Ecd System (W/O Egr Cooler) Data List / Active Test

Ecd System (W/O Egr Cooler) -- Data List / Active Test

1. Idling: 10 to 40%
   
2. Running without load (2500 rpm): 10 to 40%
   

1. 6 to 15 gm/s: Idling after engine warmed up
   
2. 30 to 40 gm/s: Running without load (2000 rpm)
   

1. 8 to 16 gm/s: Idling after engine warmed up
   
2. 34 to 44 gm/s: Running without load (2000 rpm)
   

1. Mass air flow meter
   
2. Mass air flow meter circuit
   
3. Intake related clog or leak
   
4. Exhaust related clog
   
5. Turbocharger sub-assembly
   
6. Leak or clog in passages for turbocharger
   
7. Malfunction in which EGR valve does not close
   

1. Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc.
   
2. If the value is always approximately 0 gm/s:
   
1. Mass air flow meter power source circuit is open.
   
2. VG circuit is open or shorted.
   
3. If the value is always 167.5 gm/s or more:
   
1. EVG circuit is open.
   

1. 50 to 400 rpm: Cranking
   
2. 700 to 800 rpm: Idling with warm engine
   

1. Crankshaft position sensor
   
2. Crankshaft position sensor circuit
   

1. 95 to 105 kPa: Idling after engine warmed up
   
2. 100 to 120 kPa: Running without load (2000 rpm)
   
3. 110 to 140 kPa: Running without load (3000 rpm)
   

1. 95 to 105 kPa: Idling after engine warmed up
   
2. 105 to 130 kPa: Running without load (2000 rpm)
   
3. 140 to 160 kPa: Running without load (3000 rpm)
   

1. Manifold absolute pressure sensor
   
2. Intake related clog or leak
   
3. Exhaust related clog
   
4. Turbocharger sub-assembly
   
5. Leak or clog in passages for turbocharger
   
6. EGR valve stuck open
   
7. Exhaust leak
   
8. Throttle valve stuck closed
   

1. Speed sensor
   
2. Speed sensor circuit
   

1. Engine coolant temperature sensor
   
2. Thermostat
   

1. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.
   
2. After a long soak, the coolant temperature, intake air temperature and ambient temperature are approximately equal.
   

1. After a long soak, the engine coolant temperature, intake air temperature and ambient temperature are approximately equal.
   
2. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.
   

1. No electrical load at idling:
   20 to 60%
   

1. High electrical load at idling:
   100%
   

1. Battery deterioration
   
2. Alternator malfunction
   
3. Electric load, lights, etc.
   

1. This is outputs the alternator generation duty and is used to determine the electrical load.
   
2. Can be used to determine whether a higher-than-normal injection volume at idle, etc. is due to electrical loading or from some other source. For example, when the duty is not high but the idling injection volume is high, there is injector volume degradation or high engine friction.
   
3. Can be used for judging whether or not a malfunctioning component in the electrical system is generating continual generation requests (e.g., battery deterioration is causing an unending full recharge request, etc.). Regardless of whether or not an auxiliary device like the A/C or heater is active, if the alternator duty is always at the maximum value, there is an electrical system abnormality, like battery deterioration.
   

1. OFF malfunction (ignition switch [STA] is ON but the signal is OFF and the starter is operating): Wire harness is open or shorted to ground
   
2. ON malfunction (ignition switch [STA] is off but the signal is ON and the starter is not operating): Wire harness is shorted to +B
   
3. Operation malfunction: ignition switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted
   

1. Ignition switch is on but the starter does not operate: Starting is not possible
   
2. Ignition switch is off but the starter continues to operate: STA signal malfunction (P0617) is stored
   

1. ON: Starter is operating.
   
2. OFF: Starter is not operating.
   

1. ON: Operating
   
2. OFF: Not operating
   

1. A/C switch
   
2. A/C amplifier
   
3. A/C system malfunction, wire harness between A/C amplifier and ECU open or shorted
   

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

1. ON: Brake pedal depressed
   
2. OFF: Brake pedal released
   

1. OFF malfunction: Wire harness (stop light switch to ECM, stop light switch to +B) open or shorted to ground
   
2. ON malfunction: Wire harness (stop light switch to ECM) shorted to +B
   
3. Stop light switch
   

1. ON: Light is on (Brake pedal is depressed).
   
2. OFF: Light is off (Brake pedal is released).
   

1. ON: Normal
   
2. OFF: Engine cannot be started due to immobiliser communication malfunction
   

1. Use of a non-registered key
   
2. Key battery is fully depleted
   

1. With the ignition switch to ON, when the difference between the atmospheric pressure sensor and intake manifold absolute pressure is 10 kPa or more, there is a malfunction in one of the sensors.
   
