. Outlet Orifice5. Control Chamber6. Inlet Orifice7. Command Piston8. Nozzle9. High Pressure Fuel10. Driving Current11. Pressure in Control Chamber12. Injection Rate13. No Injection State14. Injection State15. Injection End State

1) Non-injection state

The two way valve (TWV) (3) closes the outlet orifice (4)by means of a spring force, when no current is suppliedfrom the ECM to the solenoid (2). At this time, the fuelpressure applied to the nozzle (8) leading end is equalto the fuel pressure applied to the control chamber (5)through the inlet orifice (6). As for the force competitionin this state, the pressure on the command piston (7)upper surface + nozzle spring force defeat the pressureon the nozzle leading end, and consequently the nozzle(8) is pushed downward to close the injection holes.

2) Injection start

The TWV (3) is pulled up to open the outlet orifice (4),and thus the fuel leaks toward the return port (4), whenthe current is supplied from the ECM to the solenoid (2).As a result, the nozzle (8) is pushed up together withthe command piston (7) by the fuel pressure applied tothe nozzle leading end, and then the nozzle injectionholes open to inject the fuel.

3) Injection end

The TWV (3) lowers to close the outlet orifice (4), whenthe ECM shuts off a current supply to the solenoid (2).As a result, the fuel cannot leak from the controlchamber (5), and thus the fuel pressure in the controlchamber (5) rises abruptly and then the nozzle (8) ispushed down by the command piston (7) to close thenozzle injection holes, resulting in the end of fuelinjection.

4JJ1-TC Engine-52



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0201

(6)

Cylinder No.1InjectorSolenoidControl CircuitOpen


Engine isrunning.

Engine speedis lower than2000RPM.

DTC P1261(SymptomCode 1,3,5 &7) is not set.

Cylinder No. 1injector drive orsolenoid coilcontrol circuit isopen.

- - - - Cylinder #1 fuel injector drive circuit is opencircuit or high resistance.

Cylinder #1 fuel injector solenoid coil controlcircuit is open circuit or high resistance.

Cylinder #1 fuel injector internal solenoid coil isopen circuit.

Faulty ECM.

P0202

(6)



Engine isrunning.







Faulty ECM.

P0203

(6)



Engine isrunning.







Faulty ECM.

Fuel InjectorConnector Face

4JJ1-TC Engine-53

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0204

(6)



Engine isrunning.







Faulty ECM.

P0611

(0)

Fuel InjectorSolenoidControlModule Group1 Low Voltage

Common 1 chargeup voltage is lessthan 100V.

Faulty ECM.

P0611

(1)

Fuel InjectorSolenoidControlModule Group1 InterfaceHigh Voltage

Charge up voltagemonitoring circuitdetects that thecommon 1 chargeup voltage is morethan 150V.

Faulty ECM.

P0611

(2)

Fuel InjectorSolenoidControlModule Group1 InterfaceLow Voltage

Ignition voltageis more than9V.

Engine is notrunning.

Charge up voltagemonitoring circuitdetects that thecommon 1 chargeup voltage is lessthan 100V.

Limited - - -

Faulty ECM.

P0612

(0)

Fuel InjectorSolenoidControlModule Group2 Low Voltage

Common 2 chargeup voltage is lessthan 100V.

Faulty ECM.

P0612

(1)

Fuel InjectorSolenoidControlModule Group2 InterfaceHigh Voltage

Charge up voltagemonitoring circuitdetects that thecommon 2 chargeup voltage is morethan 150V.

Faulty ECM.

P0612

(2)

Fuel InjectorSolenoidControlModule Group2 InterfaceLow Voltage



Charge up voltagemonitoring circuitdetects that thecommon 2 chargeup voltage is lessthan 100V.

Limited - - -

Faulty ECM.

P0613

(1)

Fuel InjectorSolenoidControlModule LowVoltage

Supply voltage tothe charge upcircuits is morethan 20V.

Faulty ECM.

P0613

(2)

Fuel InjectorSolenoidControlModule HighVoltage

Ignition voltageis more than 9V.

Supply voltage tothe charge upcircuits is less than9V.

Faulty ECM.

P0613

(8)

Fuel InjectorSolenoidControlModule Group1 & 2 LowVoltage



Common 1 andcommon 2 chargeup voltage are lessthan 90V.

Limited - - -

Faulty ECM.

4JJ1-TC Engine-54

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1261

(1)

InjectorPositiveVoltage CircuitGroup 1 LoadShort


Engine isrunning.

Common 1 injectordrive circuit isshorted to thecylinder No. 1 orNo. 4 injectorsolenoid coilcontrol circuit.

Cylinder #1 fuel injector drive circuit is short to #1fuel injector solenoid coil control circuit eachother.




Faulty cylinder #1 fuel injector.


Faulty ECM.

P1261

(3)

InjectorPositiveVoltage CircuitGroup 1Control Short


Engine isrunning.



DTC P0611(SymptomCode 0, 1 & 2)is not set.



Cylinder No. 1 andNo. 4 injectorsolenoid coilcontrol circuit isshorted each other.

Cylinder No. 1 and No. 4 injector solenoid coilcontrol circuit is shorted each other.

Faulty ECM.

P1261

(5)

InjectorPositiveVoltage CircuitGroup 1 HighVoltage

Common 1 injectordrive circuit, orcylinder No. 1 orNo. 4 injectorsolenoid controlcircuit is shorted toa voltage circuit.

Cylinder #1 fuel injector drive circuit is short tobattery or ignition voltage.


Cylinder #1 fuel injector solenoid coil controlcircuit is short to battery or ignition voltage.


Faulty ECM.

P1261

(7)

InjectorPositiveVoltage CircuitGroup 1 LowVoltage



Common 1 injectordrive circuit, orcylinder No. 1 orNo. 4 injectorsolenoid controlcircuit is shorted toa ground.

Limited - - -

Cylinder #1 fuel injector drive circuit is short toground.


Cylinder #1 fuel injector solenoid coil controlcircuit is short to ground.




Faulty ECM.

4JJ1-TC Engine-55

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1262

(1)

InjectorPositiveVoltage CircuitGroup 2 LoadShort


Engine isrunning.

Common 2 injectordrive circuit isshorted to thecylinder No. 2 orNo. 3 injectorsolenoid coilcontrol circuit.







Faulty ECM.

P1262

(3)

InjectorPositiveVoltage CircuitGroup 2Control Short


Engine isrunning.






Cylinder No. 2 andNo. 3 injectorsolenoid coilcontrol circuit isshorted each other.

Cylinder #2 and #3 injector solenoid coil controlcircuit is shorted each other.

Faulty ECM.

P1262

(5)

InjectorPositiveVoltage CircuitGroup 2 HighVoltage

Common 2 injectordrive circuit, orcylinder No. 2 orNo. 3 injectorsolenoid controlcircuit is shorted toa voltage circuit.





Faulty ECM.

P1262

(7)

InjectorPositiveVoltage CircuitGroup 2 LowVoltage



Common 2 injectordrive circuit, orcylinder No. 2 orNo. 3 injectorsolenoid controlcircuit is shorted toa ground.

Limited - - -







Faulty ECM.

4JJ1-TC Engine-56

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1263

(8)

Injector CircuitShort AcrossGroup 1 &Group 2



Injector drivecircuit, or injectorsolenoid controlcircuit is shortedacross the bank.

- - - - Cylinder #1 and #2 fuel injector solenoid coilcontrol circuit are shorted each other.

Cylinder #1 and #3 fuel injector solenoid coilcontrol circuit are shorted each other.



Cylinder #1 fuel injector solenoid coil controlcircuit and cylinder #2 fuel injector drive circuit isshorted each other.


Cylinder #2 fuel injector solenoid coil controlcircuit and cylinder #4 fuel injector dive circuit isshorted each other.





Cylinder #1 and #2 fuel injector drive circuit isshorted each other.




Faulty ECM.

4JJ1-TC Engine-57

FEATURE OF THE FUEL LINE

1. Fuel Rail2. Leak Off Pipe3. Fuel Injector4. Return Pipe5. Fuel Feed Pipe6. Fuel Tank7. Fuel Pump & Sender

Assembly8. Fuel Filler Cap9. Check Valve10. Fuel Filter with Water

Separator11. Bypass One-way

Valve12. Fuel Supply Pump

Low-pressure side fuel line consists followingcomponents.

Fuel Tank Fuel Pump & Sender Assembly Fuel Feed Pipe Fuel Return Pipe Fuel Filter & Water Separator Bypass One-way Valve

The fuel filter is located chassis frame side member viabracket. Conventional priming pump is not equipped tothis fuel filter since it is very small clearance betweenthe cab floor panel and top of the filter. Accordingly, in-tank fuel pump is applied to this system to bleed air inthe fuel line.

1. Water Separator Level Switch Harness Connector2. Bolt3. Hose4. Fuel Filter & Water Separator Assembly

Air Bleeding Procedure:

1. Turn ON the ignition for 10 to 15 seconds, with theengine OFF. And then turn OFF the ignition for 7 to10 seconds.

2. Turn ON the ignition for 10 to 15 seconds, with theengine OFF. And then turn OFF the ignition for 7 to10 seconds.

3. Once again turn ON the ignition for 10 to 15 seconds,with the engine OFF. And then start the engine.

4. If the engine could not be started, attempt again fromstep 1.

4JJ1-TC Engine-58

IN-TANK FUEL PUMP & SENDER UNITThe fuel tank is equipped with fuel pump and senderassembly (fuel level sensor). Construction and functionof the fuel pump is very similar with conventionalgasoline engine fuel pump.

1. Discharge Port2. Return Port3. Emission Port4. Fuel Pump & Sender Assembly5. Connector6. Fuel Tube7. Retaining Ring8. O-ring9. Fuel Tank

The fuel pump discharges fuel more than 100 cc in 10seconds. The fuel pump relay is commanded ON(energized) for 12 seconds at ignition switch is ON withthe engine OFF.

Commanded state of the fuel pump relay can be foundon the Tech 2.

The fuel pump relay solenoid coil has standardresistance approximately 120-150 ohms.

Notice! In order to check fuel pump operation orfuel line, measure the discharged fuel amount bydisconnecting the fuel hose that connects to thefuel supply pump. If there is a leak on suctionside, the fuel from the disconnected hose will notflow out sufficiently and fuel leakage may occur.Also, if there is a restriction on the suction side,the fuel from the disconnected hose will not flowout sufficiently that is most likely caused byclogged fuel filter or kinked fuel hose or pipe.

4JJ1-TC Engine-59



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1099

(5)

Fuel PumpRelay ControlCircuit HighVoltage

High voltagecondition on thefuel pump relaycontrol circuit forlonger than 1second when thefuel pump relay iscommanded ON.

Fuel pump relay control circuit is short to batteryor ignition voltage circuit.

Faulty fuel pump relay.

Faulty ECM.

Notice: Fuel pump relay is commanded ON for 12seconds at ignition is ON with the engine OFF.

P1099

(6)

Fuel PumpRelay ControlCircuit LowVoltage



Low voltagecondition on thefuel pump relaycontrol circuit forlonger than 1second when thefuel pump relay iscommanded OFF.

- - - -

Fuel pump relay battery feed circuit is opencircuit or high resistance.

Fuel pump relay control circuit is open circuit,high resistance or short to ground

Fuel pump relay is poor installation.

Faulty fuel pump relay.

Faulty ECM.

Notice: Fuel pump relay is commanded ON for 12seconds at ignition is ON with the engine OFF.

Fuel PumpConnector Face

Fuel Pump RelayTerminal Face

4JJ1-TC Engine-60

BYPASS ONE-WAY VALVE

FUEL FILTER & WATER SEPARATOR

The fuel line is equipped with a unique bypass one-wayvalve, which is located near the transmission case. Thisvalve is employed following reasons.

a. Purpose of bypass valve function:The in-tank fuel pump discharges constant amountregardless of the engine speed or load. However, fuelpressure in the low-pressure side increases too machmore than allowable adjustment pressure of the fuelsupply pump which may happen at the time of lowengine speed especially idle speed. The bypassfunction is to escape fuel pressure when it happens.

b. Purpose of one-way valve function:In case in-tank fuel pump is not operated, fuel is suckedup only by fuel feed pump in the fuel supply pump fromthe fuel tank. Since the fuel line which goes via the fuelfilter then has resistance, it is taken as the method ofsucking from the return line without resistance.However, the fuel from the return line goes via engineand injectors, fuel temperature is increasing, and if thefuel supply pump sucks it, engine control is influencedsince fuel temperature sensor is installed to the fuelsupply pump. The one-way function is to stop fuelsucking from the return line.

1. From Fuel Tank2. To Fuel Supply Pump3. To Fuel Tank4. From Injector Leak Off

As the inside of the fuel supply pump is lubricated bythe fuel which it is pumping and common rail system isneeded perfectly clean. The fuel filter and the waterseparator removes water particles and other foreignmaterial from the fuel before it reaches the fuel supplypump. The water separator has an internal float. Whenthe float reaches the specified level (approximately125cc), a warning light comes on to inform the driver todrain the water from the water separator.

1. Body with Tube2. Upper O-ring3. Inner O-Ring4. Fuel Filter Cartridge5. Switch O-ring6. Water Level Switch7. Drain Plug O-ring8. Water Drain Plug

a:

b:

4JJ1-TC Engine-61

FUEL INJECTION QUANTITY CONTROLThis control determines the fuel injection quantity byadding coolant temperature, fuel temperature, intake airtemperature, and mass air flow corrections to the basicinjection quantity is calculated by the engine controlmodule (ECM), based on the engine operatingconditions and driving conditions.

During normal running, optimum fuel injection quantity iscontrolled according to the engine speed andaccelerator pedal pressing amount. More fuel rateindicates if the engine load is increased as theaccelerator pedal is stepped on at constant enginespeed.

At the engine starting (after the ignition switch is turnedto the start position to start the engine, up to return ofkey switch to the ON position), optimum fuel injectionquantity is controlled based on the information on theengine speed and engine coolant temperature. At lowtemperature, the fuel injection quantity increases. Whenthe engine started completely, this increased quantitymode at the starting is cancelled and normal runningmode is restored.

Idle Speed Control

A control is made so as to achieve stable idling speedat all time regardless of engine secular changes orengine condition variations. The ECM sets target idlingspeed and controls the fuel injection quantity accordingto the engine conditions (actual engine speed, coolanttemperature, engine load ON/OFF signals of airconditioner) to follow actual engine speed to the desiredidling speed so as to ensure stable idling speed.

If the battery voltage is less that 11 volts during theengine running with A/C system OFF, the ECM set thedesired idle speed to 750RPM. And battery voltage isreturned more than 12 volts with the A/C system OFF,the ECM set the desired idle speed to 700RPM.

If the A/C system is activated, the ECM sets 50RPMhigher than normal idle speed.

Des

ired

Idle

Spe

ed (

RP

M)

800

-10/14 0/32 30/86

Engine Coolant Temp. (°C/°F)

20/68

750

850

700

4JJ1-TC Engine-62

Idle Vibration Control

A control is made so as to reduce the engine vibrationcaused by torque variations between cylinders due tovariations in fuel injection quantity of each cylinder orinjector performance. The ECM corrects the injectionquantity between cylinders based on the revolutionsignals from the crankshaft position (CKP) sensor.Normal range of correction quantity between cylinders iswithin ±5 mm3/st.

Compensation value on each cylinder can be found onthe Tech 2. When the compensation volume is negative,the fuel volume is reducing. When the compensationvolume is positive, the fuel volume is increasing.

Fuel System DTCFail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0087

(0)

Fuel RailPressure(FRP) TooLow

Actual fuel railpressure is lessthan 10 to15MPa (1450 to2180psi) whilethe engine speedis between 200and 600RPM.

OR

Actual fuel railpressure is lessthan 15MPa(2180psi) for 5seconds whilethe engine speedis higher than600RPM.

Enginestop

- - - Loss fuel or less fuel in the fuel tank.

Fuel leaking at high pressure side.

Suction control valve (SCV) is sticking.

Faulty fuel injector.

Fuel suction side looseness, kinks or blocked.

Faulty or clogged fuel filter.

Excessive air in the fuel suction side.

Faulty fuel rail pressure (FRP) sensor.

FRP sensor circuits intermittently open circuit orpoor connection.

FRP sensor circuits high resistance.

SCV circuits intermittently open circuit or poorconnection.

SCV circuits high resistance.

Faulty fuel supply pump.


Correction

AngleSpeed

Crankshaft Angle

AngleSpeed

Crankshaft Angle

��

Fu

el R

ail P

ress

ure

(M

Pa

/psi

)

Time

Longer than 5 sec.

15/2180

10/1450

��

Higher than 600RPM

200 – 600RPM

Notice! If there is a cylinder that is excessivelyhigh or low, it may indicate faulty fuel injector,faulty injector ID code programming, weak orslightly seized cylinder.

Notice: If the fuel rail pressure is certainpressure low as compared with enginespeed, this DTC will set.This DTC most likely indicates loss of fuelpressure by fuel leak from the high-pressureside. Inspect the high-pressure side fuelleakage between the fuel supply pump andfuel injectors FIRST.

4JJ1-TC Engine-63

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0088

(0)

Fuel RailPressure(FRP) TooHigh

Fuel rail pressureis more than197MPa(28570psi) forlonger than 5second.

Limited - - - Suction control valve (SCV) is sticking.












P0088

(8)

Fuel RailPressure(FRP) TooHigh



Fuel rail pressureis more than200MPa(29000psi) forlonger than 5second.













Fue

l Rai

l Pre

ssur

e (

MP

a/p

si)

197/28570

Time

200/29000

P0088 (0) (longer than 5 sec.)

Actual Fuel Rail Press.

P0088 (8) (longer than 5 sec.)

Notice: If the fuel rail pressure isexcessively high for certain length of time,this DTC will set.

4JJ1-TC Engine-64

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0089

(0)

Fuel PressureRegulatorPerformance

Fuel RailPressure TooHigh




SCV control dutyis more than 26%or commandedfuel supply is lessthan15000mm3/sec,then actual fuelrail pressure ishigher thandesired pressureby 20MPa(2900psi) forlonger than 20seconds whilethe engine speedis between idle to1200RPM.

OR

Actual fuel railpressure ishigher thandesired pressureby 40MPa(5800psi) forlonger than 20seconds whilethe engine speedis higher than1500RPM.









Higher than 20/2900(Idle – 1200RPM)

F

uel R

ail

Pre

ssu

re (

MP

a/p

s

Time


Desired Fuel Rail Press.

Longer than 20sec.

Higher than 40/5800(Higher than 1500RPM)

Notice: If the fuel rail pressure is certainpressure higher than desired fuel railpressure for a certain length of time, thisDTC will set.

4JJ1-TC Engine-65

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1093(0)




SCV control dutyis less than 54%or commandedfuel supply ismore than600mm3/sec,then actual fuelrail pressure islower thandesired pressureby 10MPa(1450psi) forlonger than 5seconds whilethe engine speedis idle.

OR Actual fuel railpressure is lowerthan desiredpressure by20MPa (2900psi)for longer than 5seconds whilethe engine speedis higher than1200RPM.

Enginestop

- - - Loss fuel or less fuel in the fuel tank. Fuel leaking at high pressure side. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit orpoor connection.

FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poorconnection.

SCV circuits high resistance. Faulty fuel supply pump.


Lower than 10/1450 (Idle )

F

ue

l Ra

il P

ress

ure

(M

Pa

/ps

Time


Desired Fuel Rail Press. Longer than 5 sec.

Lower than 20/2900(Higher than 1200RPM)

Notice: If the fuel rail pressure is a certainpressure lower than desired fuel railpressure for a certain length of time, thisDTC will set.This DTC most likely indicates loss of fuelpressure by fuel leak from the high-pressureside. Inspect the high-pressure side fuelleakage between the fuel supply pump andfuel injectors FIRST.If the fuel tank is empty or near empty, airmight be allowed to go into the fuel system.With air in the fuel system, smooth flow offuel into the supply pump is interrupted andthis DTC may set.

4JJ1-TC Engine-66

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1094

(0)



Engine coolanttemperature ismore than50°C (122°F).

Difference ofdesired engineidle speed andactual idlespeed lowerthan 50RPM.

Vehicle speed0km/h (0MPH).

Acceleratorpedal positionis 0%.





Engine speedis between 650and 800RPM.

Fuel injectionquantity isbetween 10and 30mm3/st.

SCV commandedfuel is more than6000mm3/sec for10 seconds.

Limited - - - Loss fuel or less fuel in the fuel tank.

Pressure limiter valve opening pressure hasfallen.













Notice: If the SCV commanded fuel is certainamount high for a certain length if time atengine idle speed even the fuel rail pressureis following, this DTC will set.The pressure limiter valve by which openingpressure has fallen may set this DTC mostlikely cased by having opened many times.If the fuel tank is empty or near empty, airmight be allowed to go into the fuel system.With air in the fuel system, smooth flow offuel into the supply pump is interrupted andthis DTC may set.

4JJ1-TC Engine-67

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1094

(8)




Vehicle speedis more than3km/h(4.8MPH).

Acceleratorpedal positionis 0%.

Fuel injectionquantity is0mm3/st.


Actual fuel railpressure is sharplydropped more than12MPa (1740psi)while engine is fuelcut operation.

Enginestop

- - - Loss fuel or less fuel in the fuel tank.

Pressure limiter valve opening pressure hasfallen.













F

ue

l Ra

il P

ress

ure

(M

Pa

/ps

Time



More than 12/1720

Notice: If the fuel rail pressure is certainamount low for a certain length of time whilefuel cut, this DTC will set.The pressure limiter valve by which openingpressure has fallen may set this DTC mostlikely cased by having opened many times.If the fuel tank is empty or near empty, airmight be allowed to go into the fuel system.With air in the fuel system, smooth flow offuel into the supply pump is interrupted andthis DTC may set.

4JJ1-TC Engine-68

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P1095

(0)

Fuel PressureLimiterActivation


Engine isrunning.


Fuel rail pressuredrops quickly formmore than 190MPa(27560psi) to lessthan 80MPa(11600psi), andthen difference ofactual fuel railpressure is morethan 30MPa(4350psi).

Limited - - - Loss fuel or less fuel in the fuel tank.













