Ecd System (For Dpf) Data List / Active Test

Ecd System (For Dpf) -- Data List / Active Test

1. Idling: 3 to 22%
   
2. Running without load (2500 rpm): 15 to 25%
   

1. Ignition switch ON: 0%
   
2. Cranking: 70.5%
   
3. Idling (warm up the engine): 11.3% (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 21.5%
   
5. Running without load (4000 rpm): 31.7%
   

1. Idling: 3 to 14 gm/s
   
2. Running without load (2000 rpm): 15 to 50 gm/s
   

HINT:

Depends on EGR rate

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. Ignition switch ON: 0.31 gm/s
   
2. Cranking: 8.15 gm/s
   
3. Idling (warm up the engine): 4.03 gm/s (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 31.89 gm/s
   
5. Running without load (4000 rpm): 91.20 gm/s
   

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. 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. Idling: 83 to 103 kPa (depends on barometric pressure and amount of EGR)
   
2. Engine running at 3000 rpm: 119 to 150 kPa
   

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. Ignition switch ON: 100 kPa
   
2. Cranking: 99 kPa
   
3. Idling (warm up the engine): 97 kPa (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 110 kPa
   
5. Running without load (4000 rpm): 124 kPa
   

1. When the ignition switch is ON or the vehicle is idling, the intake manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa).
   Above approximately 1500 rpm, the turbo becomes effective and the pressure becomes higher than atmospheric pressure.
   
2. Inspect while comparing with "Target Booster Pressure".
   
3. With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 seconds or more, a feeling of insufficient power will occur.
   

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. This is the intake air temperature at the intake manifold (after the intercooler).
   
2. During fail-safe operation, the value is set to 165°C (329°F). As the value is set to a high temperature, the turbo pressure may be suppressed and there may be a lack of power.
   

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. Ignition switch ON: 13.1 V
   
2. Cranking (with engine warmed up): 11.0 V
   
3. Idling (warm up the engine): 13.6 V
   
4. Running without load (2500 rpm): 13.8 V
   
5. Running without load (4000 rpm): 13.7 V
   

1. With the ignition switch 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 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 traveled after a DTC is stored.
   
2. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the intelligent tester.
   

1. Engine run time since the MIL illumination.
   
2. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the intelligent tester.
   

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. Ignition switch ON: 0% (accelerator pedal released)
   
2. Running without load (2500 rpm): 12.50%
   
3. Running without load (4000 rpm): 23.43%
   

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. MT: Manual transaxle
   
2. ECT 5th: Automatic transaxle
   

HINT:

*: "DC" refers to the DC motor system.

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 discharge valve
   
8. Air in the fuel pipes
   
9. Lack of fuel
   

1. Ignition switch ON: 0 kPa
   
2. Cranking: 38870 kPa
   
3. Idling (warm up the engine): 34680 kPa (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 68850 kPa
   
5. Running without load (4000 rpm): 81750 kPa
   

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 actual fuel pressure is 5000 kPa higher than the target fuel pressure, P1229 will be stored. When the actual fuel pressure is lower than the target fuel pressure, "P1608 Lack of Power" may be detected depending on the degree of deviation from the target pressure.
   
9. When the fuel pressure is higher than 220000 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 discharge valve
   
8. Air in the fuel pipes
   
9. Lack of fuel
   

1. Ignition switch ON: 0 kPa
   
2. Cranking: 38660 kPa
   
3. Idling (warm up the engine): 34130 kPa (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 67950 kPa
   
5. Running without load (4000 rpm): 79800 kPa
   

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

1. Ignition switch ON: 1048.1 mA
   
2. Cranking: 1067.1 mA
   
3. Idling (warm up the engine): 1048.6 mA (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 1071.0 mA
   
5. Running without load (4000 rpm): 1101.51 mA
   

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. Min.: -100 mA
   
2. Max.: 100 mA
   

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

1. Ignition switch ON: 42.0 mA
   
2. Cranking: 40.3 mA
   
3. Idling (warm up the engine): 42.0 mA (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 42.0 mA
   
5. Running without load (4000 rpm): 42.0 mA
   

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. Idling: 1
   
2. Not idling: 0
   

1. Piezo injector has big operation noise when idling. To reduce the noise level, this item lowers driving energy of when idling. This item displays the value for controlling driving energy
   
2. If the value is abnormal, DTC P1626 and P1627 will be stored.
   
3. If the injector is not Piezo injector, the value will be always "0".
   

1. Cranking: 30.72 mm³/st
   
2. Idling (warm up the engine and A/C off): 4.96 mm³/st
   
3. Running without load (2500 rpm): 9.00 mm³/st
   
4. Running without load (4000 rpm): 12.28 mm³/st
   

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. The status is only displayed while performing "Pilot Quantity Learning".
   