2. With the ignition switch to ON, when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit.
   
3. Standard atmospheric pressure: 101 kPa.
   
4. For every 100 m increase in elevation, pressure drops by 1 kPa.
   This varies by weather (high atmospheric pressure, low atmospheric pressure).
   

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

1. Number of engine warmup since DTCs were cleared.
   
2. (Data List "Warmup Cycle Cleared DTC") - (Freeze frame data "Warmup Cycle Cleared DTC") = Warmup cycles since the abnormality occurred.
   

1. Accelerator pedal released:
   0%
   
2. Accelerator pedal fully depressed:
   100%
   

1. Accelerator pedal position sensor opening position
   
2. ETC requested opening position
   
3. Cruise requested opening position
   
4. VSC requested opening position
   

1. "Accel Position" is the accelerator opening amount (%) for engine control use.
   
2. When the accelerator pedal position sensor output itself (Accelerator Position 1, Accelerator Position 2) is in the normal voltage range, another actuator malfunction has caused the fail-safe function to restrict the accelerator.
   
3. Without cruise, ETC or VSC requests, and without accelerator restriction by the fail-safe function, this is adjusted in proportion to the amount the accelerator pedal is depressed by the driver.
   
4. Accelerator pedal released: 0%
   
5. Accelerator pedal fully depressed: 100%
   

1. Accelerator pedal released:
   10 to 22%
   
2. Accelerator pedal fully depressed:
   52 to 90%
   

1. Accelerator pedal released:
   24 to 40%
   
2. Accelerator pedal fully depressed:
   68 to 99%
   

1. Output only when the "Check the Cylinder Compression" Active Test is performed.
   
2. Indicates the speed of each cylinder when cranking.
   Example - Normal: Engine speeds of all cylinders are approximately equal.
   When No. 1 cylinder compression is low, "Engine Speed of Cyl #1" is approximately 300 rpm, and "Engine Speed of Cyl #2 to #4" is approximately 200 rpm.
   

1. Output only when the Active Test "Check the Cylinder Compression" is performed.
   
2. Indicates the average engine speed of all cylinders during cranking.
   

1. DC motor system.
   
2. Negative-pressure diaphragm system.
   
3. Step motor system.
   

1. Inspect the (actual) fuel pressure, comparing it with the common rail target value.
   
2. Considered normal when the actual fuel pressure is within +/-5000 kPa of the target fuel pressure under stable conditions when idling after warm up the engine.
   

1. Fuel supply pump assembly
   
2. High pressure pipes
   
3. Fuel pressure sensor
   
4. Injector assembly
   
5. Feed pump (fuel supply pump assembly)
   
6. Fuel filter element sub-assembly
   
7. Pressure limiter
   
8. Air in the fuel pipes
   
9. Lack of fuel
   

1. Fuel press is the actual common rail fuel pressure.
   
2. Inspect by comparing the fuel pressure with the target fuel pressure.
   
3. When in a stable condition such as when idling after warm up the engine, the fuel pressure is within +/-5000 kPa of the target fuel pressure.
   
4. The ECM uses fuel pressure for feedback control of the target fuel pressure via the supply pump.
   The injection amount is determined based on the injection timing and fuel pressure.
   Also, the spray pattern is selected based on the fuel pressure.
   
5. For startup, at least 25000 kPa of fuel pressure is needed (take care as there is a response lag when the pressure rises).
   
6. When the fuel pressure is below 25000 kPa, it may cause rough idling.
   
7. When the fuel pressure has decreased by 20000 kPa from the target fuel pressure, there may be a lack of power.
   
8. If the actual fuel pressure is 5000 kPa higher than the target fuel pressure, P1229 will be stored. When it is lower than the target fuel pressure, a lack of power will occur, but a DTC will not be stored.
   
9. When the fuel pressure is higher than 200000 kPa, DTC P0088 will be stored.
   

1. Fuel supply pump assembly
   
2. High pressure pipes
   
3. Fuel pressure sensor
   
4. Injector assembly
   
5. Feed pump (fuel supply pump assembly)
   
6. Fuel filter element sub-assembly
   
7. Pressure limiter
   
8. Air in the fuel pipes
   
9. Lack of fuel
   

1. Suction control valve malfunction
   
2. Clogged fuel filter element sub-assembly
   

1. ECU-calculated value for the suction control valve actuation target current.
   
2. Value is large when a high fuel pressure is desired.
   
3. Normally, the value is between 800 and 2500 mA.
   
4. If the value is stuck at 3000 mA or higher, it indicates that the operation is poor (poor movement due to deposits, etc.).
   
5. When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure.
   

1. When the actual engine speed does not match the target idling speed, this corrects the injection volume.
   If this item displays 10 mm³/st or more or -10 mm³/st or less even with the engine completely warmed up and the air conditioning and other electrical loads off, the internal parts of the engine may be damaged, or the fuel injection system or other auxiliary components may be malfunctioning.
   