��

F

ue

l Ra

il P

ress

ure

(M

Pa

/ps

Time



More than 30/4350

230/33400

212/30800

190/27560

80/11600

Pressure limiter valve operating area

Notice: If the fuel rail pressure wentexcessively high, then sharply decreased,this DTC will set indicating high fuelpressure, which activated the pressurelimiter valve. If this code is set, replacepressure limiter valve.If the fuel tank is empty or near empty, airmight be allowed to go into the fuel system.With air in the fuel system, smooth flow offuel into the supply pump is interrupted andthis DTC may set.

4JJ1-TC Engine-69

EGR (EXHAUST GAS RE-CIRCULATION) SYSTEM

1. EGR Cooler2. Engine Coolant Outlet3. Engine Coolant Inlet4. EGR Valve5. Engine Control Module

(ECM)6. Mass Air Flow (MAF)

Sensor7. Intake Throttle Valve

The exhaust gas re-circulation (EGR) systemcombination with EGR cooler reduces the temperatureof the combustion temperature. This results in reducingnitrogen oxide (NOx) emissions. The EGR controlsystem uses an electronic control system to ensure bothdriveability and emission. The control current from theengine control module (ECM) operates the DC motor tocontrol the lift amount of the EGR valve. Also, a valveposition sensor is provided at the rear of the motor tofeedback actual valve lift amount to the ECM for moreprecision control of the EGR amount.

The EGR control starts when the conditions includingthe engine speed, engine coolant temperature, intakeair temperature are satisfied, and the valve opening iscalculated according to the engine speed, mass air flowand desired fuel injection quantity. Based on this valveopening, the drive duty if the motor is determined andthe motor is driven accordingly. Intake throttle valve isprovided to adequate intake manifold depression toensure EGR gas flow.

4JJ1-TC Engine-70

EGR VALVEThe EGR valve is mounted on the intake manifold. Itcontrols EGR gas flow amount. A position sensor isinstalled on the EGR valve body together with EGRvalve control motor. The EGR valve position sensorchanges output voltage according to EGR valveposition. The control motor is controlled based on dutysignal sent from the ECM. The 200Hz duty ratio is thetime that the EGR valve is opened to one operatingcycle. A duty ratio change of 0% to appropriatepercentage is EGR valve lift control. To open the valve,duty ratio is increased. To close the valve, duty ratiobecomes small.

1. EGR Gas Inlet2. EGR Gas Outlet3. Stopper4. Spring Holder5. Return Spring6. Plate7. Bush8. Filter9. Holder10. Rod11. Valve12. Valve Seat

5.0ms

0.75ms

Ex. OFF Duty Ratio 15%

4JJ1-TC Engine-71

The characteristic of the EGR valve position sensor isdisplayed in the graph and table. Calculated EGRposition can be found on the Tech 2 by unit “%”. Theoutput voltage also can be found on the Tech 2. Desiredposition and actual position are compared and ECMadjusts EGR valve motor driven by duty cycle signal.

To check EGR valve sticking, Miscellaneous Test onthe Tech 2 is suitable. The purpose of this test is forchecking whether the actual position of the EGR valveis moved within 0 - 100% as commanded. Restrictedvalve movement by foreign materials, excessivedeposits or faulty valve could be considered if the EGRPosition Difference is large.

EGR Valve Characteristic -Reference-

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

0 10 20 30 40 50 60 70 80 90 100

EGR Valve Position (%)

Po

sitio

n S

en

sor

Ou

tpu

t (V

olts

)

close Open

Position (%) Volts0 0.9

10 1.120 1.430 1.740 2.050 2.360 2.570 2.880 3.190 3.4

100 3.7

4JJ1-TC Engine-72

INTAKE THROTTLE (IT) VALVEThe intake throttle (IT) valve is mounted on the intakemanifold. It controls EGR gas flow amount bydepressing of intake air flow. A position sensor isinstalled on the intake throttle valve body together withintake throttle valve control motor. The intake throttlevalve position sensor changes output voltage accordingto intake throttle valve position. The control motor iscontrolled based on duty signal sent from the ECM. The1kHz duty ratio is the time that the intake throttle valveis opened to one operating cycle. A duty ratio change of0% to appropriate percentage is intake throttle valveopening angle control. To close the valve, duty ratio isincreased. To open the valve, duty ratio becomes small.

When the ignition switch is tuned OFF, intake throttlevalve will be fully closed to shutoff the intake air. This isto stop the engine run quickly.

1. Intake Throttle Valve2. Intake Manifold

1.0ms

0.2ms

Ex. OFF Duty Ratio 20%

4JJ1-TC Engine-73

The characteristic of the intake throttle valve positionsensor is displayed in the graph and table. Calculatedintake throttle position can be found on the Tech 2 byunit “%”. The output voltage also can be found on theTech 2. Desired position and actual position arecompared and ECM adjusts intake throttle valve motordriven by duty cycle signal.

To check intake throttle valve sticking, MiscellaneousTest on the Tech 2 is suitable. The purpose of this testis for checking whether the actual position of the intakethrottle valve is moved within 25 - 80% as commanded.Restricted valve movement by foreign materials,excessive deposits or faulty valve could be considered ifthe Intake Throttle Position Difference is large.

Intake Throttle Valve Characteristic -Reference-

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

20 30 40 50 60 70 80

Intake Throttle Positon (%)

Po

sitio

n S

en

sor

Ou

tpu

t (V

olts

)

Close Open

Position (%) Volts25 1.330 1.540 1.950 2.260 2.570 2.980 3.3

4JJ1-TC Engine-74



(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P0486

(1)

Exhaust GasRecirculation(EGR) ValvePositionSensor CircuitHigh Voltage

EGR valve positionsensor signalvoltage is morethan 4.75V.




Faulty EGR valve.

Faulty ECM.


P0486

(2)

Exhaust GasRecirculation(EGR) ValvePositionSensor CircuitLow Voltage



EGR valve positionsensor signalvoltage is less than0.1V.




Faulty EGR valve.

Faulty ECM.


P0486

(8)

Exhaust GasRecirculation(EGR) ValvePositionSensorPerformance

Battery voltageis between 12 –16V.



Desired EGRvalve position isstablecondition.

EGR valvecontrol dutycycle is morethan 61%.

Difference ofdesired EGRvalve positionand actual EGRvalve position ismore than 20%.

Above conditionsare met for 5seconds.

- Inhibited Inhibited -

EGR valve is sticking.

EGR valve motor +12V feed circuit is highresistance.

EGR valve motor control duty signal circuit is highresistance.

Sensor +5V reference circuit is high resistance.

Sensor signal circuit is high resistance.

Sensor low reference circuit is high resistance.

Faulty EGR valve position sensor.

Faulty EGR valve motor.

Faulty ECM.


Notice: EGR valve motor is internal to EGR valveassembly.

Intake Throttle ValveConnector Face

EGR ValveConnector Face

4JJ1-TC Engine-75

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P0487

(0)

Exhaust GasRecirculation(EGR) ValveMotor ControlCircuit

Temperature ofEGR valve drivecircuit is greaterthan 140°C (248°F)for longer than 30seconds.


Faulty ECM.

P0487

(3)


Temperature ofEGR valve drivecircuit is greaterthan 140°C (248°F)for longer than 60seconds in the totalduring sameignition cycle.


Faulty ECM.

P0487

(5)



Temperature ofEGR valve drivecircuit is greaterthan 140°C (248°F)for longer than 120seconds in the totalthat is accumulatedexceeding ignitioncycle.

limited Inhibited Inhibited -


Faulty ECM.

P0488

(5)

Exhaust GasRecirculation(EGR) ValveMotor CircuitHigh Voltage

EGR valve motorduty control circuitis shorted to avoltage circuit for 1second.

EGR valve motor control duty signal circuit is shortto battery or ignition voltage.

EGR valve motor control duty signal circuit and+12V feed circuit shorted each other.

Faulty EGR valve

Faulty ECM.


P0488

(6)

Exhaust GasRecirculation(EGR) ValveMotor CircuitOpen

EGR valve motorvoltage feed circuit,or motor dutycontrol circuit isopen for 1 second.

EGR valve motor +12V feed circuit is open circuit orhigh resistance.

EGR valve motor control duty signal circuit is opencircuit or high resistance.

EGR valve motor harness connector is poorconnection.

Faulty EGR valve

Faulty ECM.


P0488

(7)

Exhaust GasRecirculation(EGR) ValveMotor CircuitLow Voltage


EGR valve motorvoltage feed circuit,or motor dutycontrol circuit isshort to a groundfor 1 second.

limited Inhibited Inhibited -

EGR valve motor +12V feed circuit is short toground.

EGR valve motor control duty signal circuit is shortto ground.

Faulty EGR valve

Faulty ECM.


P1485

(1)

Intake Throttle(IT) ValvePositionSensor CircuitHigh Voltage

IT valve positionsensor signalvoltage is morethan 4.75V.




Faulty intake throttle valve.

Faulty ECM.

Notice: Intake throttle valve position sensor is internalto intake throttle valve assembly.

P1485

(2)

Intake Throttle(IT) ValvePositionSensor CircuitLow Voltage



IT valve sensorsignal voltage isless than 0.1V.

- Inhibited Inhibited -




Faulty intake throttle valve.

Faulty ECM.


4JJ1-TC Engine-76

Fail-Safe (Back Up)


(SymptomCode)



DTC



LimitationEGR

Control


OtherControlStatus

Suspected Cause

P1485

(8)

Intake Throttle(IT) ValvePositionSensorPerformance

Battery voltageis between 11 –16V.



Desired ITP isstablecondition.

IT valve controlduty cycle ismore than 51%.

Difference ofdesired IT valveand actual ITvalve is morethan 20%.

Above conditionsare met for 5seconds.

- Inhibited Inhibited - Intake throttle valve is sticking.

Intake throttle valve motor +12V feed circuit is highresistance.

Intake throttle valve motor control duty signal circuitis high resistance.

Sensor +5V reference circuit is high resistance.

Sensor signal circuit is high resistance.

Sensor low reference circuit is high resistance.

Faulty intake throttle valve position sensor.

Faulty intake throttle valve motor.

Faulty ECM.


Notice: Intake throttle valve motor is internal to intakethrottle valve assembly.

P1487

(0)

Intake Throttle(IT) ValveMotor ControlCircuit

Temperature of ITvalve drive circuit isgreater than 140°C(248°F) for longerthan 30 seconds.

Intake throttle valve is sticking.

Faulty ECM.

P1487

(3)


Temperature of ITvalve drive circuit isgreater than 140°C(248°F) for longerthan 60 seconds inthe total duringsame ignitioncycle.


Faulty ECM.

P1487

(5)



Temperature of ITvalve drive circuit isgreater than 140°C(248°F) for longerthan 120 secondsin the total that isaccumulatedexceeding ignitioncycle.

Limited Inhibited Inhibited -


Faulty ECM.

P1488

(5)

Intake Throttle(IT) ValveMotor CircuitHigh Voltage

IT valve controlduty circuit isshorted to voltagecircuit for 1second.

Intake throttle valve motor control duty signal circuitis short to battery or ignition voltage.

Intake throttle valve motor control duty signal circuitand +12V feed circuit shorted each other.

Faulty intake throttle valve

Faulty ECM.


P1488

(6)

Intake Throttle(IT) ValveMotor CircuitOpen

IT motor voltagefeed circuit, ormotor controlcircuit is open for 1second.

Intake throttle valve motor +12V feed circuit is opencircuit or high resistance.

Intake throttle valve motor control duty signal circuitis open circuit or high resistance.

Intake throttle valve motor harness connector ispoor connection.


Faulty ECM.


P1488

(7)

Intake Throttle(IT) ValveMotor CircuitLow Voltage


IT valve motorvoltage feed circuit,or motor controlcircuit is short to aground for 1second.

Limited Inhibited Inhibited -

Intake throttle valve motor +12V feed circuit is shortto ground.

Intake throttle valve motor control duty signal circuitis short to ground.


Faulty ECM.


4JJ1-TC Engine-77

PREHEATING SYSTEMThe preheating system consists the engine controlmodule (ECM), glow relay and glow plugs. The ECMswitches glow relay depends on engine coolanttemperature to energize the glow plugs. In after glowphase, the glow plugs remain active for a certain periodwith engine run. Note that this engine does not haveglow indicator lamp.

Commanded state of the glow relay can be found on theTech 2.

In pre glow phase, glow relay is commanded ON(energized) until engine coolant temperature 35°C(95°F).

In after glow phase, glow relay is commanded OFF withthe engine run when the engine coolant temperature isreached at 60 °C (140°F) and it command ON(energized) below 55°C (131°F).

The glow plug has standard resistance approximately0.9 ohms.

The glow relay solenoid coil also has standardresistance approximately 94-115 ohms.

Glow Relay On Time Curve

0

1

2

3

4

5

6

7

8

-30 -20 -10 0 10 20 30 40 50 60 70Coolant Temperature(C)

Tim

e (

sec.

or

min

.)

Relay On Time at Pre Glow Phase (sec.)

Relay On Time at After Glow Phase (min.)

4JJ1-TC Engine-78



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0380

(5)

Glow PlugRelay ControlCircuit HighVoltage

High voltagecondition on theglow relay controlcircuit for longerthan 3 secondswhen the glowrelay iscommanded ON.

Glow relay control circuit is short to battery orignition voltage circuit.

Faulty glow relay.

Faulty ECM.

P0380

(6)

Glow PlugRelay ControlCircuit LowVoltage




Low voltagecondition on theglow relay controlcircuit for longerthan 3 secondswhen the glowrelay iscommanded OFF.

- - - -

Glow relay battery feed circuit is open circuit orhigh resistance.

Glow relay control circuit is open circuit, highresistance or short to ground

Glow relay is poor installation.

Faulty glow relay.

Faulty ECM.

Glow RelayTerminal Face

Glow PlugHarness Connector

4JJ1-TC Engine-79

DIAGNOSTICMALFUNCTION INDICATOR LAMP (MIL)

The malfunction indicator lamp (MIL) is located in theinstrument panel cluster. The MIL will display the enginesymbol when commanded ON:

The MIL indicates that an emission related fault hasoccurred and vehicle service is required.

The following is a list of the modes of operation for theMIL:

The MIL illuminates for approximately 4.3 secondswhen the ignition switch is turned ON, with the engineOFF. This is a bulb test to ensure the MIL is able toilluminate.

The MIL turns OFF after the engine is started if adiagnostic fault is not present.

The MIL remains illuminated after the engine isstarted if the ECM detects a fault. A diagnostic troublecode (DTC) is stored any time the ECM illuminatesthe MIL due to an emission related fault.



(SymptomCode)



DTC



LimitationEGR

Control


Other ControlStatus

Suspected Cause

P0650

(5)

MalfunctionIndicator Lamp(MIL) ControlCircuit HighVoltage

High voltagecondition on theMIL control circuitfor longer than 2seconds when theMIL is commandedON.

MIL control circuit is short to battery or ignitionvoltage circuit.

Faulty instrument panel cluster (meter assembly).

Faulty ECM.

Faulty ICU.

P0650

(6)

MalfunctionIndicator Lamp(MIL) ControlCircuit LowVoltage



Low voltagecondition on theMIL control circuitfor longer than 2seconds when theMIL is commandedOFF.

- - - -

MIL battery feed circuit is open circuit or highresistance.

MIL control circuit is open circuit, high resistanceor short to ground.


Faulty MIL bulb.

Faulty ECM.

Faulty ICU.

4JJ1-TC Engine-80

DATA LINK CONNECTOR (DLC)Data link connector (DLC) is fixed to the driver’s kneebolster reinforcement panel. The communicationbetween the Tech 2 and ECM is established usingKeyword 2000 serial data communication.

1. Not Used2. Class 2 Communication Line (ABS Module, SRS Module)3. Not Used4. Connected to Ground5. Connected to Ground6. Diag Request SW (ECM)7. Keyword 2000 Commination Line (ECM, TCM, ICU)8. Not Used9. Not Used10. Not Used11. Diag Request SW (TCM)12. Diag Request SW (ABS Module)13. Diag Request SW (SRS Module)14. Not Used15. Not Used16. +12V Feed

Data Link Connector Face

4JJ1-TC Engine-81

FLASH DIAGNOSTIC TROUBLE CODE

TECH 2 SCAN TOOL

The diagnostic trouble code(s) (DTCs) stored in theECM’s memory can be read either through a hand-helddiagnostic scanner such as Tech 2 plugged into theDLC or by counting the number of flashes of theMalfunction Indicator Lamp (MIL) when the diagnostictest terminal of the DLC is grounded. The DLC terminal“6” (diagnostic request switch) is pulled “Low”(grounded) by jumped to DLC terminal “4”, which is aground wire.

Once terminals “4” and “6” have been connected, theignition switch must be moved to the “ON” position, withthe engine not running. The MIL will indicate a DTCthree times is a DTC is present or history. If more thanone DTC has been stored in the ECM’s memory, theDTCs will be output in the set order with each DTCbeing displayed three times. The DTC display willcontinue as long as the DLC is shorted.

Operating Procedure1. Press Enter at start screen.2. Select “F0: Diagnostic” then press Enter.3. Select the appropriate vehicle identification.4. Select “F0: Powertrain” then press Enter.5. Select “3.0L 4JJ1-TC”

The table in left-hand side shows, which functions areused the available equipment versions.

F0: Diagnostic Trouble Code

The purpose of the “Diagnostic Trouble Code” mode isto display stored trouble code in the ECM. When “ClearDTC Information” is selected, ”Clear DTC Information”,warning screen appears. This screen informs you thatby cleaning DTC's “all stored DTC information in theECM will be erased”.

F0: Diagnostic Trouble CodeF0: Read DTC Info As Stored By ECUF1: Clear DTC InformationF2: Freeze Frame / Failure Records

F1: Data DisplayF2: SnapshotF3: Miscellaneous Test

F0: LampsF0: Malfunction Indicator Lamp

F1: RelaysF0: Glow Plug Relay

F2: Fuel SystemF0: Rail Pressure ControlF1: Injector BalancingF2: Injection TimingF3: Multi Injection StopF4: Injector Forced Drive

F3: SolenoidsF0: Variable Swirl Solenoid

F4: Intake Throttle ControlF5: EGR Control

F4: ProgrammingF0: Injector ID Code

F0: Injector ID CodeF1: ID Code RegistrationF2: Upload ID CodeF3: Download ID Code

Notice! Do not clear DTCs unless directed to doso by the service information provided for eachdiagnostic procedure. When DTCs are cleared, theFreeze Frame and Failure Record data which mayhelp diagnose an intermittent fault will also beerased from memory.When the Tech 2 is not available, history DTCscan also be cleared after 40 consecutive trip cycleswithout a fault.

4JJ1-TC Engine-82

Symptom Code

This number means identification of the malfunction.Each DTC includes individual symptoms, such as DTCP0100 has two symptom codes (1) and (2). DTC chart(check procedure) is separated depending on thissymptom code.

1. DTC

2. Symptom Code

F1: Data Display

The purpose of the “Data Display” mode is tocontinuously monitor data parameters.

The current actual values of all important sensors andsignals in the system are display through this mode.

Refer to the “Tech 2 Data List” in this section.

F2: Snapshot

“Snapshot” allow you to focus on making the conditionoccur, rather than trying to view all of the data inanticipation of the fault.

The snapshot will collect parameter information arounda trigger point that you select.

F3: Miscellaneous Test:

The purpose of “Miscellaneous Test” mode is to checkfor correct operation of electronic system actuators.

Using miscellaneous test menus can test the state ofeach actuator and related sensors. Especially whenDTC cannot be detected, a faulty circuit can bediagnosed by testing. Even DTC has been detected,the circuit tests using these menus could helpdiscriminate between a mechanical trouble and anelectrical trouble.

Malfunction Indicator Lamp

The purpose of this test is for checking whether the

malfunction indicator lamp (MIL) is operated when it

commanded ON. Faulty circuit(s) or opened bulb

could be considered when not operating with

commanded ON.

Glow Plug Relay


glow relay is operated when it commanded ON.

Faulty circuit(s) or relay could be considered when not

energizing with commanded ON.

4JJ1-TC Engine-83

Rail Pressure Control


fuel rail pressure is changed within 30 - 60MPa (4350

- 7250psi) as commanded.

Injector Balancing


fuel injector is operated when it commanded ON/OFF.

Faulty injector(s) could be considered that does not

change the engine speed when commanded OFF.

Injection Timing


main injection timing is changed within -5 - 10°CA as

commanded.

Multi Injection Stop


fuel injector is operated when it commanded Stop.


change engine noise when commanded Stop.

Injector Forced Drive


fuel injector is operated when it commanded ON/OFF.


create clicking noise (solenoid operating noise),

interrupted noise or abnormal noise when

commanded ON.

Variable Swirl Solenoid


swirl control solenoid valve or diaphragm valve is

operated when it commanded ON. Restricted

diaphragm valve movement by shaft sticking, kinked

or disconnected vacuum hose or faulty solenoid valve

could be considered when not operating with

commanded ON.

Notice! Although it is in Multi Injection Stop stateat the time of test start, once it pushes Stop, it willbe in Jet state after 10 seconds. Then, if Stop ispushed, it will be in Stop state.

4JJ1-TC Engine-84

Intake Throttle Control


actual position of the intake throttle valve is moved

within 20 - 80% as commanded. Restricted valve

movement by foreign materials, excessive deposits or

faulty valve could be considered if the Intake Throttle

Position Difference is large.

EGR Control


actual position of the EGR valve is moved within 0 -

100% as commanded. Restricted valve movement by

foreign materials, excessive deposits or faulty valve

could be considered if the EGR Position Difference is

large.

F4: Programming

The purpose of “Programming” is to program the fuelinjector ID code into the ECM if the fuel injector or ECMis to be replaced.

4JJ1-TC Engine-85

TECH 2 DATA & DEFINITIONSThe Tech 2 Data List contains all engine relatedparameters that are available on the Tech 2. Use theTech 2 Data List only after the following is determined:

The Diagnostic Check - Engine Controls is completed.

No diagnostic trouble codes (DTCs).

On-board diagnostics are functioning properly.

Tech 2 values from a properly running engine may beused for comparison with the engine you arediagnosing. The Tech 2 Data List represents values thatwould be seen on a normal running engine.