2. If "Pilot Quantity Learning" is incomplete, the MIL illuminates and DTC P062F is stored.
   

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

1. Ignition switch ON: -1.7 mm³/st
   
2. Cranking: 0 mm³/st
   
3. Idling (warm up the engine): -1.8 mm³/st (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 1.7 mm³/st
   
5. Running without load (4000 rpm): 7.8mm³/st
   

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 and the "Pump SCV Learning 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. Cranking: 297 μs
   
2. Idling (warm up the engine): 224 μs
   
3. Running without load (2500 rpm): 157 μs
   
4. Running without load (4000 rpm): 0 μs
   

1. Cranking: 298 μs
   
2. Idling (warm up the engine): 222 μs (2 minutes after starting the vehicle)
   
3. Running without load (2500 rpm): 153 μs
   
4. Running without load (4000 rpm): 161 μs
   

1. Cranking: 1004 μs
   
2. Idling (warm up the engine): 263 μs (2 minutes after starting the vehicle)
   
3. Running without load (2500 rpm): 252 μs
   
4. Running without load (4000 rpm): 308 μs
   

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 P062D 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. Ignition switch ON: -8.3°CA
   
2. Cranking: -6.0°CA
   
3. Idling (warm up the engine): -8.2°CA
   
4. Running without load (2500 rpm): -20.8°CA
   
5. Running without load (4000 rpm): -26.8°CA
   

1. Ignition switch ON: -3.8°CA
   
2. Cranking: -2.6°CA
   
3. Idling (warm up the engine): -3.8°CA
   
4. Running without load (2500 rpm): -8.8°CA
   
5. Running without load (4000 rpm): -15.3°CA
   

1. Ignition switch ON: 2.9°CA
   
2. Cranking: 0.8°CA
   
3. Idling (warm up the engine): 2.2°CA
   
4. Running without load (2500 rpm): 1.6°CA
   
5. Running without load (4000 rpm): 0.0°CA
   

1. Ignition switch ON: 22.7°CA
   
2. Cranking: 0°CA
   
3. Idling (warm up the engine): 22.7°CA
   
4. Running without load (2500 rpm): 22.7°CA
   
5. Running without load (4000 rpm): 22.7°CA
   

1. Ignition switch ON: 0%
   
2. Cranking: 0%
   
3. Idling (warm up the engine): 57.2%
   
4. Running without load (2500 rpm): 45.8%
   
5. Running without load (4000 rpm): 0%
   

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 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. OK: It is possible to perform the "Control the EGR Step Position" and "Activate the EGR Valve Close" Active Tests.
   
2. NG: It is not possible to perform the "Control the EGR Step Position" and "Activate the EGR Valve Close" Active Tests.
   

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 V and 1 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. ON: Vacuum switching valve (for EGR bypass valve) is ON
   
2. OFF: Vacuum switching valve (for EGR bypass valve) is OFF
   

1. Vacuum switching valve (for EGR bypass valve)
   
2. Vacuum switching valve (for EGR bypass valve) circuit
   

1. When EGR Cooler Bypass VSV is ON, the value for EGR Cooler Bypass Position is Cooler and, when EGR Cooler Bypass VSV is OFF, the value for EGR Cooler Bypass Position is Bypass.
   
2. The EGR cooler bypass VSV is controlled by the ECM and the vacuum switching valve (for EGR bypass valve) is opened and closed by the vacuum created by the vacuum pump.
   

1. Cooler: EGR Cooler Bypass VSV is "ON"
   
2. Bypass: EGR Cooler Bypass VSV is "OFF"
   

1. Vacuum switching valve (for EGR bypass valve)
   
2. Vacuum switching valve (for EGR bypass valve) circuit
   

1. When EGR Cooler Bypass VSV is ON, the value for EGR Cooler Bypass Position is Cooler and, when EGR Cooler Bypass VSV is OFF, the value for EGR Cooler Bypass Position is Bypass.
   
2. The EGR cooler bypass VSV is controlled by the ECM and the vacuum switching valve (for EGR bypass valve) is opened and closed by the vacuum created by the vacuum pump.
   