2. Only calculated and reflected at idle.
   

1. Injection amount for each combustion.
   
2. If injector assemblies are clogged fuel quality is poor, the fuel filter element sub-assembly is clogged, or engine friction increases, "Injection Volume" will increase.
   
3. If there is a malfunction due to low turbocharger pressure or a low intake air volume, the injection volume is limited and there is a lack of power.
   

1. Suction control valve malfunction
   
2. Clogged fuel filter element sub-assembly
   

1. When the (actual) fuel pressure is equal to the target fuel pressure, this value becomes 0.
   
2. This indicator can be used for diagnosing supply pump related malfunctions.
   
3. When this value (absolute value) is large, it indicates that the difference between the actual and target fuel pressure is also large.
   A positive value indicates that the pressure feed is being increased due to insufficient pressure. A negative value indicates that pressure is being reduced due to excessive rail pressure.
   When the suction control valve does not close properly, it causes rail overpressure, and this value slip to the negative volume side.
   

1. Injector clogging
   
2. Injector deterioration
   
3. Decrease in cylinder compression
   
4. Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)
   

1. When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder.
   Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased.
   
2. "Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.
   
3. Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem.
   

   HINT:

   1. The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 4 cylinders is approximately 0 mm³/st.
      
   2. If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.
      

1. When the fuel pressure becomes 15000 kPa or less, "Main Injection Period" is set to 0.
   
2. When the engine will not start, confirm that injection is performed.
   
3. When P0093, P0627 or P0200 is stored, there is an engine stall request. At that time, "Main Injection Period" equals 0.
   

   HINT:

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

1. When value is out of range and approaching 0%: mass air flow meter degradation, intake or exhaust system blockage
   
2. When value is out of range and approaching 100%: EGR pipe blockage
   

1. Fully open: 100%.
   
2. Fully closed: 0%.
   
3. Used for comparison to "Actual EGR Valve Pos.".
   

1. EGR valve stuck open: Poor starts (engine does not stop), black smoke, white smoke, lack of power
   
2. EGR valve stuck closed: Increased turbo booster noise
   

1. Fully open: 100%.
   
2. Fully closed: 0%.
   
3. Inspect while comparing to "Target EGR Valve Position".
   
4. Check the valve movement via the Active Test.
   
5. Sometimes malfunctions only occur around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred.
   

1. EGR lift sensor output is calculated from the EGR position sensor output voltage. Value is 0 to 5 V converted to 0 to 100%.
   
2. Fully open: 76.9 to 77.3%.
   
3. Fully closed: 33.5 to 35.5%.
   

1. OK: It is possible to perform the "Control the EGR Step Position" Active Test.
   
2. NG: It is not possible to perform the "Control the EGR Step Position" Active Test.
   

1. This value is the EGR position sensor output voltage.
   
2. When the value is at the upper or lower limit of the normal range, it is possible that a foreign object is lodged in the EGR valve seat area.
   
3. As the lower and upper limits are 0.15 V and 1.45 V respectively, if the value becomes stuck at either of these values, there is a malfunction in the lift sensor or the valve position may be misaligned (foreign matter is present, etc.).
   

1. "OK" means the fully closed position learning has completed normally.
   
2. When NG, the learned fully closed position may be outside of the normal range.
   When NG, there may be foreign matter stuck in the valve.
   

HINT:

After disconnecting and reconnecting the battery cable, if the ignition switch has not been turned off once, learning may not be completed.

1. Throttle valve fully opened: 0%
   
2. Throttle valve fully closed: 100%
   

1. Stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle
   
2. Stuck open: Loud turbocharging sound, bad vibration when engine is stopped
   
3. When ECM detects a malfunction of the diesel throttle (MIL on), engine power is restricted so that the vehicle can drive with a maximum speed of 80 to 100 km/h.
   

1. Fully closed: 100%.
   
2. Fully open: 0%.
   

   HINT:

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

1. When the ignition switch is turned from on to off and 5 seconds elapse, learning of "Throttle Close Learning Val." will be complete.
   
2. When "Throttle Close Learning Val." is outside of the normal range, a foreign object may lodged in the throttle valve.
   
3. If the value is stuck at the upper limit of 21.25 deg, there is a chance that a malfunction is present.
   However, as the initial value for the learned value is 21.25 deg, it is necessary to check the value after learning is completed.
   

1. If the system is functioning properly, learning will be performed when the ignition switch is turned from on to off.
   
2. NG indicates that a foreign object may be lodged in the throttle valve or actuator components, or a disconnection/short exists in the signal wires.
   

HINT:

1. Run Dist of Previous Trip in the freeze frame data present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip.
   
2. If DTCs for the diesel throttle, EGR valve, etc. are stored, confirm this item in the freeze frame data of the stored DTCs to determine the distance driven when the DTCs were stored. The distance driven can be used as a reference when troubleshooting.