Tech 2

Parameter

Units

Displayed

At Engine

Idle

At Engine

2000RPM

Definitions

Operating Conditions: Engine Idling or 2000RPM / Engine Coolant Temperature is between 75-85°C (167-185°F) / Accelerator Pedal is Constant /

Park or Neutral / Accessories OFF / Vehicle Located at Sea Level

Ignition Switch On / Off On On This parameter displays the input status of the ignition switch to the ECM J2-72

terminal. The Tech 2 will display On or Off. On indicates the ignition switch is

turned ON position.

Ignition Voltage Volts 12.0-15.0 12.0-15.0 This parameter displays the ignition voltage measured by the ECM at the

ignition feed circuit J2-72 terminal. Voltage is applied to the ECM when the

ignition switch is ON position.

Battery Voltage Volts 12.0-15.0 12.0-15.0 This parameter displays the system voltage measured by the ECM at the ECM

main relay voltage feed circuit J2-73 terminal.

Starter Switch On / Off Off Off This parameter displays the input status of the starter switch to the ECM J2-44

terminal. The Tech 2 will display On or Off. On indicates the ignition switch is

turned at START position.

Park/ Neutral

Switch

On / Off On On This parameter displays the input status of the P, N position switch (A/T) or

neutral switch (M/T) to the ECM J2-3. The Tech 2 will display On or Off. On

indicates the P, N position switch (A/T) or neutral switch (M/T) is ON position

(actual position).

Intank Pump

Relay Control

On / Off On On This parameter displays the commanded state of the fuel pump relay control

circuit. The Tech 2 will display On or Off. On indicates the fuel pump control

circuit is being grounded by the ECM J1-66 terminal, allowing voltage to the

intank fuel pump. Off indicates the fuel pump relay is not being commanded ON

by the ECM.

Notice: The fuel pump relay is commanded ON for 12 seconds at ignition

switch is ON with the engine OFF.

Glow Relay

Control

On / Off Off Off This parameter displays the commanded state of the glow relay control circuit.

The Tech 2 will display On or Off. On indicates the glow relay control circuit is

being grounded by the ECM J2-37 terminal, allowing voltage to the glow plugs.

Off indicates the glow relay is not being commanded ON by the ECM.

A/C Clutch

Switch

On / Off Off Off This parameter displays the state of the air conditioning (A/C) compressor relay

control from the ECM J2-55 terminal. The Tech 2 will display On or Off. On

indicates the ECM is receiving a request from the HVAC system and enables to

ground the A/C compressor relay control circuit, engaging the A/C compressor

clutch. Off indicates the ECM is not receiving a request from the HVAC system

or system is disabled to ground the A/C compressor clutch relay control circuit.

4JJ1-TC Engine-86

Tech 2

Parameter

Units

Displayed

At Engine

Idle

At Engine

2000RPM

Definitions

Swirl Control

Solenoid

On / Off On On This parameter displays the commanded state of the swirl control solenoid

circuit. The Tech 2 will display On or Off. On indicates the swirl control solenoid

circuit is being grounded by the ECM J1-67 terminal, allowing voltage to the

solenoid valve. Off indicates the swirl control solenoid is not being commanded

ON by the ECM.

Desired Idle

Speed

RPM 700 700 The idle speed that is requested by the ECM. The ECM will change desired idle

speed based on engine coolant temperature (ECT), battery voltage and A/C

system status as follows.

When the ECT is lower than -10°C (14°F), the ECM set the desired idle speed

to 800RPM. When the ECT is more than 30°C (86°F), the ECM set the desired

idle speed to 700RPM.

If the battery voltage is less than 11 volts during the engine running with A/C

system OFF, the ECM set the desired idle speed to 750RPM. And battery

voltage is returned more than 12 volts with the A/C system OFF, the ECM set

the desired idle speed to 700RPM.

If the A/C system is activated, the ECM sets 50RPM higher than normal idle

speed.

Engine Speed RPM Nearly 700

RPM

Nearly

2000 RPM

This parameter displays the speed of the crankshaft signal input to the ECM J1-

58 terminal from the crankshaft position (CKP) sensor. The Tech 2 will display

the engine speed in revolution per minute (RPM).

Vehicle Speed km/h / MPH 0 0 This parameter indicates the vehicle speed calculated by the ECM based on

input from the vehicle speed sensor (VSS) to the ECM J2-62 terminal. The

Tech 2 will display a high value at higher vehicle speeds, and a low value at

lower vehicle speeds.

Intake Air

Temperature

°C / °F 15-40°C /

59-104°F15-40°C /

59-104°FThis parameter displays the temperature of the intake air as calculated by the

ECM using the signal input from the intake air temperature (IAT) sensor. The

Tech 2 will display a low temperature when signal voltage is high and a high

temperature when the signal voltage is low.

Notice: The intake air temperature sensor is internal to the MAF sensor and the

MAF sensor is heated. If the ignition switch is being ON, it may indicate higher

than normal intake temperature.

Intake Air

Temperature

Sensor

Volts 1.4 - 2.6 1.4 - 2.6 This parameter displays the temperature of the intake air based on signal input

from the intake air temperature (IAT) sensor to the ECM J1-41 terminal. The

Tech 2 will display a low signal voltage when the temperature is high and a high

signal voltage when the temperature is low.

Notice: the intake air temperature sensor is internal to the MAF sensor and the

MAF sensor is heated. If the ignition switch is being ON, it may indicate lower

than normal intake temperature.

Coolant

Temperature

°C / °F 75-85°C /

167-185°F75-85°C /

167-185°FThis parameter displays the temperature of the engine coolant as calculated by

the ECM using the signal input from the engine coolant temperature (ECT)

sensor. The Tech 2 will display a low temperature when signal voltage is high

and a high temperature when the signal voltage is low.

Coolant

Temperature

Sensor

Volts 0.4 - 0.6 0.4 - 0.6 This parameter displays the temperature of the engine coolant based on signal

input from the engine coolant temperature (ECT) sensor to the ECM J1-27

terminal. The Tech 2 will display a low signal voltage when the temperature is

high and a high signal voltage when the temperature is low.

4JJ1-TC Engine-87

Tech 2

Parameter

Units

Displayed

At Engine

Idle

At Engine

2000RPM

Definitions

Fuel

Temperature

°C / °F 20-60°C /

68-140°F20-60°C /

68-140°FThis parameter displays the temperature of the fuel as calculated by the ECM

using the signal input from the fuel temperature (FT) sensor. The Tech 2 will

display a low temperature when signal voltage is high and a high temperature

when the signal voltage is low.

Fuel

Temperature

Sensor

Volts 0.7 - 2.3 0.7 - 2.3 This parameter displays the temperature of the fuel based on signal input from

the fuel temperature (FT) sensor to the ECM J1-29 terminal. The Tech 2 will

display a low signal voltage when the temperature is high and a high signal

voltage when the temperature is low.

Barometric

Pressure

KPa Nearly

100kPa at

sea level

Nearly

100kPa at

sea level

This parameter displays the barometric pressure as calculated by the ECM

using the signal input from the barometric pressure (BARO) sensor.

Barometric

Pressure Sensor

Volts Nearly 2.3

Volts at

sea level

Nearly 2.3

Volts at

sea level

This parameter displays the voltage signal input to the ECM J1-18 terminal from

barometric pressure (BARO) sensor. BARO sensor is a range of values

indicating a low voltage where in high altitude area.

MAF (Mass Air

Flow)

g/cyl 0.3 - 0.6

(M/T)

0.4 - 0.7

(A/T)

0.3 - 0.6

(M/T)

0.4 - 0.7

(A/T)

This parameter displays the mass air flow into the engine as calculated by the

ECM using the signal input from the mass air flow (MAF) sensor.

MAF (Mass Air

Flow) Sensor

Volts 1.3 - 1.6

(M/T)

1.4 - 1.7

(A/T)

2.0 - 2.8

(M/T)

2.3 - 3.0

(A/T)

This parameter displays the voltage signal input to the ECM J1-40 terminal form

the mass air flow (MAF) sensor. The Tech 2 will displays a high value at higher

engine speeds, and a low value at low engine speed.

Accelerator

Pedal Position

% 0 10 - 15 This parameter displays the angle of the accelerator pedal as calculated by the

ECM using the signal input from the accelerator pedal position sensors. The

APP indicated angle is a range of values indicating a low percentage when the

accelerator pedal is not depressed to a high percentage when the accelerator

pedal is fully depressed.

APP Sensor 1

(Accelerator

Pedal Position)

Volts 0.1 - 1.2 1.1 - 1.3 This parameter displays the voltage signal input to the ECM J2-12 terminal from

the accelerator pedal position (APP) sensor 1 of the APP sensor assembly.

APP sensor 1 is a range of values indicating a low voltage when the accelerator

pedal is not depressed to a high voltage when the accelerator pedal is fully

depressed.

APP Sensor 2

(Accelerator

Pedal Position)



APP sensor 2 is a range of values indicating a high voltage when the

accelerator pedal is not depressed to a low voltage when the accelerator pedal

is fully depressed.

APP Sensor 3

(Accelerator

Pedal Position)



APP sensor 3 is a range of values indicating a high voltage when the

accelerator pedal is not depressed to a middle voltage when the accelerator

pedal is fully depressed.

Desired Intake

Throttle

% 10 - 20

(M/T)

15 - 25

(A/T)

15 - 25

(M/T)

50 - 60

(A/T)

This parameter displays intake throttle valve position desired by the ECM based

on current driving conditions.

4JJ1-TC Engine-88

Tech 2

Parameter

Units

Displayed

At Engine

Idle

At Engine

2000RPM

Definitions

Intake Throttle

Position

Difference

% -3 - 3 -3 - 3 This parameter displays difference of actual and desired value (actual intake

throttle – desired intake throttle). This can be used determine sensor accuracy

or intake throttle valve problems.

ITP Sensor

(Intake Throttle

Position)

Volts 0.6 - 1.2

(M/T)

0.8 - 1.3

(A/T)

0.8 - 1.3

(A/T)

2.1 - 2.6

(A/T)


the intake throttle position sensor of the intake throttle valve. Intake throttle

position sensor is a range of values indicating a low voltage when the intake

throttle valve is closed to a high voltage when the intake throttle valve is

opened.

Intake Throttle

Duty Cycle

% 10 - 30 10 - 30 This parameter displays the intake throttle valve control duty signal from the

ECM J1-56 terminal. When the small duty signal, the intake throttle valve is

controlled to close. When the large duty signal, the intake throttle valve is

controlled to open.

Desired EGR

Position

% 55 - 65

(M/T)

55 - 65

(A/T)

75 - 85

(M/T)

35 - 45

(A/T)

This parameter displays EGR valve position desired by the ECM based on

current driving condition.

EGR Position

Difference

% -3 - 3 -3 - 3 This parameter displays difference of actual and desired value (actual EGR

position – desired EGR position). This can be used determine sensor accuracy

or EGR valve problems.

EGR Position

Sensor

Volts 2.3 - 2.7

(M/T)

2.3 - 2.7

(A/T)

2.9 - 3.2

(M/T)

1.8 - 2.1

(A/T)


the EGR position sensor of the EGR valve. EGR position sensor is a range of

values indicating a low voltage when the EGR valve is closed to a high voltage

when the EGR valve is opened.

EGR Motor Duty

Cycle

% 10 - 30 10 - 30 This parameter displays the EGR valve control duty signal from the ECM J1-63

terminal. When the small duty signal, the EGR valve is controlled to close.

When the large duty signal, the EGR valve is controlled to open.

Desired Fuel Rail

Pressure

MPa / psi 27.0 –

33.0MPa /

3910 -

4786psi

75.0 - 90.0

MPa /

10880 -

13050 psi

This parameter displays fuel rail pressure desired by the ECM based on current

driving condition.

Fuel Rail

Pressure

Difference

MPa / psi -3 - 3MPa /

-435 -

435psi

-3 - 3MPa /

-435 -

435psi

This parameter displays difference of actual and desired value (actual rail

pressure – desired fuel rail pressure). This can be used determine sensor

accuracy or fuel pressure problems.

Fuel Rail

Pressure Sensor

Volts 1.4 - 1.5 2.2 - 2.5 This parameter displays the voltage signal input to the ECM J1-48 and J1-68

terminals from fuel rail pressure (FRP) sensor. FRP sensor is a range of values

indicating a low voltage when the fuel rail pressure is low to a high voltage

when the fuel rail pressure is high.

SCV Current mA 1700 - 2000 1600 -

2000

This parameter displays the suction control valve (SCV) control feedback

current input to the ECM J1-50 and J1-70 terminals from the SCV. When the

low current is supplied, the SCV is controlled to open (fuel supply to the fuel rail

is increased). When the high current is supplied, the SCV is controlled to close

(fuel supply to the fuel rail is reduced).

SCV Duty Cycle % 40 - 45 35 - 45 This parameter displays the suction control valve (SCV) control duty signal from

the ECM J1-50 and J1-70 terminals. When the small duty signal, the SCV is

controlled to open (fuel supply to the fuel rail is increased). When the large duty

signal, the SCV is controlled to close (fuel supply to the fuel rail is reduced).

4JJ1-TC Engine-89

Tech 2

Parameter

Units

Displayed

At Engine

Idle

At Engine

2000RPM

Definitions

Desired Injection

Quantity

mm3/st 6 - 12 9 - 13 This parameter displays a total injection quantity (main injection quantity + pre

injection quantity) desired by the ECM based on current driving conditions.

Main Injection

Quantity

mm3/st 3 - 8 7 - 10 This parameter displays a main injection quantity desired by the ECM based on

current driving conditions.

Pre Injection

Quantity

mm3/st 3 - 4 2 - 3 This parameter displays a pilot injection quantity desired by the ECM based on

current driving conditions.

Cylinder 1

Compensation

mm3/st -5.0 - 5.0

(Varies)

0 This parameter displays the adjustment of fuel volume for cylinder 1 at low

engine speed area (from idle to around 1800RPM) as calculated by the ECM.

When the compensation volume is negative, the fuel volume is reducing. When

the compensation volume is positive, the fuel volume is increasing. If there is a

cylinder that is excessively high or low, it may indicate faulty fuel injector, weak

or slightly seized cylinder.

Cylinder 2

Compensation

mm3/st -5.0 - 5.0

(Varies)







Cylinder 3

Compensation

mm3/st -5.0 - 5.0

(Varies)







Cylinder 4

Compensation

mm3/st -5.0 - 5.0

(Varies)







Main Injection

Base Pulse

Width

micro sec 600 - 800 400 - 550 This parameter displays the time the ECM turns ON the fuel injectors. The Tech

2 will display a higher value with a longer pulse width, or a lower value with a

shorter pulse width.

Main Injection

Start

°CA 2 - 5 4 - 8 This parameter displays the main injection timing calculated by the ECM based

on the crankshaft position (CKP) sensor and camshaft position (CMP) sensor

inputs using a target injection timing map. This timing is compensated by

engine coolant temperature, altitude and intake air temperature, etc.

Pre Injection

Interval

°CA 17 - 23 11 - 17 This parameter displays the injection interval between end of pilot injection and

start of main injection calculated by the ECM based on current driving condition.

Rail Pressure

Feedback

Restart Mode

/ Shutoff

Mode / Wait

Mode /

Feedback

Mode

Feedback

Mode

Feedback

Mode

This parameter displays the state of the fuel rail pressure feedback to the ECM.

“Wait Mode” indicates the ignition switch is turned ON position. “Feedback

Mode” indicates the engine is during crank or run. “Shutoff Mode” indicates the

ignition switch is turned OFF position or immobilizer system is activating.

“Restart Mode” indicates the ignition switch continues being OFF position from

“Shutoff Mode”.

4JJ1-TC Engine-90

Tech 2

Parameter

Units

Displayed

At Engine

Idle

At Engine

2000RPM

Definitions

Engine Mode Halt Mode /

Wait Mode /

Crank Mode /

Fuel Mode

Fuel Mode Fuel Mode This parameter displays the state of engine. Wait Mode” indicates the ignition

switch is turned ON position. “Crank Mode” indicates the engine is during crank.

“Fuel Mode” indicates the engine is run. “Halt Mode” indicates the ignition

switch is tuned OFF position.

Synchronization

Mode

0 / 1 / 2 2 2 This parameter displays the synchronization state of the crankshaft position

(CKP) sensor signal and camshaft position (CMP) sensor signal. The Tech 2

will display “0”, “1” or “2”. “0” indicates the CMP sensor signal is not detected or

only CKP sensor signal is detected. “1” indicates CMP sensor signal is detected

but CKP sensor signal is not detected. “2” indicates both sensor signals are

detected correctly.

Supply Pump

Difference

Learned Value

0 / 2 0 / 2 0 This parameter displays the characteristic learning state of the fuel supply

pump. The Tech 2 will display “0” or “2”. “2” indicates the learning conditions

are met during idle speed after warm-up. “0” indicates the learning conditions

are not met.

Immobilizer

Signal

Received /

Not Received

Received Received This parameter displays the state of the response signal to the ECM J2-62

terminal. The Tech 2 will display Received or Not Received. “Received”

indicates the response signal from the immobilizer control unit (ICU) is

received.

Wrong

Immobilizer

Signal Received

Received /

Not Received

Not

Received

Not

Received

This parameter displays the state of the received response signal to the ECM

J2-62 terminal. The Tech 2 will display Received or Not Received. “Received”

indicates the received response signal from the immobilizer control unit (ICU) is

not agreed with calculation in the ECM.

Immobilizer

Function

Programmed

Yes / No Yes Yes This parameter displays the state of the immobilizer function programming in

the ECM. The Tech 2 will display Yes or No. “Yes” indicates the security code &

secret key is correctly programmed in the ECM. “No” indicates the ECM is not

programmed or ECM is reset.

Security Wait

Time

Active (Time)

/ Inactive

Inactive Inactive This parameter displays the state of the security guard in the ECM. The Tech 2

will display Active (Time) or Inactive. “Active (Time)” indicates the ECM is under

security guard, ignition switch must be being ON certain time to return

“Inactive”. If the replacement ECM is applied from other vehicle without reset

ECM, “Active (Time)” may be indicated.

4JJ1-TC Engine-91

BREAKER BOXThe engine control module (ECM) and other connectorshave water proof connector and special terminal. Waterproof terminal does not allow to use back prove. Inaddition, the engine control module (ECM) specialterminal can not let regular digital voltage meter proveto access, because terminal shape is very fin pin type.In order to prevent damage of female terminal andconnector itself, the breaker box and adapter is themost suitable special tool.Breaker box connection type A, mainly check for opencircuit and short to ground circuit.

Breaker box connection type B, mainly check for shortto voltage circuit and signal, voltage check betweenECM and electrical components.

Connection Type A

Connection Type B

1. Engine Control Module (ECM)

2. Harness Adapter

3. ECM Harness connector

4. Breaker Box

4JJ1-TC Engine-92

DIAGNOSTIC SYSTEM CHECKBegin the system diagnosis with Diagnostic SystemCheck Engine Controls. The Diagnostic System CheckEngine Controls will provide the following information:

• The identification of the control modules which

command the system.

• The ability of the control modules to communicate

through the serial data circuit.

• The identification of any stored diagnostic trouble

codes (DTCs) and the their statuses.

The use of the Diagnostic System Check EngineControls will identify the correct procedure fordiagnosing the system and where the procedure islocated.

Important:

Engine Control System Check Sheet must be used toverify the customer complaint, you need to know thecorrect (normal) operating behavior of the system andverify that the customer complaint is a valid failure ofthe system.Diagnostic System Check Engine ControlsDescription

The Diagnostic System Check Engine Controls is anorganized approach to identifying a condition that iscreated by a malfunction in the electronic engine controlsystem. The Diagnostic System Check must be thestarting point for any driveability concern. TheDiagnostic System Check directs the service technicianto the next logical step in order to diagnose theconcern. Understanding and correctly using thediagnostic table reduces diagnostic time, and preventsthe replacement of good parts.

Test Description

The numbers below refer to the step numbers on thediagnostic table.

2. Lack of communication may be because of a partialor a total malfunction of the Keyword 2000 serialdata circuit. The specified procedure determinesthe particular condition.

12. If there are other modules with DTCs set, refer tothe DTC list. The DTC list directs you to theappropriate diagnostic procedure. If the controlmodule stores multiple DTCs, diagnose the DTCs inthe following order:

• Component level DTCs, such as sensor DTCs,solenoid DTCs, actuator DTCs, and relay DTCs.Diagnose the multiple DTCs within this category innumerical order. Begin with the lowest numberedDTC, unless the diagnostic table directs youotherwise.

Diagnostic System Check Engine ControlsImportant:

• DO NOT perform this diagnostic if there is not a

driveability concern, unless another procedure

directs you to this diagnostic.

• Before you proceed with diagnosis, search for

applicable service bulletins.

• Unless a diagnostic procedure instructs you, DO

NOT clear the DTCs.

• If there is a condition with the starting system, refer

to the starting system section in the engine

mechanical.

• Ensure the battery has a full charge.

• Ensure the battery cables (+) (-) are clean and

tight.

• Ensure the ECM grounds are clean, tight, and in

the correct location.

• Ensure the ECM J1 & J2 harness connectors are

clean and correctly connected. DO NOT attempt

the engine cranking with ECM harness connectors

disconnect. The pressure limiter valve may open.

• Ensure the ECM terminals are clean and correctly

mating.

• Ensure the vehicle maintenance has been done

enough.

• Ensure the Fuel Injector ID Code Data is correctly

programmed.

• Ensure the immobilizer function is correctly

programmed. (If so equipped)

• If there are fuel system DTC’s (P0087, P0088,

P0089, P1093, P1094 or P1095) and other DTCs,

diagnose sensor DTCs, solenoid DTCs, actuator

DTCs and relay DTCs FIRST.

4JJ1-TC Engine-93

Step Action Value(s) Yes No

1 Install the Tech 2.

Does the Tech 2 turn ON? Go to Step 2

Go to Tech 2Does Not Power

Up

2 1. Turn ON the ignition, with the engine OFF.

2. Attempt to establish communication with thelisted control modules.

• Engine control module (ECM)

• Transmission control module (TCM)(A/T only)

• Immobilizer control unit (ICU) (If soequipped)

Does the Tech 2 communicate with all the listedcontrol modules?