1. Ignition switch ON: 60 to 80%
   
2. Warmed-up and idling: 10 to 80%
   

1. Ignition switch ON: 69.8%
   
2. Cranking: 69.8%
   
3. Idling (warm up the engine): 19.2%
   
4. Running without load (2500 rpm): 35.2%
   
5. Running without load (4000 rpm): 69.0%
   

1. Stuck closed: Engine stall, difficult to start, rough idling, lack of power, black smoke, white smoke
   
2. Stuck open: Loud turbocharging sound, bad vibration when engine is stopped
   
3. When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city driving is possible.
   

1. Throttle position sensor output voltage is converted using 5 V = 100%.
   
2. When fully closed: 14%.
   
3. When fully open: 70%.
   
4. When the ignition switch is turned from off to ON, the throttle valve fully opens once.
   
5. When the ignition switch is turned from ON to off, the throttle valve fully closes once.
   

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

1. Ignition switch ON: -1%
   
2. Cranking: -1%
   
3. Idling (warm up the engine): 89%
   
4. Running without load (2500 rpm): 61%
   
5. Running without load (4000 rpm): -1%
   

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. Cranking: 60.7%
   
2. Idling (warm up the engine): 37.2%
   
3. Running without load (2500 rpm): 47.8%
   
4. Running without load (4000 rpm): 61.1%
   

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.
   

1. Inspect while comparing with "MAP".
   
2. With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 sec. or more, a feeling of a lack of power will occur.
   
3. When the vehicle is driven with the engine speed at 3000 rpm or more and the accelerator pedal fully depressed, "MAP" is approximately equal to "Target Booster Pressure".
   

1. 3: Nearly fully closed (boost pressure and pre-turbine pressure are incredibly high and there is a risk of engine damage).
   
2. 2: Roughly intermediate opening angle (not as bad as "3", but long-term usage is problematic).
   
3. 1: Nearly fully open (will not cause engine damage, but at a low engine speed, turbocharging pressure will not rise and a lack of power will be felt).
   

1. Ignition switch ON: 90%
   
2. Cranking: 77%
   
3. Idling (warm up the engine): 90%
   
4. Running without load (2500 rpm): 87%
   
5. Running without load (4000 rpm): 59%
   

1. "VN Turbo Command" is a command value.
   
2. 0%: Vanes fully open (contraction of actuation rods)
   
3. 90% or more: Vanes fully closed (extension of actuation rods)
   
4. When this value is large, the turbo works well.
   
5. There is no actual opening angle data to handle the VN turbo command value.
   

1. Ignition switch ON: 100%
   
2. Cranking: 72.5%
   
3. Idling (warm up the engine): 90.0%
   
4. Running without load (2500 rpm): 87.0%
   
5. Running without load (4000 rpm): 59.5%
   

1. The maximum vane opening amount is displayed in %.
   
2. The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.
   

1. The minimum vane opening amount is displayed in %.
   
2. The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.
   

1. AF Lambda B1S1 = air-fuel ratio / 14.5 (Stoichiometric A/F ratio)
   
2. Value less than 1 (0.000 to 0.999): Rich
   
3. Value more than 1 (1.001 to 255): Lean
   
4. Air-fuel ratio = intake air mass / (main fuel injection and exhaust fuel addition injection mass)
   

1. Air fuel ratio sensor
   
2. Air fuel ratio sensor circuit
   
3. Fuel injector assembly clogged
   

1. Idling (warm up the engine): 2.277
   
2. Running without load (3800 rpm): 3.436
   
3. Driving with the accelerator fully open at 4000 rpm: 1.872
   

1. Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear).
   
2. If the exhaust fuel addition injector is clogged, the AF Lambda B1S1 value changes according to engine combustion, but large changes due to the addition of fuel are not seen even when PM forced regeneration is performed with the intelligent tester.
   
3. Furthermore, if the main injectors become clogged, the AF Lambda B1S1 value will increase under all circumstances while the engine is running (the value increases regardless of whether the PM forced regeneration has been performed).
   

1. Air fuel ratio sensor
   
2. Air fuel ratio sensor circuit
   
3. Fuel injector assembly clogged
   

1. Idling (warm up the engine): 1.05 V
   
2. Running without load (3800 rpm): 1.61 V
   
3. Driving with the accelerator fully open at 4000 rpm: 0.86 V
   

1. Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear).
   