Go to Step 3

Go to Tech 2Does Not

Communicatewith Keyword2000 Device

3 Attempt to start the engine.

Does the engine start and idle? Go to Step 4

Go to EngineCranks but Does

Not Run

4 Select the DTC display function for thefollowing control modules:

• Engine control module (ECM)

• Transmission control module (TCM)(A/T only)

• Immobilizer control unit (ICU) (If soequipped)

Does the Tech 2 display any DTCs?

Go to Step 5 Go to Step 13

5 Does the Tech 2 display ECM DTC P0601(Symptom Code 1, 2, 3, 4 & 5)? Go to Applicable

DTC Go to Step 6

6 Does the Tech 2 display ECM DTC P0562(Symptom Code 1 & 2)? Go to Applicable

DTC Go to Step 7

7 Does the Tech 2 display ECM DTC P1562(Symptom Code 1 & 2)? Go to Applicable

DTC Go to Step 8

8 Does the Tech 2 display ECM DTC?

• P1620 (Symptom Code 1 & 2)



Go to Applicable

DTC Go to Step 9


• P0219 (Symptom Code 0)




Go to ApplicableDTC Go to Step 10

4JJ1-TC Engine-94



• P0090 (Symptom Code 6, 7 & 8)


• P0201-P0204 (Symptom Code 6)

• P1261 (Symptom Code 1, 3, 5 & 7)

• P1262 (Symptom Code 1, 3, 5 & 7)





• P0488 (Symptom Code 5, 6 & 7)





• P1488 (Symptom Code 5, 6 & 7)


12 Are there any other code in any controller thathas not been diagnosed? Go to Applicable

DTC Go to Step 13

13 Is the customer’s concern with the automatictransmission?

Go to DiagnosticSystem CheckTransmission

Control Go to Step 14

14 Is the customer’s concern with the immobilizersystem?

Go to DiagnosticSystem Check

ImmobilizerControl Go to Step 15

15 1. Review the following symptoms.

2. Refer to the applicable symptom diagnostictable:

• Hard Start

• Rough, Unstable, or Incorrect Idle andStalling

• High Idle

• Cuts Out, Misses

• Surge/Chuggles

• Lack of Power, Sluggishness, orSponginess

• Hesitation, Sag, Stumble

• Fuel Knock/Combustion Noise

• Poor Fuel Economy

• Excessive Smoke (Black Smoke)

• Excessive Smoke (White Smoke)

Did you find and correct the condition?

System OKGo to Intermittent

Conditions

4JJ1-TC Engine-95

ENGINE CRANKS BUT DOES NOT RUN

Description

The Engine Cranks but Does Not Run diagnostic tableis an organized approach to identifying a condition thatcauses an engine to not start. The diagnostic tabledirects the service technician to the appropriate systemdiagnosis. The diagnostic table assumes the followingconditions are met:

• The battery is completely charged and terminals

are cleaned and tight.

• The engine cranking speed is normal.

• There is adequate fuel in the fuel tank.

• There is no air in the fuel line.

• Filters (Air, Fuel) are clean.

• Fuse and slow blow fuse are normal.

Ensure the immobilizer functions is correctly

porgorammed.

Diagnostic Aids

If an intermittent condition is suspected, refer toIntermittent Conditions in this section.


1 Did you perform the Diagnostic System CheckEngine Controls?

Go to Step 2

Go to DiagnosticSystem Check

Engine Controls

2 1. Install the Tech 2.

2. Turn OFF the ignition for 30 seconds.

3. Crank the engine for the specified amount oftime.

4. Monitor the Diagnostic Trouble Code (DTC)Information with the Tech 2.

Does the any DTCs fail this ignition?

15 seconds

Go to DiagnosticTrouble Code

(DTC) List Go to Step 3

3 1. Turn ON the ignition, with the engine OFF.

2. Observe the Suction Control Valve (SCV)Current parameter with the Tech 2.

Is the SCV Current parameter more than thespecified value?

1300 mA


4 1. Make sure the fuel tank(s) have adequatefuel and the fuel quality is good (take asample).

2. Observe the Fuel Rail Pressure Differenceparameter with the Tech 2 while crankingover the engine for 5 seconds.

Notice: If the vehicle has run out of fuel, airmay be trapped in the fuel system.

Is the Fuel Rail Pressure Difference parameterthe within the specified value during crank?

-10 - 0 MPa /-1450 - 0 psi


5 1. Disconnect the suction control valve (SCV)harness connector.

2. Crank over the engine.

Does the engine start?

Go to Step 15

Go to DiagnosticSystem CheckFuel System

Check

4JJ1-TC Engine-96


6 Observe the Synchronization Mode parameterwith the Tech 2 while cranking over the enginefor 5 seconds.

Does the Synchronization Mode parameterindicate “2” during crank?


7 1. Remove the engine cover.

2. Perform the Injector Forced Drive test withthe Tech 2.

3. Command each injector ON and verifyclicking noise (solenoid operating noise) foreach injector.

Is there an injector that does not create clickingnoise (solenoid operating noise), interruptednoise or abnormal noise when commandedON?


8 1. Turn OFF the ignition.

2. Remove the intake duct that is connected tointake throttle (IT) valve assembly.

3. Inspect the following for possible causes ofIT valve sticking.

• Restricted IT valve by foreign materials

• Excessive deposits at throttle bore

• Bent IT valve

Notice: Replace the IT valve if there is asticking feel when a butterfly valve is moved byhand.

4. Repair or replace as necessary.

Did you find and correction the condition?


9 1. Check for normal readings at key up for thefollowing sensor inputs: Refer to the Tech 2Data List or a known good vehicle todetermine normal values.

• Coolant temperature sensor

• Intake air temperature (IAT) sensor

• Fuel temperature (FT) sensor

• Mass air flow (MAF) sensor

• Fuel rail pressure (FRP) sensor

• Intake throttle position (ITP) sensor

• EGR position sensor

2. Repair the circuit or replace the sensor asnecessary.



4JJ1-TC Engine-97


10 1. Other possible causes for the no-startcondition:

• Fuel supply pump mechanical timing

• Heavily restricted intake, exhaust orcatalytic converter plugged solid

• Poor engine compression

2. Repair as necessary.



11 Repair the SCV control low circuit between theECM (pins J1-50 and J1-70 of E-90 connector)and the SCV (pin 2 of E50 connector) for ashort to ground.

Did you complete the repair?

Go to Step 17

12 Inspect engine mechanical timing. Refer to theEngine Mechanical Section.

Did you complete the repair?

Go to Step 17

13 Attempt reprogramming the ECM. Refer toEngine Control Module (ECM) Replacement/Restore Fuel Injector ID Code Date &Immobilizer Programming (If so equipped) inthis section.



14 Important: Replacement injector must beprogrammed.

Replace the appropriate injector that does notcreate clicking noise (solenoid operating noise),interrupted noise or abnormal noise whencommanded ON. Refer to Fuel InjectorReplacement /Restore Fuel Injector ID CodeData Programming in this section.

Did you complete the replacement?

Go to Step 17

15 Important: Replacement fuel supply pumpmust be timed to the engine.

Replace the fuel supply pump. Refer to FuelSupply Pump Replacement in this section.

Notice: The damaged fuel supply pump by theforeign material in the fuel is suspected. Thefuel filter cartridge is also replaced whenreplacing the fuel supply pump. Refer to theFuel Filter Cartridge Replacement in fuelsystem section.


Go to Step 17

4JJ1-TC Engine-98


16 Important: Replacement ECM must beprogrammed.

Replace the ECM. Refer to Engine ControlModule (ECM) Replacement /Restore FuelInjector ID Code Date & ImmobilizerProgramming (If so equipped) in this section.


Go to Step 17

17 1. Reconnect all previously disconnectedharness connector(s).

2. Clear the DTCs with the Tech 2.


4. Attempt to the start the engine.

Does the engine start and continue to run?


18 Observe the DTC Information with the Tech 2.

Are there any DTCs that you have notdiagnosed?

Go to Diagnostic

Trouble Code(DTC) List System OK

4JJ1-TC Engine-99

DIAGNOSTIC TROUBLE CODE (DTC) LISTFail-Safe (Back-up)

Sub System StatusDTC(Symptom

Code)

FlashCode

MIL Status DTC Name on Tech 2 Condition for Running the DTC Condition for Setting the DTCFuel

InjectionQuantityLimitation

EGRControl


Other Control StatusSuspected Cause

ECM SideConnector Related

Terminal

Sensor/ Actuator/Switch Side

Connector RelatedTerminal

P0087(0)

61 ON(Keep ON

during sameignition cycle)

Fuel Rail Pressure (FRP)Too Low

Battery voltage is more than 9V. DTC P0193 (Symptom Code 1 & 2) is not

set. DTC P1095 (Symptom Code 0) is not set.

Actual fuel rail pressure is less than 10 to15MPa (1450 to 2180psi) while theengine speed is between 200 and600RPM.

OR Actual fuel rail pressure is less than

15MPa (2180psi) for 5 seconds while theengine speed is higher than 600RPM.

Enginestop

- - - Loss fuel or less fuel in the fuel tank. Fuel leaking at high pressure side. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.

Notice: SCV is internal to fuel supply pump assembly.

J1-47: FRP sensor+5V referenceJ1-48: FRP sensorsignalJ1-68: FRP sensorsignalJ1-69: FRP sensorlow referenceJ1-34: SCV highJ1-54: SCV highJ1-50: SCV lowJ1-70: SCV low

3-E48: FRP sensor+5V reference2-E48: FRP sensorsignal1-E48: FRP sensorlow reference1-E50: SCV high2-E50: SCV low

P0088(0)

62 ON(Keep ON


Fuel Rail Pressure (FRP)Too High


set.

Fuel rail pressure is more than 197MPa(28570psi) for longer than 5 second.

Limited - - - Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.




P0088(8)

62 ON(Keep ON


Fuel Rail Pressure (FRP)Too High


set.

Fuel rail pressure is more than 200MPa(29000psi) for longer than 5 second.

Limited - - - Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.




P0089(0)

62 ON(Keep ON


Fuel Pressure RegulatorPerformanceFuel Rail Pressure TooHigh


set. DTC P0090 (Symptom Code 6, 7 & 8) is not

set.

SCV control duty is more than 26% orcommanded fuel supply is less than15000mm3/sec, then actual fuel railpressure is higher than desired pressureby 20MPa (2900psi) for longer than 20seconds while the engine speed isbetween idle to 1200RPM.

OR Actual fuel rail pressure is higher than

desired pressure by 40MPa (5800psi) forlonger than 20 seconds while the enginespeed is higher than 1500RPM.

Limited - - - Suction control valve (SCV) is sticking. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.




P0090(6)

64 ON(Keep ON


Fuel Pressure RegulatorSolenoid Control CircuitLow or High Voltage

Battery voltage is more than 9V. SCV control high circuit is a shorted toground, shorted to battery or ignitionvoltage for 1 second.

Limited - - - SCV control high circuit is short to ground, short to battery or ignitionvoltage. (P0090 (Symptom Code 8) may also set.)

Faulty ECM.

J1-34: SCV highJ1-54: SCV high

1-E50: SCV high

P0090(7)

64 ON(Keep ON


Fuel Pressure RegulatorSolenoid Control CircuitOver Current

Battery voltage is more than 9V. SCV control low circuit is shorted tobattery or ignition voltage.

Limited - - - SCV control low circuit is short to battery or ignition voltage. (P0090(Symptom Code 8) may also set.)

Faulty ECM.

J1-50: SCV lowJ1-70: SCV low

2-E50: SCV low

P0090(8)

64 ON(Keep ON


Fuel Pressure RegulatorSolenoid Control CircuitInvalid

Battery voltage is more than 9V. SCV operating current is less than100mA, more than 2450mA or differenceof desired current and actual current ismore than 1000mA for 1.6 seconds.

Limited - - - SCV control high circuit is open circuit or high resistance. SCV control high circuit is short to ground, short to battery or ignition

voltage. (P0090 (Symptom Code 6) may also set.) SCV control low circuit is open circuit, high resistance or short to ground. SCV control low circuit is short to battery or ignition voltage. (P0090

(Symptom Code 7) may also set.) SCV internal coil is open circuit Faulty ECM.


J1-34: SCV highJ1-54: SCV highJ1-50: SCV lowJ1-70: SCV low

1-E50: SCV high2-E50: SCV low

4JJ1-TC Engine-100

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P0100(1)

65 ON Mass Air Flow (MAF)Sensor Circuit HighVoltage

Battery voltage is between 11.5 – 16V. Engine is running.

MAF sensor signal voltage is more than4.9V for 3 seconds.

Limited Inhibited Inhibited ECM uses a MAF substitution of141g/s for engine control.

Sensor signal circuit is short to +5V reference circuit, short to battery orignition voltage circuit.

Sensor low reference circuit is open circuit or high resistance. Faulty MAF sensor. Faulty ECM.

J1-40: SignalJ1-43: Lowreference

3-E47: Signal2-E47: Lowreference

P0100(2)

65 ON Mass Air Flow (MAF)Sensor Circuit LowVoltage

Battery voltage is between 11.5 – 16V. Engine is running.

MAF sensor signal voltage is less than0.1V for 3 seconds.

Limited Inhibited Inhibited ECM uses a MAF substitution of141g/s for engine control.

Sensor +12V feed circuit is open circuit or high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or

short to low reference circuit. Sensor harness connector is poor connection. (P0110 (Symptom Code

1) may also set.) Faulty MAF sensor Faulty ECM.


1-E47: +12V feed3-E47: Signal2-E47: Lowreference

P0110(1)

23 ON Intake Air Temperature(IAT) Sensor Circuit HighVoltage

Battery voltage is more than 9V. Engine run time is longer than 3 minutes.

IAT sensor signal voltage is more than4.75V for 3 seconds.

- Inhibited Inhibited ECM uses an IAT substitution of10°C (50°F) for engine control.

Sensor signal circuit is open circuit, high resistance, short to +5Vreference circuit or short to battery or ignition voltage.

Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. (P0100 (Symptom Code

2) may also set.) Faulty IAT sensor. Faulty ECM.

Notice: IAT sensor is internal to mass air flow (MAF) sensor assembly.



P0110(2)

23 ON Intake Air Temperature(IAT) Sensor Circuit LowVoltage

Battery voltage is more than 9V. IAT sensor signal voltage is less than0.1V for 3 seconds.

- Inhibited Inhibited ECM uses an IAT substitution of10°C (50°F) for engine control.

Sensor signal circuit is short to ground or short to low reference circuit. Faulty IAT sensor. Faulty ECM.

Notice: IAT sensor is internal to mass air flow (MAF) sensor assembly.



P0115(1)

14 ON Engine CoolantTemperature (ECT)Sensor Circuit HighVoltage


ECT sensor signal voltage is more than4.75V for 3 seconds.

Limited Inhibited Inhibited ECM uses an ECT substitution of10°C (50°F) for engine starting.

ECM uses an ECT substitution of110°C (230°F) for engine running.


Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty ECT sensor. Faulty ECM.

J-27: SignalJ-26: Low reference


P0115(2)

14 ON Engine CoolantTemperature (ECT)Sensor Circuit LowVoltage

Battery voltage is more than 9V. ECT sensor signal voltage is less than0.1V for 3 seconds.

Limited Inhibited Inhibited ECM uses an ECT substitution of10°C (50°F) for engine starting.

ECM uses an ECT substitution of110°C (230°F) for engine running.

Sensor signal circuit is short to ground or short to low reference circuit. Faulty ECT sensor. Faulty ECM.

J-27: SignalJ-26: Low reference


P0180(1)

15 ON Fuel Temperature SensorCircuit High Voltage


FT sensor signal voltage is more than4.75V for 3 seconds.

Limited - - ECM uses a FT substitution of10°C (50°F) for engine starting.

ECM uses a FT substitution of95°C (203°F) for engine running.


Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty FT sensor. Faulty ECM.




P0180(2)

15 ON Fuel Temperature SensorCircuit Low Voltage

Battery voltage is more than 9V. FT sensor signal voltage is less than 0.1Vfor 3 seconds.

Limited - - ECM uses a FT substitution of10°C (50°F) for engine starting.

ECM uses a FT substitution of95°C (203°F) for engine running.

Sensor signal circuit is short to ground or short to low reference circuit. Faulty FT sensor. Faulty ECM.




P0193(1)

63 ON Fuel Rail Pressure (FRP)Sensor Circuit HighVoltage


set.

FRP sensor signal voltage is more than4.75V.

Limited - - - Sensor signal circuit is open circuit, high resistance, short to +5Vreference circuit, short to battery or ignition voltage.

Sensor low reference circuit is open circuit, high resistance. Sensor harness connector is poor connection. Faulty FRP sensor. Faulty ECM. Electrical interference. Magnetic interference.


J1-47: +5V referenceJ1-48: SignalJ1-68: SignalJ1-69: Lowreference

3-E48: +5Vreference2-E48: Signal1-E48: Lowreference

P0193(2)

63 ON Fuel Rail Pressure (FRP)Sensor Circuit LowVoltage


set.

FRP sensor signal voltage is less than0.1V.

Limited - - - Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is short to ground or short to low reference circuit. Sensor harness connector is poor connection Faulty FRP sensor. Faulty ECM. Electrical interference. Magnetic interference.


J1-47: +5V referenceJ1-48: SignalJ1-68: SignalJ1-69: Lowreference


P0201(6)

81 ON(Keep ON


Cylinder No.1 InjectorSolenoid Control CircuitOpen

Battery voltage is more than 9V. Engine is running. Engine speed is lower than 2000RPM. DTC P1261 (Symptom Code 1,3,5 & 7) is

not set.

Cylinder No. 1 injector drive or solenoidcoil control circuit is open.

- - - - Cylinder #1 fuel injector drive circuit is open circuit or high resistance. Cylinder #1 fuel injector solenoid coil control circuit is open circuit or high

resistance. Cylinder #1 fuel injector internal solenoid coil is open circuit. Faulty ECM.

J1-52: DriveJ1-33: Control

2-E13: Drive1-E13: Control

4JJ1-TC Engine-101

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P0202(6)

82 ON(Keep ON




not set.






P0203(6)

83 ON(Keep ON




not set.






P0204(6)

84 ON(Keep ON




not set.






P0219(0)

13 ON Engine Overspeed - Engine speed is higher than 5400RPM for1 second.

- - - - Engine overrun. Faulty crankshaft position (CKP) sensor. Faulty ECM. Electrical interference. Magnetic interference.

- -

P0335(4)

43 ON(Keep ON


Crankshaft Position(CKP) Sensor No Pulse

Battery voltage is more than 9V. No CKP sensor pulse for 1 second Limited - - - Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground,

short to low reference, short to +5V reference circuit, short to battery orignition voltage.

Sensor low reference circuit is open circuit, high resistance, short tobattery or ignition voltage.

Sensor shield circuit is open circuit, high resistance, short to battery orignition voltage.

Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty CKP sensor. Faulty ECM. Improper sensor installation. Faulty CKP sensor ring.


J1-37: +5V referenceJ1-58: SignalJ1-39: LowreferenceJ1-38: Shield

3-E52: +5Vreference2-�- E52:

Signalcircuit

2-E-52: Lowreference

P0335(8)

43 ON(Keep ON


Crankshaft Position(CKP) Sensor Extra orMissing

Battery voltage is more than 9V. Extra or missing CKP sensor pulse 6times or more for 3 seconds

Limited - - - Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground,




Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty CKP sensor. Faulty ECM. Improper sensor installation. Faulty CKP sensor ring.




Signalcircuit


P0340(4)

41 ON(Keep ON


Camshaft Position (CMP)Sensor No Pulse

Battery voltage is more than 9V. DTC P1345 (Symptom Code 0) is not set. Crankshaft position (CKP) sensor signals

are generated.

No CMP sensor pulse for 1 second. - - - - Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground,




Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty CMP sensor. Faulty ECM. Improper sensor installation. Faulty CMP sensor ring.




Signalcircuit


4JJ1-TC Engine-102

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P0340(8)

41 ON at NextIgnition Cycle

(Keep ONduring sameignition cycle)

Camshaft Position (CMP)Sensor Pulse Faulty orInvalid

Battery voltage is more than 9V. DTC P1345 (Symptom Code 0) is not set. Crankshaft position (CKP) sensor signals

are generated.

Extra or missing CMP sensor pulse for 1.5seconds

- - - - Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground,




Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty CMP sensor. Faulty ECM. Improper sensor installation. Faulty CMP sensor ring.



3-E39: +5Vreference1-E39: Signal circuit2-E-39: Lowreference

P0380(5)

66 ON(Keep ON


Glow Plug Relay ControlCircuit High Voltage

Battery voltage is more than 9V. Ignition voltage is more than 9V. Ignition switch is ON.

High voltage condition on the glow relaycontrol circuit for longer than 3 secondswhen the glow relay is commanded ON.

- - - - Glow relay control circuit is short to battery or ignition voltage circuit. Faulty glow relay. Faulty ECM.

Notice: Glow relay is commanded OFF with engine run when the enginecoolant temperature is reached at 60°C (140°F) and it commanded ONbelow 55°C (131°F).

J2-37: Relay control 3-X5: Control

P0380(6)

66 ON(Keep ON


Glow Plug Relay ControlCircuit Low Voltage

Battery voltage is more than 9V. Ignition voltage is more than 9V. Ignition switch is ON.

Low voltage condition on the glow relaycontrol circuit for longer than 3 secondswhen the glow relay is commanded OFF.

- - - - Glow relay battery feed circuit is open circuit or high resistance. Glow relay control circuit is open circuit, high resistance or short to

ground Glow relay is poor installation. Faulty glow relay. Faulty ECM.

Notice: Glow relay is commanded OFF with engine run when the enginecoolant temperature is reached at 60deg. C (140deg.F) and itcommanded ON below 55deg.C (131deg.F).

J2-37: Relay control 2-X5: Battery feed3-X5: Control

P0486(1)

44 ON Exhaust GasRecirculation (EGR) ValvePosition Sensor CircuitHigh Voltage


set.

EGR valve position sensor signal voltageis more than 4.75V.

- Inhibited Inhibited - Sensor signal circuit is short to +5V reference circuit, short to battery orignition voltage circuit.

Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty EGR valve. Faulty ECM.

Notice: EGR valve position sensor is internal to EGR valve assembly.

J1-31: +5V referenceJ1-32: SignalJ1-30: Lowreference


P0486(2)

44 ON Exhaust GasRecirculation (EGR) ValvePosition Sensor CircuitLow Voltage


set.

EGR valve position sensor signal voltageis less than 0.1V.

- Inhibited Inhibited - Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or

short to low reference circuit. Sensor harness connector is poor connection. Faulty EGR valve. Faulty ECM.

Notice: EGR valve position sensor is internal to EGR valve assembly.



P0486(8)

44 ON(Keep ON


Exhaust GasRecirculation (EGR) ValvePosition SensorPerformance

Battery voltage is between 12 – 16V. DTC P0486 (Symptom Code 1 & 2) is not

set. DTC P1622 (Symptom Code 1 & 2) is not

set. Desired EGR valve position is stable

condition.

EGR valve control duty cycle is more than61%.

Difference of desired EGR valve positionand actual EGR valve position is morethan 20%.

Above conditions are met for 5 seconds.

- Inhibited Inhibited - EGR valve is sticking. EGR valve motor +12V feed circuit is high resistance. EGR valve motor control duty signal circuit is high resistance. Sensor +5V reference circuit is high resistance. Sensor signal circuit is high resistance. Sensor low reference circuit is high resistance. Faulty EGR valve position sensor. Faulty EGR valve motor. Faulty ECM.

Notice: EGR valve position sensor is internal to EGR valve assembly.Notice: EGR valve motor is internal to EGR valve assembly.

J1-62: +12V feedJ1-63: Duty signalJ1-31: +5V referenceJ1-32: SignalJ1-30: Lowreference

4-E71: +12V feed6-E71: Duty signal1-E71: +5Vreference3-E71: Signal2-E71: Lowreference

P0487(0)

38 ON Exhaust GasRecirculation (EGR) ValveMotor Control Circuit

Battery voltage is more than 9V. Temperature of EGR valve drive circuit isgreater than 140°C (248°F) for longerthan 30 seconds.

limited Inhibited Inhibited - EGR valve is sticking. Faulty ECM.

- -

P0487(3)


Battery voltage is more than 9V. Temperature of EGR valve drive circuit isgreater than 140°C (248°F) for longerthan 60 seconds in the total during sameignition cycle.


- -

P0487(5)


Battery voltage is more than 9V. Temperature of EGR valve drive circuit isgreater than 140°C (248°F) for longerthan 120 seconds in the total that isaccumulated exceeding ignition cycle.


- -

4JJ1-TC Engine-103

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P0488(5)

37 ON(Keep ON


Exhaust GasRecirculation (EGR) ValveMotor Circuit High Voltage

Battery voltage is more than 9V. EGR valve motor duty control circuit isshorted to a voltage circuit for 1 second.

limited Inhibited Inhibited - EGR valve motor control duty signal circuit is short to battery or ignitionvoltage.

EGR valve motor control duty signal circuit and +12V feed circuit shortedeach other.

Faulty EGR valve Faulty ECM.

Notice: EGR valve motor is internal to EGR valve assembly.

J1-62: +12V feedJ1-63: Duty signal

4-E71: +12V feed6-E71: Duty signal

P0488(6)

37 ON(Keep ON


Exhaust GasRecirculation (EGR) ValveMotor Circuit Open

Battery voltage is more than 9V. EGR valve motor voltage feed circuit, ormotor duty control circuit is open for 1second.

limited Inhibited Inhibited - EGR valve motor +12V feed circuit is open circuit or high resistance. EGR valve motor control duty signal circuit is open circuit or high

resistance. EGR valve motor harness connector is poor connection. Faulty EGR valve Faulty ECM.




P0488(7)

37 ON(Keep ON


Exhaust GasRecirculation (EGR) ValveMotor Circuit Low Voltage

Battery voltage is more than 9V. EGR valve motor voltage feed circuit, ormotor duty control circuit is short to aground for 1 second.

limited Inhibited Inhibited - EGR valve motor +12V feed circuit is short to ground. EGR valve motor control duty signal circuit is short to ground. Faulty EGR valve Faulty ECM.




P0500(0)

24 ON Vehicle Speed Sensor(VS) Sensor Circuit NoPulse

Battery voltage is more than 9V. Engine speed is higher than 1000RPM. Fuel injection quantity is 0mm3/st .

VS sensor signals are not generated for 5seconds.

- - - - Sensor +12V circuit is open circuit or high resistance. Sensor signal circuit is open circuit, short to ground or short to battery or

ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty VS sensor. Faulty ECM. Faulty ICU. Faulty meter

J2-62: Signal 1-E44: +12V feed3-E44 Signal2-E44: Lowreference6-B-68: Signal input8-B-68: Signaloutput

P0500(8)

24 ON Vehicle Speed Sensor(VS) Sensor Performance

Battery voltage is more than 9V. Change of VS sensor signal is sharp. - - - - Sensor +12V circuit is open circuit or high resistance. Sensor signal circuit is open circuit, short to ground or short to battery or

ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty instrument panel cluster (meter assembly). Electrical interference. Magnetic interference. Faulty VS sensor. Faulty ECM. Faulty ICU.

J2-62: Signal 1-E44: +12V feed3-E44 Signal2-E44: Lowreference6-B-68: Signal input8-B-68: Signaloutput

P0562(1)

35 ON Battery Voltage High Ignition voltage is more than 9V. Battery voltage feed circuit voltage ismore than 16V for 5 seconds.

- - - - Incorrect “Jump Starting”. Faulty charging system. Faulty ECM.

- -

P0562(2)

35 ON Battery Voltage Low - Battery voltage feed circuit voltage is lessthan 8V for 20 seconds.

- - - - Faulty charging system. Weakened battery. Battery voltage feed circuit is high resistance. Faulty ECM.

J2-73: +12V feed -

P0601(1)

96 ON ECM Program CodeChecksum

- Total sum of ROM data is not equal toregistered value.

- - - - Faulty ECM. ECM ground high resistance or poor tightening.

- -

P0601(2)

97 ON ECM CalibrationChecksum

- Total sum of ROM data is not equal toregistered calibration value.


- -

P0601(3)

95 ON ECM Memory Failure - Faulty learning data in the EEPROM. - - - - Faulty ECM. ECM ground high resistance or poor tightening.

- -

P0601(4)

98 ON ECM Memory Failure - Faulty VIN data or faulty immobilizer datain the EEPROM.


- -

P0601(5)

99 ON ECM Memory Failure - Faulty injector ID code data in theEEROM.


- -

P0611(0)

47 ON Fuel Injector SolenoidControl Module Group 1Low Voltage

Ignition voltage is more than 9V. Engine is not running.

Common 1 charge up voltage is less than100V.

Limited - - - Faulty ECM. - -

P0611(1)

47 ON Fuel Injector SolenoidControl Module Group 1Interface High Voltage


Charge up voltage monitoring circuitdetects that the common 1 charge upvoltage is more than 150V.


P0611(2)

47 ON Fuel Injector SolenoidControl Module Group 1Interface Low Voltage


Charge up voltage monitoring circuitdetects that the common 1 charge upvoltage is less than 100V.


P0612(0)

48 ON Fuel Injector SolenoidControl Module Group 2Low Voltage


Common 2 charge up voltage is less than100V.


4JJ1-TC Engine-104

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P0612(1)

48 ON Fuel Injector SolenoidControl Module Group 2Interface High Voltage


Charge up voltage monitoring circuitdetects that the common 2 charge upvoltage is more than 150V.


P0612(2)

48 ON Fuel Injector SolenoidControl Module Group 2Interface Low Voltage


Charge up voltage monitoring circuitdetects that the common 2 charge upvoltage is less than 100V.


P0613(1)

49 ON Fuel Injector SolenoidControl Module LowVoltage

Ignition voltage is more than 9V. Supply voltage to the charge up circuits ismore than 20V.


P0613(2)

49 ON Fuel Injector SolenoidControl Module HighVoltage

Ignition voltage is more than 9V. Supply voltage to the charge up circuits isless than 9V.


P0613(8)

49 ON Fuel Injector SolenoidControl Module Group 1 &2 Low Voltage


Common 1 and common 2 charge upvoltage are less than 90V.


P0650(5)

77 ON Malfunction IndicatorLamp (MIL) ControlCircuit High Voltage

Ignition voltage is more than 9V. Ignition switch is ON.

High voltage condition on the MIL controlcircuit for longer than 2 seconds when theMIL is commanded ON.

- - - - MIL control circuit is short to battery or ignition voltage circuit. Faulty instrument panel cluster (meter assembly). Faulty ECM. Faulty ICU.

J2-57: Control 17-B24:Control7-B-68: Requestsignal

P0650(6)

77 OFF Malfunction IndicatorLamp (MIL) ControlCircuit Low Voltage

Ignition voltage is more than 9V. Ignition switch is ON.

Low voltage condition on the MIL controlcircuit for longer than 2 seconds when theMIL is commanded OFF.

- - - - MIL battery feed circuit is open circuit or high resistance. MIL control circuit is open circuit, high resistance or short to ground. Poor harness connector connection. Faulty MIL bulb. Faulty ECM. Faulty ICU.

J2-57: Control 30-B24: +12V feed17-B24:Control7-B-68: Requestsignal

P1093(0)

61 ON(Keep ON



Battery voltage is more than 9V. DTC P1095 (Symptom Code 0) is not set.

SCV control duty is less than 54% orcommanded fuel supply is more than600mm3/sec, then actual fuel railpressure is lower than desired pressureby 10MPa (1450psi) for longer than 5seconds while the engine speed is idle.

OR Actual fuel rail pressure is lower than

desired pressure by 20MPa (2900psi) forlonger than 5 seconds while the enginespeed is higher than 1200RPM.

Enginestop

- - - Loss fuel or less fuel in the fuel tank. Fuel leaking at high pressure side. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.




P1094(0)

61 ON(Keep ON



Battery voltage is more than 9V. Engine coolant temperature is more than

50°C (122°F). Difference of desired engine idle speed and

actual idle speed lower than 50RPM. Vehicle speed 0km/h (0MPH). Accelerator pedal position is 0%. DTC P0115 (Symptom Code 1 & 2) is not



set. DTC P1095 (Symptom Code 0) is not set. Engine speed is between 650 and

800RPM. Fuel injection quantity is between 10 and

30mm3/st.

SCV commanded fuel is more than6000mm3/sec for 10 seconds.

Limited - - - Loss fuel or less fuel in the fuel tank. Pressure limiter valve opening pressure has fallen. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.




P1094(8)

61 ON(Keep ON



Battery voltage is more than 9V. Engine speed is higher than 1500RPM. Vehicle speed is more than 3km/h

(4.8MPH). Accelerator pedal position is 0%. Fuel injection quantity is 0mm3/st. DTC P1095 (Symptom Code 0) is not set.

Actual fuel rail pressure is sharplydropped more than 12MPa (1740psi)while engine is fuel cut operation.

Enginestop

- - - Loss fuel or less fuel in the fuel tank. Pressure limiter valve opening pressure has fallen. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.




4JJ1-TC Engine-105

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P1095(0)

67 ON(Keep ON


Fuel Pressure LimiterActivation

Battery voltage is more than 9V. Engine is running. DTC P0193 (Symptom Code 1 & 2) is not

set.

Fuel rail pressure drops quickly form morethan 190MPa (27560psi) to less than80MPa (11600psi), and then difference ofactual fuel rail pressure is more than30MPa (4350psi).

Limited - - - Loss fuel or less fuel in the fuel tank. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump.




P1099(5)

69 ON Fuel Pump Relay ControlCircuit High Voltage

Battery voltage is more than 9V. Ignition switch is ON.

High voltage condition on the fuel pumprelay control circuit for longer than 1second when the fuel pump relay iscommanded ON.

- - - - Fuel pump relay control circuit is short to battery or ignition voltagecircuit.

Faulty fuel pump relay. Faulty ECM.

Notice: Fuel pump relay is commanded ON for 12 seconds at ignition is ONwith the engine OFF.

J1-66: Relay control 5-X13: Control

P1099(6)

69 ON Fuel Pump Relay ControlCircuit Low Voltage


Low voltage condition on the fuel pumprelay control circuit for longer than 1second when the fuel pump relay iscommanded OFF.

- - - - Fuel pump relay battery feed circuit is open circuit or high resistance. Fuel pump relay control circuit is open circuit, high resistance or short to

ground Fuel pump relay is poor installation. Faulty fuel pump relay. Faulty ECM.

Notice: Fuel pump relay is commanded ON for 12 seconds at ignition is ONwith the engine OFF.

J1-66: Relay control 3-X13: Battery feed5-X13: Control

P1105(1)

86 ON Barometric Pressure(BARO) Sensor CircuitHigh Voltage


set.

BARO Sensor signal voltage is more than4.75V for 3 seconds.

- Inhibited Inhibited ECM uses a BARO substitution of101KPa (14.5psi) for enginecontrol.

Sensor signal circuit is short to +5V reference circuit, short to battery orignition voltage circuit.

Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty BARO sensor. Faulty ECM.



P1105(2)

86 ON Barometric Pressure(BARO) Sensor CircuitLow Voltage


set.

BARO sensor signal voltage is less than0.1V for 3 seconds.

- Inhibited Inhibited ECM uses a BARO substitution of101KPa (14.5psi) for enginecontrol.

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or

short to low reference circuit. Sensor harness connector is poor connection. Faulty BARO sensor. Faulty ECM.



P1120(1)

21 ON Accelerator PedalPosition (APP) Sensor 1Circuit High Voltage


set.

APP sensor 1 signal voltage is more than4.85V.

Limited - - If one APP sensor DTC is set, theECM will use the remaining twoAPP sensors to calculate pedalangle.

If two APP sensors are out ofrange, the ECM will use theremaining one APP sensor tocalculate pedal angle.

If all three APP sensors are out ofrange, the APP indicated angle isfixed at 13% (M/T) or 7% (A/T).

APP sensor 1 signal circuit is short to +5V reference circuit, short tobattery or ignition voltage circuit.

APP sensor 1 low reference circuit is open circuit or high resistance. APP sensor harness connector is poor connection. Faulty APP sensor 1. Faulty ECM.

Notice: APP sensor 1 is internal to APP sensor assembly.


10-C40: +5Vreference5-C40: Signal4-C40: Lowreference

P1120(2)

21 ON Accelerator PedalPosition (APP) Sensor 1Circuit Low Voltage


set.

APP sensor 1 signal voltage is less than0.15V.




APP sensor 1 +5V reference circuit is open circuit, high resistance. APP sensor 1 signal circuit is open circuit, high resistance, short to

ground or short to low reference circuit. APP sensor harness connector is poor connection. Faulty APP sensor 1. Faulty ECM.




4JJ1-TC Engine-106

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P1121(8)

91 ON(Keep ON


Accelerator PedalPosition (APP) Sensor 1-2 Correlation



set.

APP sensor 1 and 2 are more than 40%out of range of each other.

Limited - - - APP sensor 1 +5V reference circuit is high resistance. APP sensor 1 signal circuit is high resistance. APP sensor 1 low reference circuit is high resistance. APP sensor 2 +5V reference circuit is high resistance. APP sensor 2 signal circuit is high resistance. APP sensor 2 low reference circuit is high resistance. APP sensor 3 +5V reference circuit is high resistance. APP sensor 3 signal circuit is high resistance. APP sensor 3 low reference circuit is high resistance. APP sensor connector is poor connection. Electrical interference. Faulty APP sensor 1, 2 or 3. Faulty ECM.

Notice: APP sensor 1, 2 or 3 is internal to APP sensor assembly.

J2-11: APP 1 +5VreferenceJ2-12: APP 1 SignalJ2-27: APP 1 LowreferenceJ2-9: APP 2 +5VreferenceJ2-10: APP 2 SignalJ2-25: APP 2 LowreferenceJ2-7: APP 3 +5VreferenceJ2-8: APP 3 SignalJ2-23: APP 3 Lowreference

10-C40: APP1 +5Vreference5-C40: APP 1 Signal4-C40: APP 1 Lowreference8-C40: APP 2 +5Vreference9-C40: APP 2 Signal3-C40: APP 2 Lowreference1-C40: APP 3 +5Vreference6-C40: APP 3 Signal7-C40: APP 3 Lowreference

P1122(1)



set.

APP sensor 2 signal voltage is more than4.85V.




APP sensor 2 signal circuit is open circuit, high resistance, short to +5Vreference circuit, short to battery or ignition voltage circuit.


Notice: APP sensor 2 is internal to APP sensor assembly.Notice: Interface of APP sensor 2 is pull-up type.



P1122(2)



set.

APP sensor 2 signal voltage is less than0.15V.




APP sensor 2 +5V reference circuit is open circuit, high resistance. APP sensor 2 signal circuit is short to ground or short to low reference

circuit. APP sensor harness connector is poor connection. Faulty APP sensor 2. Faulty ECM.




P1123(8)

92 ON(Keep ON





set.





10-C40: APP1 +5Vreference5-C40: APP 1 Signal4-C40: APP 1 Lowreference8-C40: APP 2 +5Vreference9-C40: APP 2 Signal3-C40: APP 2 Lowreference1-C40: APP 3 +5Vreference6-C40: APP 3 Signal7-C40: APP 3 Lowreference

P1124(1)



set.

APP sensor 3 signal circuit voltage ismore than 4.85V.




APP sensor 3 signal circuit is open circuit, high resistance, short to +5Vreference circuit, short to battery or ignition voltage circuit.





P1124(2)



set.

APP sensor 3 signal circuit voltage is lessthan 0.15V.




APP sensor 3 +5V reference circuit is open circuit, high resistance. APP sensor 3 signal circuit is short to ground or short to low reference

circuit. APP sensor harness connector is poor connection. Faulty APP sensor 3. Faulty ECM.




4JJ1-TC Engine-107

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P1125(8)

93 ON(Keep ON





set.





10-C40: APP1 +5Vreference5-C40: APP 1 Signal4-C40: APP 1 Lowreference8-C40: APP 2 +5Vreference9-C40: APP 2 Signal3-C40: APP 2 Lowreference1- C40: APP 3

+5V reference6-C40: APP 3 Signal7-C40: APP 3 Lowreference

P1173(0)

16 ON Engine Overheat Battery voltage is more than 9V. Engine is running. DTC P0115 (Symptom Code 1 & 2) is not

set.

ECT is more than 110°C (230°F) for 5seconds.

- - - - Engine overheats. Faulty engine cooling system. Faulty engine coolant temperature (ECT) sensor. Faulty ECM.

- -

P1201(5)

94 ON Accelerator PedalPosition (APP) PWMOutput High Voltage

Battery voltage is more than 9V. High voltage condition on the APP PWMoutput circuit for longer than 3 seconds.

- - - TCM holds a selected gear whenthe DTC is set during the vehiclerun and inhibits lock-up.

TCM stops all shift solenoid andthe gear is fixed to the 3rd gear.

APP PWM output circuit is short to battery or ignition voltage circuit. Faulty TCM. Faulty ECM.

J2-56: PWM output A-16: PWM input

P1201(6)

94 ON Accelerator PedalPosition (APP) PWMOutput Low Voltage

Battery voltage is more than 9V. Low voltage condition on the APP PWMoutput circuit for longer than 3 seconds.

- - - TCM holds a selected gear whenthe DTC is set during the vehiclerun and inhibits lock-up.

TCM stops all shift solenoid andthe gear is fixed to the 3rd gear.

APP PWM output circuit is open circuit, high resistance or short toground circuit.

Poor harness connector connection. Faulty TCM. Faulty ECM.

J2-56: PWM output A-16: PWM input

P1261(1)

87 ON(Keep ON


Injector Positive VoltageCircuit Group 1 LoadShort

Battery voltage is more than 9V. Engine is running.

Common 1 injector drive circuit is shortedto the cylinder No. 1 or No. 4 injectorsolenoid coil control circuit.

Limited - - -. Cylinder #1 fuel injector drive circuit is short to #1 fuel injector solenoidcoil control circuit each other.

Cylinder #4 fuel injector drive circuit is short to #4 fuel injector solenoidcoil control circuit each other.



Faulty cylinder #1 fuel injector. Faulty cylinder #4 fuel injector. Faulty ECM.

J1-52: #1 DriveJ1-33: #1 ControlJ1-72: #4 DriveJ1-53: #4 Control

2-E13: #1 Drive1- E13: #1

Control2-E16: #4 Drive1- E16: #4

Control

P1261(3)

87 ON(Keep ON


Injector Positive VoltageCircuit Group 1 ControlShort

Battery voltage is more than 9V. Engine is running. DTC P0201 (Symptom Code 6) is not set. DTC P0204 (Symptom Code 6) is not set. DTC P0611 (Symptom Code 0, 1 & 2) is not



set.

Cylinder No. 1 and No. 4 injector solenoidcoil control circuit is shorted each other.

Limited - - -. Cylinder No. 1 and No. 4 injector solenoid coil control circuit is shortedeach other.

Faulty ECM.

J1-33: #1 ControlJ1-53: #4 Control

1- E13: #1Control

1- E16: #4Control

P1261(5)

87 ON(Keep ON


Injector Positive VoltageCircuit Group 1 HighVoltage

Battery voltage is more than 9V. Engine is not running.

Common 1 injector drive circuit, orcylinder No. 1 or No. 4 injector solenoidcontrol circuit is shorted to a voltagecircuit.

Limited - - -. Cylinder #1 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #4 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #1 fuel injector solenoid coil control circuit is short to battery or

ignition voltage. Cylinder #4 fuel injector solenoid coil control circuit is short to battery or

ignition voltage. Faulty ECM.


2-E13: #1 Drive1- E13: #1


Control

P1261(7)

87 ON(Keep ON


Injector Positive VoltageCircuit Group 1 LowVoltage


Common 1 injector drive circuit, orcylinder No. 1 or No. 4 injector solenoidcontrol circuit is shorted to a ground.

Limited - - -. Cylinder #1 fuel injector drive circuit is short to ground. Cylinder #4 fuel injector drive circuit is short to ground. Cylinder #1 fuel injector solenoid coil control circuit is short to ground. Cylinder #4 fuel injector solenoid coil control circuit is short to ground. Faulty cylinder #1 fuel injector. Faulty cylinder #4 fuel injector. Faulty ECM.


2-E13: #1 Drive1- E13: #1


Control

P1262(1)

88 ON(Keep ON


Injector Positive VoltageCircuit Group 2 LoadShort

Battery voltage is more than 9V. Engine is running.