2. If the exhaust fuel addition injector is clogged, the AFS voltage B1S1 value changes according to engine combustion, but large changes due to the addition of fuel are not seen even when PM forced regeneration is performed with the intelligent tester.
   

1. Air fuel ratio sensor
   
2. Air fuel ratio sensor circuit
   
3. Fuel injector assembly clogged
   

1. Idling (warm up the engine): 1.45 mA
   
2. Running without load (3800 rpm): 2.21 mA
   
3. Driving with the accelerator fully open at 4000 rpm: 1.18 mA
   

1. Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear).
   
2. If the exhaust fuel addition injector is clogged, even if PM forced regeneration is performed with the intelligent tester, the AFS voltage B1S1 value will not change.
   

1. Idling after engine warmed-up: 100 to 400°C (212 to 752°F)
   
2. During PM forced regeneration: 100 to 600°C (212 to 1112°F)
   

1. Exhaust gas temperature sensor (B1S1)
   
2. DPF catalyst deteriorated
   

1. If an open occurs in an exhaust temperature sensor circuit, 0°C (32°F) is displayed on the intelligent tester.
   
2. If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the intelligent tester.
   

1. Idling after engine warmed-up: 100 to 400°C (212 to 752°F)
   
2. During PM forced regeneration: 500 to 700°C (932 to 1292°F)
   

1. No. 2 exhaust gas temperature sensor (B1S2)
   
2. DPF catalyst deteriorated
   

1. If an open occurs in an exhaust temperature sensor circuit, 0°C (32°F) is displayed on the intelligent tester.
   
2. If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the intelligent tester.
   

1. Idling after engine warmed-up: 100 to 400°C (212 to 752°F)
   
2. During PM forced regeneration: 500 to 700°C (932 to 1292°F)
   

1. No. 3 exhaust gas temperature sensor (B1S3)
   
2. DPF catalyst deteriorated
   

1. If an open occurs in an exhaust temperature sensor circuit, 0°C (32°F) is displayed on the intelligent tester.
   
2. If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the intelligent tester.
   

1. DPF catalyst
   
2. DPF differential pressure sensor
   
3. Vacuum transmitting pipe clogged
   
4. Differential pressure sensor vacuum hose clogged
   

1. When PM (Particulate Matter) builds up in the DPF catalyst, the "DPF Differential Pressure" value increases.
   
2. At 3000 rpm (no load), if Catalyst Differential Press is 0.45 or more, the DPF catalyst has become blocked.
   

1. If the difference in pressure increases, a decrease in engine power may be felt.
   
2. If an abnormal difference in pressure is detected, engine power is limited to protect the engine and catalyst.
   

1. Diagnosis is possible when the MAF reading is between 30 and 140 gm/s.
   
2. When the air intake volume is very low, such as when idling, due to excessive pressure fluctuation the correct values will not be displayed.
   
3. Catalyst Differential Press is the DPF Differential Pressure corrected in response to the MAF and other values.
   
4. If the filter in the DPF catalyst is clogged, the "Catalyst Differential Press" value increases.
   
5. When the difference in pressure exceeds approximately 0.45, DTC P244B is stored and "DPF PM Block" displays "Blocked".
   

1. This number indicates the correction value (0 point calibration) for compensation of variance in the differential pressure sensor.
   
2. If the value of DPF Differential Pressure does not approach 0 kPa when the ignition switch is ON (engine is stopped) and the Diff. Press. Sensor Corr. displays less than -1.5 kPa or more than 1.5 kPa, there may be a malfunction in the differential pressure sensor.
   
3. Note that the output of the differential pressure sensor fluctuates depending on the temperature.
   

1. Exhaust fuel addition injector clogged
   
2. DPF catalyst deteriorated
   

1. Usually Exhaust Fuel Addition FB is between 0.86 and 1.41.
   
2. Exhaust Fuel Addition FB is a correction value to increase the fuel volume injected from the exhaust fuel addition injector when the catalyst temperature does not rise to the target range during PM forced regeneration.
   
3. If the correction value is more than 1.45, a clog in the exhaust fuel addition injector assembly or fuel filter may be causing a reduction in injection volume or a problem with the engine (injectors, EGR, etc.) where the exhaust gas temperature decreases may be present. As a result, the catalyst temperature does not rise properly causing the catalyst to deteriorate.
   