Common 2 injector drive circuit is shortedto the cylinder No. 2 or No. 3 injectorsolenoid coil control circuit.

Limited - - -. Cylinder #2 fuel injector drive circuit is short to #2 fuel injector solenoidcoil control circuit each other.




Faulty cylinder #2 fuel injector. Faulty cylinder #3 fuel injector. Faulty ECM.


2-E14: #2 Drive1-E14: #2 Control2-E15: #3 Drive1-E15: #3 Control

4JJ1-TC Engine-108

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P1262(3)

88 ON(Keep ON


Injector Positive VoltageCircuit Group 2 ControlShort

Battery voltage is more than 9V. Engine is running. DTC P0202 (Symptom Code 6) is not set. DTC P0203 (Symptom Code 6) is not set. DTC P0612 (Symptom Code 0, 1 & 2) is not



set.

Cylinder No. 2 and No. 3 injector solenoidcoil control circuit is shorted each other.

Limited - - -. Cylinder #2 and #3 injector solenoid coil control circuit is shorted eachother.

Faulty ECM.

J1-24: #2 ControlJ1-25: #3 Control

1-E14: #2 Control1-E15: #3 Control

P1262(5)

88 ON(Keep ON


Injector Positive VoltageCircuit Group 2 HighVoltage


Common 2 injector drive circuit, orcylinder No. 2 or No. 3 injector solenoidcontrol circuit is shorted to a voltagecircuit.

Limited - - -. Cylinder #2 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #3 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #2 fuel injector solenoid coil control circuit is short to battery or

ignition voltage. Cylinder #3 fuel injector solenoid coil control circuit is short to battery or




P1262(7)

88 ON(Keep ON


Injector Positive VoltageCircuit Group 2 LowVoltage


Common 2 injector drive circuit, orcylinder No. 2 or No. 3 injector solenoidcontrol circuit is shorted to a ground.

Limited - - -. Cylinder #2 fuel injector drive circuit is short to ground. Cylinder #3 fuel injector drive circuit is short to ground. Cylinder #2 fuel injector solenoid coil control circuit is short to ground. Cylinder #3 fuel injector solenoid coil control circuit is short to ground. Faulty cylinder #2 fuel injector. Faulty cylinder #3 fuel injector. Faulty ECM.



P1263(8)

89 ON(Keep ON


Injector Circuit ShortAcross Group 1 & Group2

Battery voltage is more than 9V. Engine speed is lower than 2000RPM.

Injector drive circuit, or injector solenoidcontrol circuit is shorted across the bank.

- - - - Cylinder #1 and #2 fuel injector solenoid coil control circuit are shortedeach other.

Cylinder #1 and #3 fuel injector solenoid coil control circuit are shortedeach other.



Cylinder #1 fuel injector solenoid coil control circuit and cylinder #2 fuelinjector drive circuit is shorted each other.


Cylinder #2 fuel injector solenoid coil control circuit and cylinder #4 fuelinjector dive circuit is shorted each other.





Cylinder #1 and #2 fuel injector drive circuit is shorted each other. Cylinder #1 and #3 fuel injector drive circuit is shorted each other. Cylinder #2 and #4 fuel injector drive circuit is shorted each other. Cylinder #3 and #4 fuel injector drive circuit is shorted each other. Faulty ECM.

J1-52: #1 DriveJ1-33: #1 ControlJ1-72: #4 DriveJ1-53: #4 ControlJ1-71: #2 DriveJ1-24: #2 ControlJ1-51: #3 DriveJ1-25: #3 Control

2-E13: #1 Drive1-E13: #1 Control2-E16: #4 Drive1-E16: #4 Control2-E14: #2 Drive1-E14: #2 Control2-E15: #3 Drive1-E15: #3 Control

P1345(0)

42 ON(Keep ON


Crankshaft Position &Camshaft Position SignalOff Phase

Battery voltage is more than 9V. Engine speed is higher than 100RPM. DTC P0335 (Symptom Code 4, 8 & A) is

not set. DTC P0340 (Symptom Code 4, 8 & A) is

not set.

CKP and CMP sensor signals with nosynchronization for 3 seconds.

Limited - - - Incorrect engine mechanical timing.

- -

P1480(5)

58 ON Swirl Control SolenoidValve Control Circuit HighVoltage


High voltage condition on the swirl controlsolenoid valve control circuit for longerthan 1 second when the solenoid valve iscommanded ON.

- - - - Swirl control solenoid valve control circuit is short to battery or ignitionvoltage circuit.

Faulty swirl control solenoid valve. Faulty ECM.

J1-67: Control 1-E67:Control

P1480(6)

58 ON Swirl Control SolenoidValve Control Circuit LowVoltage


Low voltage condition on the swirl controlsolenoid valve control circuit for longerthan 1 second when the solenoid valve iscommanded OFF.

Limited - - - Swirl control solenoid valve voltage feed circuit is open circuit or highresistance.

Swirl control solenoid valve control circuit is open circuit, high resistanceor short to ground.

Poor harness connector connection. Faulty swirl control solenoid valve. Faulty ECM.

J1-67: Control 2-E67: +12V feed1-E67:Control

P1485(1)

74 ON Intake Throttle (IT) ValvePosition Sensor CircuitHigh Voltage


set.

IT Valve position sensor signal voltage ismore than 4.75V.

- Inhibited Inhibited - Sensor signal circuit is short to +5V reference circuit, short to battery orignition voltage circuit.

Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty intake throttle valve. Faulty ECM.

Notice: Intake throttle valve position sensor is internal to intake throttlevalve assembly.



4JJ1-TC Engine-109

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P1485(2)

74 ON Intake Throttle (IT) ValvePosition Sensor CircuitLow Voltage


set.

IT valve position sensor signal voltage isless than 0.1V.

- Inhibited Inhibited - Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or

short to low reference circuit. Sensor harness connector is poor connection. Faulty intake throttle valve. Faulty ECM.

Notice: Intake throttle valve position sensor is internal to intake throttlevalve assembly.



P1485(8)

74 ON(Keep ON


Intake Throttle (IT) ValvePosition SensorPerformance

Battery voltage is between 11 – 16V. DTC P1485 (Symptom Code 1 & 2) is not


set. Desired ITP is stable condition.

IT valve control duty cycle is more than51%.

Difference of desired IT valve and actualIT valve is more than 20%.

Above conditions are met for 5 seconds.

- Inhibited Inhibited - Intake throttle valve is sticking. Intake throttle valve motor +12V feed circuit is high resistance. Intake throttle valve motor control duty signal circuit is high resistance. Sensor +5V reference circuit is high resistance. Sensor signal circuit is high resistance. Sensor low reference circuit is high resistance. Faulty intake throttle valve position sensor. Faulty intake throttle valve motor. Faulty ECM.

Notice: Intake throttle valve position sensor is internal to intake throttlevalve assembly.Notice: Intake throttle valve motor is internal to intake throttle valveassembly.

J1-55: +12V feedJ1-56: Duty signalJ1-36: +5V referenceJ1-57: SignalJ1-35: Lowreference

2-E38: +12V feed1-E38: Duty signal6-E38: +5Vreference5-E38: Signal3-E38: Lowreference

P1487(0)

73 ON Intake Throttle (IT) ValveMotor Control Circuit

Battery voltage is more than 9V. Temperature of IT valve drive circuit isgreater than 140°C (248°F) for longerthan 30 seconds.

Limited Inhibited Inhibited - Intake throttle valve is sticking. Faulty ECM.

- -

P1487(3)


Battery voltage is more than 9V. Temperature of IT valve drive circuit isgreater than 140°C (248°F) for longerthan 60 seconds in the total during sameignition cycle.


- -

P1487(5)


Battery voltage is more than 9V. Temperature of IT valve drive circuit isgreater than 140°C (248°F) for longerthan 120 seconds in the total that isaccumulated exceeding ignition cycle.


- -

P1488(5)

72 ON(Keep ON


Intake Throttle (IT) ValveMotor Circuit High Voltage

Battery voltage is more than 9V. IT valve control duty circuit is shorted tovoltage circuit for 1 second.

Limited Inhibited Inhibited - Intake throttle valve motor control duty signal circuit is short to battery orignition voltage.

Intake throttle valve motor control duty signal circuit and +12V feedcircuit shorted each other.

Faulty intake throttle valve Faulty ECM.

Notice: Intake throttle valve motor is internal to intake throttle valveassembly.



P1488(6)

72 ON(Keep ON


Intake Throttle (IT) ValveMotor Circuit Open

Battery voltage is more than 9V. IT motor voltage feed circuit, or motorcontrol circuit is open for 1 second.

Limited Inhibited Inhibited - Intake throttle valve motor +12V feed circuit is open circuit or highresistance.

Intake throttle valve motor control duty signal circuit is open circuit orhigh resistance.

Intake throttle valve motor harness connector is poor connection. Faulty intake throttle valve Faulty ECM.




P1488(7)

72 ON(Keep ON


Intake Throttle (IT) ValveMotor Circuit Low Voltage

Battery voltage is more than 9V. IT valve motor voltage feed circuit, ormotor control circuit is short to a groundfor 1 second.

Limited Inhibited Inhibited - Intake throttle valve motor +12V feed circuit is short to ground. Intake throttle valve motor control duty signal circuit is short to ground. Faulty intake throttle valve Faulty ECM.




P1562(1)

36 ON Ignition Voltage High Battery voltage is more than 9V. Ignition voltage feed circuit voltage ismore than 16V for 5 seconds.

- - - - Incorrect “Jump Starting”. Faulty charging system. Faulty ECM.

- -

P1562(2)

36 ON Ignition Voltage Low Battery voltage is more than 9V. Ignition voltage feed circuit voltage isbetween 1 and 8V for 5 seconds.

- - - - Faulty charging system. Weakened battery. Ignition voltage feed circuit is high resistance. Faulty ECM.

J2-72: Ignition SWSignal

-

P1610(0)

76 ON Immobilizer Function NotProgrammed

- Immobilizer security code and secret keyis not programmed.

Inhibited - - - Immobilizer function is not programmed into the ECM. Electrical interference. Magnetic interference. Faulty ECM.

- -

P1611(0)

78 ON Wrong Security CodeEntered

- Wrong immobilizer security code isprogrammed.

Inhibited - - - Programming ECM with wrong security code. Electrical interference. Magnetic interference. Faulty ECM.

- -

4JJ1-TC Engine-110

Fail-Safe (Back-up)


Code)

FlashCode



EGRControl




Terminal



P1612(0)

79 ON Immobilizer Wrong Signal - Wrong immobilizser response signal isreceived.

Inhibited - - - Wrong transponder key is used. Electrical interference. Magnetic interference. Faulty ECM. Faulty ICU.

- -

P1613(0)

7 & 10 ON Immobilizer No Signal - ECM does not detect immobilizerresponse signal from the ICU.

Inhibited - - - MIL control circuit is open circuit, high resistance, short to ground, shortto battery or ignition voltage.

Vehicle speed sensor signal circuit is open circuit, high resistance, shortto ground, short to battery or ignition voltage.

Poor harness connector connection. Electrical interference. Magnetic interference. Faulty ECM. Faulty ICU.

J2-57: RequestsignalJ2-62: Responsesignal

7-B-68: Requestsignal8-B-68: Responsesignal

P1620(1)

55 ON(Keep ON


5 Volt Reference Circuit 1High Voltage

Battery voltage is more than 6V. 5V reference circuit 1 voltage is morethan 5.3V.

Limited - - - APP sensor 1 +5V reference circuit is short to battery or ignition voltage. Faulty ECM.


J2-11: APP sensor 1+5V reference

10-C40: APP sensor1 +5V reference

P1620(2)

55 ON(Keep ON


5 Volt Reference Circuit 1Low Voltage

Battery voltage is more than 6V. 5V reference circuit 1 voltage is less than4.7V.

Limited - - - APP sensor 1 +5V reference circuit is short to ground or low referencecircuit.

Faulty APP sensor 1. Faulty ECM.


J2-11: APP sensor 1+5V reference

10-C40: APP sensor1 +5V reference

P1622(1)

56 ON(Keep ON




Limited - - - APP sensor 2 +5V reference circuit is short to battery or ignition voltage. FRP sensor +5V reference circuit is short to battery or ignition voltage. BARO sensor +5V reference circuit is short to battery or ignition voltage. CMP sensor +5V reference circuit is short to battery or ignition voltage. EGR valve position sensor +5V reference circuit is short to battery or


Notice: APP sensor 2 is internal to APP sensor assembly.Notice: EGR valve position sensor is internal to EGR valve assembly.

J2-9: APP sensor 2+5V referenceJ1-47: FRP sensor+5V referenceJ1-19: BARO sensor+5V referenceJ1-46: CMP sensor+5V referenceJ1-31: EGR valveposition sensor +5Vreference

8-C40: APP sensor 2+5V reference3-E48: FRP sensor+5V reference3-E40: BARO sensor+5V reference3-E39: CMP sensor+5V reference1-E71: EGR valveposition sensor +5Vreference

P1622(2)

56 ON(Keep ON





FRP sensor +5V reference circuit is short to ground or low referencecircuit.

BARO sensor +5V reference circuit is short to ground or low referencecircuit.

CMP sensor +5V reference circuit is short to ground or low referencecircuit.

EGR valve position sensor +5V reference circuit is short to ground or lowreference circuit.

Faulty APP sensor 2. Faulty FRP sensor. Faulty BARO sensor. Faulty CMP sensor. Faulty EGR valve position sensor. Faulty ECM.

Notice: APP sensor 2 is internal to APP sensor assembly.Notice: EGR valve position sensor is internal to EGR valve assembly.

J2-9: APP sensor 2+5V referenceJ1-47: FRP sensor+5V referenceJ1-19: BARO sensor+5V referenceJ1-46: CMP sensor+5V referenceJ1-31: EGR valveposition sensor +5Vreference

8-C40: APP sensor 2+5V reference3-E48: FRP sensor+5V reference3-E40: BARO sensor+5V reference3-E39: CMP sensor+5V reference1-E71: EGR valveposition sensor +5Vreference

P1624(1)

57 ON(Keep ON




Limited - - - APP sensor 3 +5V reference circuit is short to battery or ignition voltage. ITP sensor +5V reference circuit is short to battery or ignition voltage. CKP sensor +5V reference circuit is short to battery or ignition voltage. Faulty ECM.

Notice: APP sensor 3 is internal to APP sensor assembly.Notice: ITP sensor is internal to IT valve assembly.

J2-7: APP sensor 3+5V referenceJ1-36: ITP sensor+5V referenceJ1-37: CKP sensor+5V reference

1-C40: APP sensor 3+5V reference6-E38: ITP sensor+5V reference3-E52: CKP sensor+5V reference

P1624(2)

57 ON(Keep ON





ITP sensor +5V reference circuit is short to ground or low referencecircuit.

CKP sensor +5V reference circuit is short to ground or low referencecircuit.

Faulty APP sensor 3. Faulty ITP sensor. Faulty CKP sensor. Faulty ECM.

Notice: APP sensor 3 is internal to APP sensor assembly.Notice: ITP sensor is internal to IT valve assembly.

J2-7: APP sensor 3+5V referenceJ1-36: ITP sensor+5V referenceJ1-37: CKP sensor+5V reference

1-C40: APP sensor 3+5V reference6-E38: ITP sensor+5V reference3-E52: CKP sensor+5V reference

4JJ1-TC Engine-111

SYMPTOM DIAGNOSISBefore Using This Section

Before using this section, you should have performedthe Diagnostic System Check - Engine Controls anddetermined that the following criteria:

1. The control module and the malfunction indicator

lamp (MIL) are operating correctly.

2. There are no diagnostic trouble codes (DTCs)

stored, or a DTC exists but without MIL.

Several of the following symptom procedures call for acareful visual and physical check. The visual andphysical checks are very important. The checks canlead to correcting a problem without further checkswhich may save valuable time.

Visual and Physical Checks

Check the following items:

• The control module grounds for being clean, tight,

and in their proper location.

• The wiring for the following items:

- Proper connections

- Pinches

- Cuts

• The following symptom tables contain groups of

possible causes for each symptom. The order of

these procedures is not important. If the Tech 2

readings do not indicate the problems, then

proceed in a logical order, easiest to check or

most likely to cause first. In order to determine if a

specific vehicle is using a particular system or

component, refer to Engine Controls Schematics

for an application.

Verify Customer’s Concern

Locate the correct symptom table. Check the itemsindicated under that symptom from the followingsymptom tables:

• Intermittent Conditions

• Hard Start

• Rough, Unstable, or Incorrect Idle and Stalling

• High Idle

• Cuts Out, Misses

• Surge/Chuggles

• Lack of Power, Sluggishness, or Sponginess

• Hesitation, Sag, Stumble

• Fuel Knock/Combustion Noise

• Poor Fuel Economy

• Excessive Smoke (Black Smoke)

• Excessive Smoke (White Smoke)

Intermittent ConditionsIntermittent Conditions

An intermittent condition may or may not turn on themalfunction indicator lamp (MIL) or store a diagnostictrouble code (DTC).

Preliminary Checks

Perform a visual check to locate the cause of theproblem.

• Refer to Symptoms - Engine Controls.

• The fault must be present to locate the problem. If

a fault is intermittent, the use of DTC tables may

result in the replacement of good parts.

Electrical Connections or Wiring

Poor electrical connections or wiring can cause mostintermittent problems. Perform a careful check of thesuspected circuit for the following:

• Check for poor mating of the connector halves, or

terminals not fully seated in the connector body,

backed-out.

• Check for improperly formed or damaged

terminals. Carefully reform or replace all the

connector terminals in the problem circuit to

ensure the proper contact tension.

• Check for poor terminal to wire connections. This

requires removing the terminal from the connector

body to check.

• If the harness connections appears to be OK,

observe the sensors and actuators, etc. display on

the Tech 2 with the ignition ON or engine run while

moving connectors and wiring harness related to

sensors and actuators. A change in the display

will indicate the location of the fault.

Road Test

If a visual/physical check does not locate the cause ofthe problem, drive the vehicle with a DMM connected toa suspected circuit or use the Tech 2. An abnormalvoltage or Tech 2 reading, when the problem occurs,indicates the problem may be in that circuit.

Intermittent Malfunction Indicator Lamp (MIL)

The following can cause an intermittent MIL and noDTCs:

• Electrical system interference caused by a

malfunctioning relay, ECM driven solenoid, or

switch. The electrical component can cause a

sharp electrical surge. Normally, the problem will

occur when the malfunctioning component is

operating.

4JJ1-TC Engine-112

• The improper installation of electrical devices;

such as lights, 2-way audios, electric motors,

cellular phones, etc.

• The MIL circuit intermittently shorted to ground.

• Poor ECM grounds

Loss of DTC Memory

Check for loss of DTC memory by disconnecting theengine coolant temperature (ECT) sensor and idling theengine until the MIL turns ON. An ECT DTC shouldstore and remain in memory when turning OFF theignition for at least 30 seconds. If not, the ECM ismalfunctioning.

Additional Checks

Check for an open diode across the A/C compressorclutch and for other open diodes.

Hard Start Definition

The engine cranks OK, but does not start for a longtime. The engine does eventually run, or may start butimmediately dies.

Checks Action

Preliminary Checks • Diagnostic System Check - Engine Controls.

• Ensure the driver is using the correct starting procedure.

• Inspect the ECM grounds for being clean, tight, and in their proper locations.

• Inspect harness connectors are correctly connected.

• Inspect the fuel type and quality.

• Inspect the programmed fuel injector ID code for each fuel injector.

• Inspect the Tech 2 Data List in this section.

• Inspect the Service Bulletins for ECM software updates.

Sensor Checks Inspect the sensors for engine controls for the following conditions:

• Use the Tech 2 to compare the Coolant Temperature with the Intake AirTemperature (IAT) and Fuel Temperature (FT) on a cold engine condition. Ifthe difference among temperature reading is more than 5°C (9°F) on a coldengine, check for a high resistance on low reference circuit and signal circuitor skewed sensor.

Notice: The mass air flow (MAF) sensor is heated and as a result the IATmay indicate a higher than normal intake air temperature if the ignitionswitch is being ON.

• Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe theparameter with the engine OFF. Fuel Rail Pressure Sensor parametershould be less than 1 volt after the ignition is cycled. If not, check for highresistance in the 5 volts reference circuit, low reference circuit, signal circuitsor skewed sensor.

• Inspect the crankshaft position (CKP) sensor and camshaft position (CMP)sensor signals. Use the Tech 2 to observe the Synchronization Mode forintermittent condition.

4JJ1-TC Engine-113

Checks Action

Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel Systemsection.

• Inspect for air in the fuel system.

• Inspect for water contamination in the fuel.

• Inspect for external fuel leaks or high engine oil level.

• Make sure the operation of the in-tank fuel pump before performing thefollowing procedures. If the in-tank fuel pump does not work, refer to DTCP1099 (Symptom Code 5 & 6).

1. Disconnect the fuel hose that connects to the fuel supply pump suctionside. In order to measure the discharged fuel amount, put the hoseinto a bottle or a container with a scale. (The inlet of a bottle or acontainer must be larger than the diameter of hose.)

2. Turn ON the ignition for 15 seconds, with the engine OFF.


4. Repeat 2 and 3 twice.

5. Measure the total amount of the discharged fuel. The three cycletotals must be more than 300cc. (Normal amount from thedisconnected hose is more than 100cc per one ignition cycle.)

Notice: If there is a leak on the suction side of the fuel system, the fuelfrom the disconnected hose will not flow out sufficiently and fuel leakagemay occur. Also if there is a restriction on the suction side of the fuelsystem, the fuel from the disconnected hose will not flow out sufficiently thatis most likely caused by clogged fuel filter or kinked fuel hose or pipe.

• Inspect the fuel supply pump operation.

Notice: The fuel supply pump must be timed to the engine.

• Perform the Injector Forced Drive test with the Tech 2. Command eachinjector ON and verify clicking noise (solenoid operating noise) for eachinjector. Replace the appropriate injector that does not create clicking noise(solenoid operating noise), interrupted noise or abnormal noise whencommanded ON.

• Perform the Injector Balancing test with the Tech 2. Replace the appropriateinjector that does not change the engine speed when commanded OFF.

• Inspect the fuel return from the fuel supply pump and fuel injectors.

• Inspect the Suction Control Valve (SCV) Current. Use the Tech 2 to observethe parameter with the engine OFF. SCV Current parameter should be morethan 1300 mA at ignition ON with the engine OFF. If not, check for highresistance or control low circuit short to ground.

Air Intake System Checks Inspect the air intake system for the following conditions.

• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.

• Inspect for a restriction in turbocharger inlet duct.

• Inspect the intake throttle valve is stuck at closed position.

• Inspect for a restriction or leak in the intake manifold.

Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the ExhaustSystem section.

• Inspect for a restriction in the catalytic converter or exhaust pipes.

4JJ1-TC Engine-114

Checks Action

Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to theEngine Mechanical section.

• Inspect poor cylinder compression. Proper compression is more than 1960kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi).

• Improper mechanical timing (timing gear & chain)

• Improper valve gap

• Broken or weak valve springs

• Worn camshaft lobes

Electrical System Checks Inspect the engine electrical for the following conditions. Refer to the EngineElectrical section.

• Inspect the glow plug control (preheating) system operation.

• Inspect for slow cranking speed.

• Inspect for weakened batteries.

Rough, Unstable, or Incorrect Idle AndStalling

Definition

Engine runs unevenly at idle. If severe, the engine orvehicle may shake. Engine idle speed may vary in RPM.Either condition may be severe enough to stall theengine.

Checks Action









• Use the Tech 2 to compare the Coolant Temperature with the Intake AirTemperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If thedifference among temperature reading is more than 5°C (9°F) on a cold engine,check for a high resistance on low reference circuit and signal circuit or skewedsensor.

Notice: The mass air flow (MAF) sensor is heated and as a result the IAT mayindicate a higher than normal intake air temperature if the ignition switch isbeing ON.

• Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe theparameter with the engine OFF. Fuel Rail Pressure Sensor parameter should beless than 1 volt after the ignition is cycled. If not, check for high resistance in the5 volts reference circuit, low reference circuit, signal circuits or skewed sensor.

• Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle in Park orNeutral. The parameters should always be within the -3 - 3 MPa (-435 - 435 psi).

• Inspect the crankshaft position (CKP) sensor and camshaft position (CMP)sensor signal. Use the Tech 2 to observe the Synchronization Mode forintermittent condition.

4JJ1-TC Engine-115

Checks Action


• Make sure the operation of the in-tank fuel pump before performing the followingprocedures. If the in-tank fuel pump does not work, refer to DTC P1099(Symptom Code 5 & 6).

1. Disconnect the fuel hose that connects to the fuel supply pump suctionside. In order to measure the discharged fuel amount, put the hose into abottle or a container with a scale. (The inlet of a bottle or a container mustbe larger than the diameter of hose.)




5. Measure the total amount of the discharged fuel. The three cycle totalsmust be more than 300cc. (Normal amount from the disconnected hose ismore than 100cc per one ignition cycle.)

Notice: If there is a leak on the suction side of the fuel system, the fuel fromthe disconnected hose will not flow out sufficiently and fuel leakage may occur.Also if there is a restriction on the suction side of the fuel system, the fuel fromthe disconnected hose will not flow out sufficiently that is most likely caused byclogged fuel filter or kinked fuel hose or pipe.




• Inspect the fuel injectors. Remove the injectors and visually inspect.


• Inspect the Suction Control Valve (SCV) Current. Use the Tech 2 to observe theparameter with the engine OFF. SCV Current parameter should be more than1300 mA at ignition ON with the engine OFF. If not, check for high resistance orcontrol low circuit short to ground.

• Use the Tech 2 to observe the Cylinder Compensation for each cylinder at idle.A cylinder that is excessively large or small compensation amount may indicatefaulty engine compression or faulty fuel injector.






• Inspect for a restriction or damage at mass air flow (MAF) sensor.

Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust Systemsection.


4JJ1-TC Engine-116

Checks Action

Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the EngineMechanical section.

• Inspect poor cylinder compression. Proper compression is more than 1960 kPa(284 psi) and variation of each cylinder is less than 294 kPa (43 psi).





Additional Checks • Electromagnetic interference (EMI) on the reference circuit can cause an enginemiss condition. The Tech 2 can usually detect EMI by monitoring the enginespeed. A sudden increase in speed with little change in actual engine speedchange indicates that EMI is present. If a problem exists, check routing of highvoltage components, such as fuel injector wiring, near the sensor circuits.

• Inspect for faulty engine mounts.

• Inspect faulty crank pulley.

• Inspect faulty generator & A/C compressor.

• Inspect the generator output voltage. Repair if less than 9 volts or more than 16volts.

• Inspect the EGR system. Refer to the EGR Control in this section.

• Inspect the A/C operation.

High Idle Definition

Engine idle speed is higher than normal specification inregardless of engine coolant temperature.

Checks Action



• Use the Tech 2 to compare the engine speed and tachometer on theinstrument panel cluster (IPC).

• Inspect the battery voltage feed into the ECM. If the battery voltage is lessthan 11 volts during the engine running with air conditioner (A/C) systemOFF, the ECM set the engine idle speed to 750 RPM. And battery voltage isreturn more than 12 volts with the A/C system OFF, the ECM set the engineidle speed to 700 RPM.

• Inspect the A/C operation. If the A/C system is activated, 50 RPM higherthan normal idle speed.

• Use the Tech 2 to compare the Coolant Temperature and Engine Speed.The normal idle speed vs. Coolant Temperature as follows with A/C OFF.

• Below -10°C (14°F): 850 RPM

• At 0°C (32°F) : 800 RPM

• At 20°C (68°F) : 750 RPM

• More than 30°C (86°F): 700 RPM



4JJ1-TC Engine-117

Checks Action




• Use the Tech 2 to compare the Coolant Temperature parameter and coolanttemperature gauge on the instrument panel cluster (IPC). If the differencebetween both temperature reading, check for a high resistance on lowreference circuit and signal circuit or skewed sensor.


• Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle in Parkor Neutral. The parameter should always be within the -3 - 3 MPa (-435 -435 psi) each other.

• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator PedalPosition parameter should change linearly from 0% to 100% according to theaccelerator pedal operation.


• Inspect the fuel injectors. (Injector tip may damaged)


4JJ1-TC Engine-118

Cut Out, Misses Definition

A constant jerking that follows the engine speed, usuallymore pronounced as the engine load increase. Theexhaust has a steady spitting sound at idle, low speed,or hard acceleration for the fuel starvation that cancause the engine to cut-out.

Checks Action

Preliminary Check • Diagnostic System Check - Engine Controls.


･ Inspect the ECM grounds for being clean, tight, and in their proper locations.



Sensor Checks Inspect the sensors for engine controls for the following conditions. Refer tothe Tech 2 Data List in this section.


• Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fullyaccelerate in Park or Neutral. The parameter should always be within the -3- 3 MPa (-435 - 435 psi).

• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator PedalPosition indicating angle parameter should change linearly from 0% to 100%according to the accelerator pedal operation.



• Inspect for air in the fuel system.

• Inspect for water contamination in the fuel.

• Inspect the fuel injectors.

• Inspect the fuel lines between the fuel tank and fuel supply pump for beingcrushed or kinked.

• Inspect inside the fuel tank for any foreign material that may be getting drawninto the fuel line pickup causing a blocked condition.

• Inspect the fuel lines between the fuel tank and fuel supply pump fortightness and all fuel hoses for cuts, cracks and for the use of properclamps.

• Perform the Injector Forced Drive test with the Tech 2. Command eachinjector ON and verify clicking noise (solenoid operating noise) for eachinjector. Replace the appropriate injector that does not create clicking noise(solenoid operating noise), interrupted noise or abnormal noise whencommanded ON.


4JJ1-TC Engine-119

Checks Action







Additional Checks • Inspect the generator output voltage. Repair if less than 9 volts or more than16 volts.

• Electromagnetic interference (EMI) on the reference circuit can cause anengine miss condition. The Tech 2 can usually detect EMI by monitoring theengine speed. A sudden increase in speed with little change in actual enginespeed change indicates that EMI is present. If a problem exists, checkrouting of high voltage components, such as fuel injector wiring, near thesensor circuits.

Surges/Chuggles Definition

The engine has a power variation under a steadythrottle or cruise. The vehicle seems to speed up andslow down with no change in the accelerator pedal.

Checks Action


• Ensure the driver understands the torque converter clutch (TCC) operation.

• Ensure the driver understands the A/C compressor operation.

• Use the Tech 2 in order to make sure the Vehicle Speed parameter readingmatches the vehicle speedometer.







4JJ1-TC Engine-120

Checks Action



• Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fullyaccelerate in Park or Neutral. The parameters should always be within the -3 - 3 MPa (-435 - 435 psi).

• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator PedalPosition parameter should change linearly from 0% to 100% according to theaccelerator pedal operation. Also inspect the Accelerator Pedal Positionindicating angle when the accelerator pedal is steady condition. If theindicating angle is fluctuated, check for intermittently open or high resistancein the circuits or skewed sensor.


Make sure the operation of the in-tank fuel pump before performing thefollowing procedures. If the in-tank fuel pump does not work, refer to DTCP1099 (Symptom Code 5 & 6).










4JJ1-TC Engine-121

Checks Action




• Inspect the intake throttle valve is stuck at any positions.



• Use the Tech 2 to observe the Swirl Control Solenoid. Inspect thediaphragm valve operation when it commanded ON or OFF. If thediaphragm valve operation does not properly, inspect the vacuum hose orvalve. Replace the intake manifold if there is a sticking feel when a hand ora substitute vacuum pump moves the diaphragm valve.




• Inspect the torque converter clutch (TCC) operation.

Lack of Power, Sluggishness, Sponginess Definition

The engine delivers less than expected power. There islittle or no increase in speed when partially applying.

Checks Action


• Compare the vehicle with a similar unit. Ensure the vehicle has an actualproblem.

• Remove the air cleaner and check for dirt, or for air ducts being plugged orrestricted. Replace as necessary.

• Are the tire sizes changed?

• Are excessively heavy loads being carried?

• Inspect for clutch slip.

• Inspect brake drag.

• Inspect for a proper transmission shift pattern and down shift operation (A/Tonly).

• Inspect the fuel quality (cetane index).

• Inspect the engine oil level and quality.

• Use the Tech 2 in order to make sure the Vehicle Speed parameter readingmatches the vehicle speedometer.





4JJ1-TC Engine-122

Checks Action




• Inspect the fuel temperature sensor. Use the Tech 2 to observe the FuelTemperature parameter with the ignition on or engine run. If more than 85°C(185°F), check for skewed sensor or faulty in-tank fuel pump and one-wayvalve open stuck.



• Use the Tech 2 to observe the Accelerator Pedal Position Accelerator PedalPosition. Accelerator Pedal Position parameter should change linearly from0% to 100% according to the accelerator pedal operation.












4JJ1-TC Engine-123

Checks Action



• Inspect for a restriction or leak in the intercooler.





• Inspect for a worn or damaged turbocharger turbine wheel, shaft orcompressor wheel. Refer to turbocharger inspection in the EngineMechanical section.

• Inspect for turbocharger waste gate valve operation. Refer to waste gatevalve inspection in the Engine Mechanical section.

• Use the Tech 2 to observe the Swirl Control Solenoid. Inspect thediaphragm valve operation when it commanded ON or OFF. If thediaphragm valve operation does not properly, inspect the vacuum hose orvalve. Replace the intake manifold if there is a sticking feel when a hand ora substitute vacuum pump moves the diaphragm valve.



Engine Mechanical Check Inspect the engine mechanical for the following conditions. Refer to theEngine Mechanical section.








• Inspect the engine overheat condition. Refer to the Engine Cooling section.


• Inspect the torque converter clutch (TCC) operation (A/T only).

4JJ1-TC Engine-124

Hesitation, Sag, Stumble Definition

The vehicle has a momentary lack of response whenpushing down on the accelerator. The condition canoccur at any vehicle speed. The condition is usuallymost severe when trying to make the vehicle move froma stop. If severe enough, the condition may cause theengine to stall.

Checks Action


• Compare the vehicle with a similar unit. Ensure the vehicle has an actualproblem.


• Inspect for a proper transmission shift pattern and down shift operation.




• Inspect the programmed fuel injector ID code for each injector.







• Use the Tech 2 to observe the Accelerator Pedal Position Accelerator PedalPosition. Accelerator Pedal Position parameter should change linearly from0% to 100% according to the accelerator pedal operation.

4JJ1-TC Engine-125

Checks Action




















• Inspect for turbocharger waste gate valve operation. Refer to waste gatevalve inspection in the Engine Mechanical section.

• Use the Tech 2 to observe the Swirl Control Solenoid. Inspect thediaphragm valve operation when it commanded ON or OFF. If thediaphragm valve operation does not properly, inspect the vacuum hose orvalve. Replace the intake manifold if there is a sticking feel when a hand or asubstitute vacuum pump moves the diaphragm valve.



4JJ1-TC Engine-126

Checks Action










• Inspect the torque converter clutch (TCC) operation.

Fuel Knock/Combustion Noise Definition

A mild to severe ping, usually worse under acceleration.The engine makes sharp metallic knocks that changewith the throttle opening.

Checks Action


• Ensure the vehicle has an actual problem.

• Inspect for smoke associated with the combustion noise.











4JJ1-TC Engine-127

Checks Action

Fuel System Checks • If excessive smoke is present, check for a stuck open fuel injector. Removethe each glow plug from the cylinder head and inspect the tip of the glowplugs for wet by fuel. Use the cylinder compression gauge. Propercompression is more than 1960 kPa (84 psi) and variation of each cylinder isless than 294 kPa (43 psi). If poor compression is observed, inspect theengine mechanical.



• Perform the Multi Injection Stop test with the Tech 2. Replace the injectors ifdoes not change engine noise when commanded Stop.

Notice: Although it is in Multi Injection Stop state at the time of test start,once it pushes Stop, it will be in Jet state after 10 seconds. Then, if Stop ispushed, it will be in Stop state.



• Inspect for incorrect basic engine parts such as camshaft, cylinder head,pistons, etc.

• Inspect for any excessive oil entering combustion chamber.

Additional Checks • Inspect the EGR system. Refer to the EGR Control in this section.

• Inspect other possible cause that makes similar noise such as loosingcomponent parts, bracket, mount and weak clutch pamper spring.

4JJ1-TC Engine-128

Poor Fuel Economy Definition

Fuel economy, as measured by actual road tests andseveral tanks of fuel, is noticeably lower than expected.Also, the economy is noticeably lower than it was onthis vehicle at one time, as previously shown by actualroad tests.

Checks Action

Preliminary Checks • Remove the air cleaner and check for dirt, or for air ducts being plugged orrestricted. Replace as necessary.

• Inspect the driving habits of the owner.

• Is the A/C ON full time, defroster mode ON?

• Are the tires at the correct pressure?

• Are the tire sizes changed?

• Are excessively heavy loads being carried?

• Is the acceleration too much, too often?

• Inspect for clutch slip.

• Inspect brake drag.

• Inspect dive belt tension.

• Inspect for a proper transmission shift pattern and down shift operation (A/Tonly).



• Suggest to the owner to fill the fuel tank and recheck the fuel economy.

• Suggest to the driver to read the Important Facts on Fuel Economy in theOwner Manual.

• Inspect the odometer is correctly operated.








• Check fuel leak.

4JJ1-TC Engine-129

Checks Action

Cooling System Checks Inspect the cooling system for the following conditions. Refer to the CoolingSystem Section.

• Inspect the engine coolant level.

• Inspect the engine thermostat for always being open or for the wrong heatrange.

• Inspect the engine cooling fan for always being ON.












Excessive Smoke (Black Smoke) Definition

Black smoke under load, idle or start up hot or cold.

Checks Action

Preliminary Check • Ensure the vehicle has an actual problem.







4JJ1-TC Engine-130

Checks Action






• Use the Tech 2 to observe the Accelerator Pedal Position Accelerator PedalPosition. Accelerator Pedal Position indicating angle parameter shouldchange linearly from 0% to 100% according to the accelerator pedaloperation.
















4JJ1-TC Engine-131

Checks Action


• Inspect high cylinder compression. Proper compression is more than 1960kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi).


• Inspect for any excessive oil entering combustion chamber.





Additional Checks • Inspect the EGR system. Refer to the EGR Control in this section.

• Inspect the excessive blow-by gasses.


Excessive Smoke (White Smoke) Definition

White smoke under load, idle or start up hot or cold.

Checks Action

Preliminary Check • Ensure the vehicle has an actual problem.





Sensor Check Inspect the sensors for engine controls for the following conditions:






4JJ1-TC Engine-132

Checks Action

Fuel System Checks • Check for a stuck open fuel injector. Remove the each glow plug from thecylinder head and inspect the tip of the glow plugs for wet by fuel. Use thecylinder compression gauge. Proper compression is more than 1960 kPa(284 psi) and variation of each cylinder is less than 294 kPa (43 psi). If poorcompression is observed, inspect the engine mechanical.



• Perform the Injection Timing test with the Tech 2. If white smoke does notappear when command Increase or Decrease, Inspect the enginemechanical timing.















• Inspect for any excessive fuel entering combustion chamber.

• Inspect for coolant entering the combustion chamber.

Electrical System Checks Inspect the engine electrical for the following conditions. Refer to the EngineElectrical section.

• Inspect the glow plug control (preheating) system operation.

4JJ1-TC Engine-133

ENGINE CONTROL SYSTEM CHECK SHEET Inspectors Name

Customer’s Name Model & Model Year

Driver’s Name Chassis No.

Date Vehicle Brought In Engine No.

License No. Odometer Reading Km/miles

□ Engine DoesNot Run

□ Engine does not crank □ No initial combustion □ No complete combustion

□ Hard Start □ Engine cranks slowly □ Other ( )

□ Abnormal idling speed □ High idling speed ( RPM) □ Low idling speed ( RPM)□ Rough idling□ Incorrect Idle□ Other ( )

□ Hesitation, sag, stumble □ Surge, chuggles □ Cut out, misses□ Lack of power, sluggishness, sponginess□ Poor

Driveability□ Other ( )□ Soon after starting □ After accelerator pedal depressed

Engine Stall □ During A/C operation □ After accelerator pedal released □ Shifting from N to D□□ Other ( )□ Black smoke □ White smoke □ Poor fuel economy□ Fuel knock, combustion noise

Pro

blem

Sym

ptom

s

□ Others□ Other ( )

Dates problem occurred

□ Constant □ Intermittently ( times per day/month) □ Once onlyProblem frequency

□ Other ( )□ Fine □ Cloudy □ Rainy □ Snow

Weather□ Various/Other ( )□ Hot (approx. ) □ Warm □ Cool □ Cold (approx. )Outside

Temperature □ Any temperature□ Highway □ Suburbs □ City area □ Uphill

Place□ Downhill □ Rough road □ Other ( )

□ Over (approx. tons) □ No loadLoad Condition

□ Other (approx. tons)□ Cold □ Warming up □ After warming up □ Any temperatureEngine

Temperature □ Other ( )□ Starting □ Just after starting ( Min.) □ Idling□ Racing □ Driving □ Constant speed □ Acceleration□ Deceleration □ A/C switch On/Off

Engine Operation

□ Other ( )Fuel Amount □ Full □ Above 1/2 □ Below 1/2 □ Near empty

Con

ditio

n W

hen

Pro

blem

Occ

urs

Fuel Bland

Condition of MIL □ Remains On □ Intermittently turns On □ Does not turn On

Present Code □ Nothing □ P Code & Symptom CodeNo. ( )

Diagnostic TroubleCode (DTC) or FlashCode

History Code □ Nothing □ P Code & Symptom CodeNo. ( )

Other AdditionalCondition

4JJ1-TC Engine-134

ELECTRICAL WIRING DIAGRAMPOWER DISTRIBUTION (1 of 2)

4JJ1-TC Engine-135

POWER DISTRIBUTION (2 of 2)

4JJ1-TC Engine-136

STARTING & CHARGING SYSTEM

4JJ1-TC Engine-137

ECM POWER

4JJ1-TC Engine-138

ECM GROUND

4JJ1-TC Engine-139

GAUGES & WARNING LAMPS

4JJ1-TC Engine-140

A/C CONTROL, GLOW CONTROL & NEUTRAL SWITCH

4JJ1-TC Engine-141

RELAY, FUSE & SLOW BLOW FUSE LOCATION (ENGINE ROOM)

X1. Front Fog LightX2. Tail LightX3. HornX4. DimmerX5. GlowX6. Head LightX8. StarterX9. Condenser FanX10. Starter CutX-11. HeaterX-12. ECM MainX-13. Fuel PumpX-14. A/C CompressorX-15. Thermo

EB-1. ACG (10A)EB-2. ECM (B) (10A)EB-3. Fuel Pump (10A)EB-4. Fog Light (15A)EB-5. Condenser Fan (20A)EB-6. Engine (10A)EB-7. Head Light-RH (10A)EB-8. Head Light LH (10A)EB-9. Illumi (10A)EB-10. Tail Light (10A)EB-11. Head Light-RH (20A) (HID)EB-12. Head Light-LH (20A) (HID)EB-13. A/C (10A)EB-14. 4WD (10A)EB-15. Horn (10A)EB-16. Hazard (10A)

SBF-1. Main (100A) (TF) Main (120A) (UC)SBF-2. ABS-1 (40A)SBF-3. ABS-2 (30A)SBF-4. ECM (40A)SBF-5. IGN B1 (40A)SBF-6. Blower (30A)SBF-7. Rear Cooler (30A)SBF-8. Glow (60A)SBF-9. IGN B2 (50A) (TF) IGN B2 (60A) (UC)

4JJ1-TC Engine-142

FUSE LOCATION (CABIN)C-1. Starter (10A)C-2. Rear Wiper (10A)C-3. Elec. IG (10A)C-4. Turn (10A)C-5. Front Wiper (20A)C-6. Engine (10A)C-7. Back Up (15A)C-8. SRS (10A)C-9. TCM (10A)C-10. Meter (10A)C-11. Audio (10A)C-12. Cigar/ACC Socket (20A)C-13. Audio (+B) (15A)C-14. ABS/4WD (10A)C-15. Stop (15A)C-17. Room (10A)C-18. Rear Defogger (20A)C-19. Meter (+B) (10A)C-20. Power Window (30A)C-21. Door Lock (20A)C-22. Rear Fog (10A)

4JJ1-TC Engine-143

GROUND LOCATION

4JJ1-TC Engine-144

REPAIR INSTRUCTIONSENGINE CONTROL MODULE (ECM)REPLACEMENT/ FUEL INJECTOR IDCODE & IMMOBILIZER PROGRAMMING

If the ECM is to be replaced the following programmedcontents MUST be programmed into the new ECM.