1. Exhaust fuel addition injector clogged
   
2. DPF catalyst deteriorated
   

1. DPF catalyst
   
2. Exhaust fuel addition injector
   
3. No. 2 exhaust gas temperature sensor (B1S2)
   
4. No. 3 exhaust gas temperature sensor (B1S3)
   
5. Fuel injector assembly
   

1. DPF catalyst clogged
   
2. DPF differential pressure sensor
   
3. Vacuum transmitting pipe clogged
   
4. Differential pressure sensor vacuum hose clogged
   
5. Fuel injector assembly
   
6. Exhaust gas leak
   
7. MAF meter
   

1. If PM (Particulate Matter) builds up in the DPF catalyst, the pressure differential from front to rear of the DPF catalyst gradually increases.
   
2. For example, at 3000 rpm (no load), if Catalyst Differential Press is 0.45 or more, "Blocked" appears on the intelligent tester display. In this case, clogging of the DPF catalyst, an injector system malfunction, differential pressure sensor system malfunction, exhaust leaks and a MAF meter malfunction are possible causes of the malfunction.
   
3. Clogging of the DPF catalyst may be caused by the use of an oil that does not meet the specifications, such as using an engine oil that is not low-ash.
   
4. Clogging of the DPF catalyst may also be caused by a high rate of engine oil consumption.
   

1. Standby
   
1. Before entering the "Activate the DPF Rejuvenate (PM)".
   
2. Ready
   
1. Enabling condition for "Activate the DPF Rejuvenate (PM)" is not met.
   
3. Operate
   
1. PM forced regeneration is being performed.
   
2. If "Activate the DPF Rejuvenate (PM)" does not finish completely, the status turns to "Ready".
   
3. If "Activate the DPF Rejuvenate (PM)" finishes completely, the status turns to "Compl".
   
4. Compl
   
1. PM forced regeneration is completed.
   

1. When PM forced regeneration is necessary, 100% is displayed for PM Accumulation Ratio.
   
2. If the ratio exceeds 100%, PM forced regeneration will be performed automatically
   

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 indicating insufficient power or problems with the DPF system, diesel throttle or EGR valve 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.
   

1. By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined.
   
2. If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.
   

1. By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined.
   
2. If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.
   

1. This item indicates cylinders which had speeds lower than the other cylinders.
   
2. This item indicates cylinders which are likely to be the cause of rough idle.
   

1. Mass air flow meter sub-assembly (value is out of range)
   
2. Intake system blockage
   
3. Disconnected air hoses (intake system)
   
4. EGR system (EGR valve closing malfunction)
   
5. Nozzle vane (turbo) movement problems
   

1. When DTC P1608 is output, this item indicates whether the cause of lack of power is related to the intake air amount.
   
2. This item indicates whether the intake air amount measured by the mass air flow meter sub-assembly was insufficient, which would cause the fuel injection volume to be reduced for a certain period of time. If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.
   
3. This item is "ON" when the intake air amount is low due to blockage in the intake system, disconnection of hoses or an excessive amount of EGR, and also when the intake air amount is measured to be low due to deterioration of the mass air flow meter sub-assembly.
   

1. Nozzle vane (turbo) stuck
   
2. Disconnected air hoses (intake system)
   
3. Manifold absolute pressure sensor
   
4. Atmospheric pressure sensor (built into ECM)
   
5. Difference between atmospheric pressure and intake pressure
   

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

1. Suction control valve (movement problems)
   
2. Fuel leak
   
3. Fuel pressure sensor (built into common rail assembly)
   

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

1. Engine coolant temperature sensor
   
2. Engine coolant leak
   
3. Radiator clog
   

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

1. Mass air flow meter sub-assembly
   
2. Turbocharger sub-assembly
   
3. Pipes between turbocharger sub-assembly and intake manifold are disconnected or leaking
   
4. Pipes between mass air flow meter sub-assembly and turbocharger sub-assembly are disconnected or leaking
   

1. Even when the system is normal, the value may deviate from the range specified in Normal Condition for a short period of time (approximately 1 second).
   
2. This item indicates the ratio of the intake air amount to the estimated intake air amount. The estimated air amount is calculated using the intake manifold pressure and intake air temperature.
   
3. When DTC P1608 is stored, this item is useful in determining whether there is a problem in the turbocharger system or a disconnected or leaking pipe in the high pressure intake system when the boost pressure is insufficient.
   
4. When performing troubleshooting, this information is only valid when there is a high load (the diesel throttle is fully open) and the EGR system is off.