Fuel Injector ID Code Data (24, 0-9 or A-Fcharacters for each fuel injector)

Immobilizer (if so equipped)

Uploading the Fuel Injector ID Code Data from theECM

Important: Only perform this procedure if the ECM isbeing replaced. The current fuel injector ID code datacan be determined with the Tech 2. If the ECM does notcommunicate with the Tech 2, go to the next procedure.

1. Install the Tech 2.2. Turn ON the ignition, with the engine OFF.3. Select F0: Diagnostics then press Enter.4. Select the appropriate vehicle identification.5. Select F0: Powertrain then press Enter.6. Select the appropriate engine model.7. Select F4: Programming then press Enter.8. Select F0: Injector ID Code then press Enter.9. Select F2: Upload ID Code then press Enter.10. After complete the upload, turn OFF the Tech 2.11. Turn OFF the ignition.

Retrieving the Fuel Injector ID Code Data with aNon-communicating ECM

Important: Only perform following procedure if the ECMis being replaced and the Tech 2 does notcommunicate. The current fuel injector ID code data cannot be determined with the Tech 2, the fuel injectornumbers must be recorded from the factory affixed labelon the cylinder head cover or each fuel injectorconnector housing.

Recording from the label on cylinder head cover;

Important: Only perform this procedure if the fuelinjectors are not being replaced in the past.

1. Record all numbers of each cylinder on the label.

1. Cylinder Number 1 Fuel Injector ID Code2. Cylinder Number 2 Fuel Injector ID Code3. Cylinder Number 3 Fuel Injector ID Code4. Cylinder Number 4 Fuel Injector ID Code5. Injector ID Code Label6. Cylinder Head Cover

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Recording from the each injector housing;1. Remove the each fuel injector harness connector.2. Record all numbers (24 figures) of each fuel injector

connector housing.

1. Fuel Injector ID Code2. Fuel Injector

Removal Procedure1. Disconnect the negative battery cable.2. Disconnect the ECM harness connector.3. Loosen the ECM bracket (2) nuts.4. Remove the ECM bracket (2) from ECM bracket (3).5. Loosen the ECM fixing bolts.6. Remove the ECM (1) from ECM bracket (2).

Installation Procedure1. Install the ECM (1) in ECM bracket (2).2. Tighten the ECM fixing bolts.3. Install the ECM bracket (2) from ECM bracket (3).4. Tighten the ECM bracket (2) nuts.5. Connect the ECM harness connector.

Downloading/Updating the Software/CalibrationData into the ECM

Important: If the ECM is to be replaced to a serviceblank-ECM, appropriate software MUST beprogrammed into the new ECM before reprogrammingthe Fuel Injector ID Code Data and Immobilizer.

The procedure to program the ECM by using theService Programming System (SPS) software containedin TIS2000 is explained below.

Before Programming the ECM

Important: DO NOT program the ECM unless you aredirected by a service procedure or you are directed by aservice bulletin. Programming the ECM at any othertime will not permanently correct a customers concern.

Ensure the following conditions are met beforeprogramming the ECM.

• The Tech 2 PCMCIA card is programmed with thelatest software release.

• The latest release of TIS2000 is located on the PC.

• The hardware key is plugged into the port.

• Vehicle system voltage

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- There is no charging system concern. All chargingsystem concerns must be repaired beforeprogramming the ECM.

- Battery voltage is greater the 12volts but less than16 volts. The battery must be charged beforeprogramming the ECM if the battery voltage is low.

- A battery charger is NOT connected to thevehicle’s battery. Incorrect system voltage orvoltage fluctuations from a battery charger maycause programming failure or ECM damage.

- Turn OFF or disable and system that may put aload on the vehicle’s battery.

• Headlights

• Room lights

• Accessory equipment

• The ignition switch is in the proper position. The Tech2 prompts you to turn ON the ignition, with the engineOFF. DO NOT change the position of the ignitionswitch during the programming procedure, unlessinstructed to do so.

• All tool connections are secure.- RS-232- The connection at the data link connector (DLC)

is secure.

- Voltage supply circuit

• DO NOT disturb the tool harness while programming.If an interruption occurs during the programmingprocedure, programming failure or ECM damage mayoccur.

Start-up of TIS20001. Click the “Service Programming System” in the main

screen.2. In the “Select Diagnostic Tool and Programming

Process”, select the following.

• Diagnostic tool “Tech 2”.

• If you replace the ECM, “Replace and Program ECU”

• If you need to update the ECM, “Reprogram ECU”.

• ECU location on the “Vehicle”.3. TIS2000 instructs user to obtain the vehicle

information.

Data Obtaining

1. Install Tech 2 to the vehicle and start-up the Tech 2.

2. In the Main Menu, select F1: Service Programming

System (SPS)

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3. Select F0: Request Info. If there is already stored inthe Tech 2, the existing data come on display. TheTech 2 asks the user to keep this data “Keep Data” orto request new vehicle information from the controlunit “Continue”.

If there is no data in the Tech 2, it will immediatelystart vehicle identification

4. If “Continue” is selected or no data in the Tech 2,

vehicle identifications are requested by the Tech 2.

User has to select “Model Year” and “Vehicle Type”.

These vehicle data are determined by reading of

stamped VIN or affixed VIN plate on the vehicle. After

that, push buttons and turn the ignition OFF or ON

according to the Tech 2 instruction.

5. During obtaining information, the Tech 2 is receiving

information from the control unit ECM and TCM at the

same time. The vehicle fitted with automatic

transmission, received TCM information is not

displayed on the Tech 2 screen.

If the data could not received from the control unit,

error message will be displayed on the Tech 2. In this

case, control unit malfunction or communication line

malfunction is considered.

6. Press exit switch on the Tech 2, turn OFF the ignition

switch and power OFF the Tech 2. Remove the Tech

2 from the vehicle.

Data Transfer

1. Connect the RS-232 cable to the Tech 2 and PC.

Connect the AC adapter to the Tech 2. Turn on the

Tech 2 and keep the start screen.

2. In the TIS200, click the “Next”.

3. Verify the displayed VIN matches the vehicle VIN. If

the ECM is replaced to new one, VIN does not

displayed. User has to input correct VIN reading from

stamped VIN or affixed VIN plate on the vehicle. If the

ECM is applied from another vehicle, user also has to

input correct VIN by same way. Click the “Next”, if

VIN is OK.

4. In the “Select System”, select the “Engine” ifrequested. Then, click the “Next”.

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5. When a lack of data is asked in the “Validate Vehicle

Data”, enter the correct information accordingly.

• Model

• Model Year

• Engine Type

• Model Designator

• Destination Code

6. Destination code can be read from the service ID plateaffixed in the engine compartment. The destinationcode is described at the right-hand edge of Body Typeline.

7. In the “Summary”, confirm the selected software. IfOK, click the “Reporg”.

8. Software file is downloading into the Tech 2 in the

“Transfer Data” screen.

9. After transfer is completed, “Program Controller” will

display. Then, close the SPS application to return to

the TIS2000 main screen. Turn OFF the Tech 2 and

disconnect RS-232 cable and AC adapter from the

Tech 2.

Programming Control UnitImportant: Data link connector between the Tech 2 andvehicle harness connector is slightly locked. Do notremove the data link cable. Programming controlmodule may fail due to communication broken.

1. Install Tech 2 to the vehicle and start-up the Tech 2.

2. In the main menu, select F1: Service ProgrammingSystem (SPS)

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3. Select F1: Program ECU. Turn OFF all powerconsuming devises, e.g. headlights, room lights oraccessory equipment. And turn ON the ignition.Then, press “Okay” key.

4. While the calibration file is being downloaded,

“Programming in Process” will be displayed and this

status can be found as graph.

Important: The vehicle fitted with automatictransmission, “CHECK TRANS” lamp will blink. This isnormal. After complete the download, clear the DTC inthe TCM.

5. When the download is completed, “Programming

Was Successful” will displayed. And, press

“Continue”.

Important: If the programming process is notsucceeded, low battery voltage or poor harnessconnector connection(s) should be primary suspects.Perform the programming again. Usually, programmingECM can be recovered correctly. 6. To confirm the downloaded calibration file, select F0:

Request Info. “Existing ECU Data” must be inagreement with “Summary” data in the TIS2000.Press exit switch on the Tech 2, turn OFF the ignitionswitch.

Fuel Injector ID Code Data Programming Procedure

Important: Only perform this procedure if the fuelinjector ID code data can be uploaded with the Tech 2.If the ECM can not be uploaded with the Tech 2, go tothe next procedure.

1. Install the Tech 2.2. Turn ON the ignition, with the engine OFF.3. Select F0: Diagnostics then press Enter.4. Select the appropriate vehicle identification.5. Select F0: Powertrain then press Enter.

6. Select the appropriate engine model.7. Select F4: Programming then press Enter.8. Select F0: Injector ID Code then press Enter.

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9. Select F3: Download ID then press Enter.10.After complete the download, turn OFF the ignition for

30 second.11.Turn ON the ignition.12.Select F0: Injector ID Code then press Enter. At this

point, all downloaded fuel injector ID code data canbe verified. Compare the ID code values downloadedinto the ECM and each fuel injector.

13.Start the engine and let idle.

Important: In order to make the fuel supply pumpcharacteristic learn into the replaced ECM, let theengine idle until warm-up. If the fuel system DTC’sstored in the meantime, once clear DTC and warm-upthe engine again.

14.Inspect for a proper engine running condition and forno DTC’s. Refer to the Diagnostic System Check-Engine Controls if needed.

Important: If the current injector ID code data can notbe uploaded with the Tech 2, the recorded all numbersmust be entered into the Tech 2.

1. Install the Tech 2.2. Turn ON the ignition, with the engine OFF.3. Select F0: Diagnostics then press Enter.4. Select the appropriate vehicle identification.5. Select F0: Powertrain then press Enter.6. Select the appropriate engine model.7. Select F4: Programming then press Enter.8. Select F0: Injector ID Code then press Enter.9. Select F1: ID Code Registration then press Enter.10.Select the cylinder 1 to 4 and press Change. Input 22

figures. Then, input in order from the upper sequenceto the lower sequence from the left end to the rightend, if the ID codes are recorded from injectorhousing.

Important: The number of places required for input is22 figures except last 2 figures.

11.After complete the registration, turn OFF the ignitionfor 30 second.

12.Turn ON the ignition.13.Select F0: Injector ID Code then press Enter. At this

point, all registered fuel injector ID code data can beverified. Compare the ID code values registered intothe ECM and each fuel injector including the last 2figures.

14. Start the engine and let idle.

Important: In order to make the fuel supply pumpcharacteristic learn into the replaced ECM, let theengine idle until warm-up. If the fuel system DTC’sstored in the meantime, once clear DTC and warm-upthe engine again.

15.Inspect for a proper engine running condition and forno DTC’s. Refer to the Diagnostic System Check-Engine Controls if needed.

4JJ1-TC Engine-151

FUEL INJECTOR REPLACEMENT/ FUELINJECTOR ID CODE PROGRAMMING

Removal Procedure1. Remove the cylinder head cover.

Refer to engine mechanical section.2. Remove the attachment bolt of engine oil gauge

guide tube.3. Loosen the injection nozzle clamp fixing bolts and

remove the injection nozzle.4. Mark each injection nozzle with the number of the

cylinder from which it was removed. Store theinjection nozzle in a safe place. Position the injectionnozzle so that the nozzle is protected.

Installation Procedure1. Install the injection nozzle clamps (3).2. Apply engine oil to the threads and seating surfaces

of the clamp bolts (2).3. Install the injection nozzle clamps to the cylinder

head.4. Temporarily tighten the clamp bolts.5. Apply a thin coat of engine oil to the outer surface of

the injection nozzle side sleeve nuts.6. Install the injection nozzle pipes to the position shown

in the illustration.7. Use a spanner to carefully the sleeve nuts until the

injection nozzle pipes contact the injection nozzle andfuel rail.

8. Tighten the injection nozzle pipe clips (2) to thespecified torque.

Tightening torque: 8 N⋅m (0.8 kg⋅m / 69 lb in)

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9. Tighten the injection pipe sleeve nuts (2) to thespecified torque.Tightening torque: 30 N⋅m (3.1 kg⋅m / 22 lb ft)

10. Tighten the clamp bolts to the specified torque.Tightening torque: 26 N⋅m (2.7 kg⋅m / 20 lb ft)

11. Tighten the engine oil level gauge guide tube.Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft)

12. Install the cylinder head cover. Refer to engine mechanical section.

Recording the Fuel Injector ID Code Data from theeach injector housing

1. Remove the each fuel injector harness connector.2. Record all numbers (24 figures) of each fuel injector

connector housing.

1.Fuel Injector ID Code2. Fuel Injector

Fuel Injector ID Code Data Programming Procedure1. Install the Tech 2.2. Turn ON the ignition, with the engine OFF.3. Select F0: Diagnostics then press Enter.4. Select the appropriate vehicle identification.5. Select F0: Powertrain then press Enter.6. Select the appropriate engine model.7. Select F4: Programming then press Enter.8. Select F0: Injector ID Code then press Enter.9. Select F1: ID Code Registration then press Enter.10.Select replaced cylinder and press Change. Input 22

figures. Then, input in order from the upper sequenceto the lower sequence from the left end to the rightend.

Important: The number of places required for input is22 figures except last 2 figures.

11. After complete the registration, turn OFF the ignitionfor 30 second.

12. Turn ON the ignition.13. Select F0: Injector ID Code then press Enter. At this

point, all registered fuel injector ID code data can beverified. Compare the ID code values registered intothe ECM with the replaced each fuel injectorincluding the last 2 figures.

14. Start the engine and let idle. Inspect for a properengine running condition and for no DTC’s. Refer tothe Diagnostic System Check-Engine Controls ifneeded.

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FUEL SUPPLY PUMP REPLACEMENTRemoval Procedure

1. Partially drain the engine coolant.Refer to engine cooling section.

2. Remove the radiator upper hose.1. Remove the fan guide.4. Remove the cooling fan.5. Remove the A/C compressor drive belt.6. Remove the A/C compressor adjust pulley.7. Remove the battery.8. Disconnect the A/C compressor.9. Remove the A/C compressor bracket.10. Remove the starter motor.

Refer to engine electrical section.11. Remove the fuel hose (1) connected to the fuel

supply pump and fuel rail.12. Remove the leak off pipe with hose (2) connected to

the fuel supply pump and fuel rail.13. Remove the fuel feed pipe (3) connected to the fuel

supply pump and fuel rail.

14. Disconnect the fuel rail pressure sensor harness.15. Disconnect the injection pipe sleeve nuts (1).

16. Disconnect the vacuum pipe (3) and swirl controlsolenoid valve (4) from the fuel rail bracket (2).

17. Remove the fuel rail (1) and fuel rail bracket (2).18. Remove the cylinder head cover.

Refer to engine mechanical section.19. Disconnect the connector of supply pump.20. Remove the noise cover.

4JJ1-TC Engine-154

21. Remove the timing chain cover upper (1) and lower(2)

22. Align the No. 1 cylinder at top dead center (TDC).Three slit marks should align.

23. Temporary loose the sprocket nut (1).

4JJ1-TC Engine-155

24. Remove the timing chain tensioner (1) (2) (3).

25. Remove the timing chain tension lever pivot (1).26. Remove the nut (3) and sprocket (2).

27. Timing chain in moved upwards.

28. Paint the alignment mark between idle gear A andsupply pump gear.

4JJ1-TC Engine-156

29. Use a gear puller to remove the fuel supply pumpgear.

30. Remove the fuel supply pump (1) and supply pumpbracket (2).

31. Remove the fuel supply pump (2) and O-ring (1).Do not pull on the fuel supply pump high pressurepipe (3). Do not use the pipe as a handle to carrythe pump.

Installation Procedure1. Install the O-ring to the fuel supply pump.2. Install the fuel supply pump (1).3. Install the fuel supply pump bracket (2).

Temporary tighten with the bolts and nuts gear onthe case side.

Temporary tighten with the bolts on the cylinderbody side.

Fully tighten the bolts and nuts on the gear caseside.

Fully tighten the bolts on the cylinder body side.

4JJ1-TC Engine-157

4. Confirm that the fuel supply pump camshaft key isturned to the right and is horizontal.

5. Install the fuel supply pump gear and sprocketfollowed by the timing gear chain and nut. Hand-tighten the nut.

1. Timing Chain2. Timing Mark3. Blue Mark4. Yellow Mark

6. Install the timing chain tension lever pivot.Tighten the bolt to the specified torque.

Tightening torque: 27 N⋅m (2.8 kg⋅m / 20 lb ft)It confirms that a tension lever moves smoothly.

4JJ1-TC Engine-158

7. Hold the cam (3) down. Insert the plunger (2). Hookthe pin to hold the plunger in place.

1. Pin2. Plunger3. Cam4. Body5. Hook

8. Install the timing chain tensioner (1).Tighten the bolt to the specified torque.

Tightening torque: 10 N⋅m (1.0 kg⋅m / 87 lb in)

9. Timing chain is pushed lightly. Check the hook ofthe chain tensioner is released.

10. Tighten the sprocket nut.Tighten the nut to the specified torque.

Tightening torque: 130 N⋅m (13.3 kg⋅m / 96 lb ft)

4JJ1-TC Engine-159

11. Turn the crank pulley two rotations (720°CA).Three slit marks should align.

12. Install the cylinder head cover.Refer to engine mechanical section.

13. Apply liquid gasket (ThreeBond TB-1207C orequivalent) to timing chain cover upper.Attach cover within 5 minutes after the application ofgasket.

14. Install the timing chain cover upper (1).Tighten the bolts (2) to the specified torque.

Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft)

15. Apply liquid gasket (ThreeBond TB-1207C orequivalent) to timing chain cover lower.Attach cover within 5 minutes after the application ofgasket.

16. Install the timing chain cover lower (1).Tighten the bolts (2) and nuts (3) to the specifiedtorque.

Tightening torque: 10 N⋅m (1.0 kg⋅m / 87 lb in)17. Install the noise cover.

Tighten the bolts to the specified torque.

Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft)18. Install the connector of the fuel supply pump.

4JJ1-TC Engine-160

19. Tighten the fuel rail bracket and fuel rail to thespecified torque.

Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft)(Upper Side)

Tightening torque: 20 N⋅m (2.0 kg⋅m / 14 lb ft)(Lower Side)

20. Tighten the vacuum pipe (3) to the specified torque.

Tightening torque: 20 N⋅m (2.0 kg⋅m / 14 lb ft)21. Tighten the swirl control solenoid valve (4) to the

fuel rail bracket (2) to the specified torque.

Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft)22. Tighten the fuel pipe sleeve nuts to the specified

torque.

Tightening torque: 30 N⋅m (3.1 kg⋅m / 22 lb ft)23. Connect the fuel rail pressure sensor harness

connector.24. Install the fuel pipe (3) to the specified torque.

Tightening torque: 44 N⋅m (4.5 kg⋅m / 33 lb ft)25. Tighten the fuel leak off pipe eye bolts (2) to the

specified torque.

Tightening torque: 10 N⋅m (1.0 kg⋅m / 87 lb ft)26. Connect the fuel hoses (1).27. Install the starter motor.

Refer to engine electrical section.28. Install the A/C compressor bracket to the specified

torque.

Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft)29. Install the A/C compressor to the specified torque.

Tightening torque: 44 N⋅m (4.5 kg⋅m / 33 lb ft)30. Install the battery.31. Install the A/C compressor drive belt adjust pulley.

Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft) (Bolt)

Tightening torque: 41 N⋅m (4.2 kg⋅m / 30 lb ft) (Nut)32. Install the A/C compressor drive belt.

Refer to Heating and air conditioning section.33. Install the cooling fan.34. Install the cooling fan guide.35. Install the radiator upper hose.36. Replenish the engine coolant.37. Start the engine and let idle.

Important: In order to make the fuel supply pumpcharacteristic learn into the ECM, let the engine idleuntil warm-up. If the fuel systems DTC’s stored inmeantime, once clear DTC and warm-up the engineagain.

4JJ1-TC Engine-161

SERVICE SPECIAL TOOL (SST)SST Illustration SST Usage SST Name SST Parts Number

Valve Clearance AdjustNut Wrench 5-8840-2822-0

Compression Gage&

Gage Adapter

5-8840-2675-0&

5-8840-2815-0

Engine Hanger 5-8840-2823-0

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SST Illustration SST Usage SST Name SST Parts Number

Camshaft Gear Tool 5-8840-2591-0

Valve Spring Replacer&

Pivot Assembly

5-8840-2818-0&

5-8840-2819-0

Valve Stem Seal Installer 5-8840-2817-0

Injection Pipe Oil SealInstaller 5-8840-2820-0

Valve Guide Removerand Installer 5-8840-2816-0

Angle Gauge 5-8840-0266-0

4JJ1-TC Engine-163


Piston ring compressor 5-8840-9018-0

Pilot Bearing Remover&

Sliding Hammer

5-8840-2000-0&

5-8840-0019-0

Pilot Bearing Installer 5-8522-0024-0

Crankshaft Stopper 5-8840-0214-0

Oil Seal Installer 5-8840-2821-0

4JJ1-TC Engine-164


Oil Seal Installer 5-8840-2360-0

Oil Filter Wrench 5-8840-0203-0

Cap Tester&

Adapter

5-8840-0277-0&

5-8840-2603-0

Fuel Pump Retainer RingRemover 5-8840-2602-0

Connector Test AdapterKit 5-8840-0385-0

Digital Multimeter 5-8840-0285-0

4JJ1-TC Engine-165


Tech 2 Kit

Breaker Box

Adapter Harness

Issued by

ISUZU MOTORS LIMITEDSERVICE MARKETING DEPARTMENT

Tokyo, JapanCOPYRIGHT-ISUZU MOTORS LIMITED

SBT-TM-4JJ1ME-2-04 (Version 1)

September 2004

THE RIGHT IS RESERVED TO MAKE CHANGES AT ANY TIME WITHOUT NOTICE.

Documents

Motor 4jj1-Tc Nkr 85