Land Cruiser URJ200 URJ202 GRJ200 VDJ200 - 1VD-FTV ENGINE CONTROL
ECD SYSTEM (w/ DPF) - DATA LIST / ACTIVE TEST
| DATA LIST |
- HINT:
- Using the GTS to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time.
- NOTICE:
- In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.
Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Start the engine.
Turn the GTS on.
Enter the following menus: Engine and ECT / Data List.
- HINT:
To display the list box, press the pull down menu button next to "Primary". Then select a measurement group.
When you select a measurement group, the ECU data belonging to that group is displayed.
Measurement Group List / Description
All Data / All data
Primary / -
Diesel General / General diesel data
Common Rail / Diesel common rail system related data
Common Rail (All) / Diesel common rail system related data (All data)
Diesel EGR / Diesel EGR system related data
Diesel Throttle / Diesel throttle system related data
VN Turbo / VN turbo related data
Diesel Exhaust / After treatment control system related data
Diesel Starting / "Difficult to start" related data
Diesel Rough / "Rough idle" related data
Diesel Lack of Power / "Lack of power" related data
Diesel Knocking / "Knocking" related data
Diesel Black Smoke / "Black smoke" related data
Compression / Data used during "Check the Cylinder Compression" Active Test
A/T / Automatic transaxle system related data
Vehicle Information / Vehicle information
Check the values by referring to the table below.
- NOTICE:
Normal Condition: If no idling conditions are specified, the shift lever should be in the neutral position, the A/C switch and all accessory switches should be off, and PM forced regeneration should not be being performed.
"Result of real-vehicle check" is the assessment of one vehicle. Use it only for reference.
| Engine Control |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Calculate Load | Load calculated by ECM/ Min.: 0%, Max.: 100% | Idling: 6.5 to 21.6% Running without load (2500 rpm): 16.5 to 21.0% | Calculated by ECM | Malfunction in which turbo pressure or Mass Air Flow decreases |
| Results of real-vehicle check: Engine switch on (IG): 0% Idling (warm up the engine): 12.1% (2 minutes after starting the vehicle) Running without load (2500 rpm): 15.2% Running without load (4000 rpm): 25.8% | ||||
| Diagnostic Note: Calculated load = (Final injection volume / max. injection volume at current engine speed) x 100. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| MAF | Airflow rate from mass air flow meter/ Min.: 0 gm/sec, Max.: 400 gm/sec | Idling: 6.6 to 30 gm/sec Running without load (2000 rpm): 39.4 to 120 gm/sec
| Sensor output (mass air flow meter) | Mass air flow meter Mass air flow meter circuit Intake related clog or leak Exhaust related clog Turbocharger sub-assembly Leak or clog in passages for turbocharger Malfunction in which EGR valve does not close |
| Results of real-vehicle check: Engine switch on (IG): 0.01 gm/sec Idling (warm up the engine): 7.43 gm/sec (2 minutes after starting the vehicle) Running without load (2500 rpm): 67.34 gm/sec Running without load (4000 rpm): 197.62 gm/sec | ||||
| Symptoms when out of range: Rough idling | ||||
| Diagnostic Note: Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc. If the value is always approximately 0 gm/sec: Mass air flow meter power source circuit is open. VG circuit is open or shorted. EVG circuit is open. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Engine Speed | Engine speed/ Min.: 0 rpm, Max.: 6000 rpm | 550 to 650 rpm: Idling with warm engine and PM forced regeneration not being performed
| Sensor output (crankshaft position sensor) | Crankshaft position sensor Crankshaft position sensor circuit |
| Diagnostic Note: When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Target Idle Engine Speed | Target Idling Engine Speed/ Min.: 0 rpm, Max.: 10000 rpm | - | Target idling speed (ECM calculated value) | - |
| Diagnostic Note: Target engine speed for idling speed control. The ECM calculates the target engine idling speed while considering the air conditioner load, electric load, shift position changes, idle-up control for cold engine start, etc. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| MAP | Absolute pressure inside intake manifold/ Min.: 0 kPa, Max.: 320 kPa | Idling: 90 to 102 kPa (under normal atmospheric pressure)
Engine running at 3000 rpm: 100 to 150 kPa | Sensor output (manifold absolute pressure sensor) | Manifold absolute pressure sensor Intake related clog or leak Exhaust related clog Turbocharger sub-assembly Leak or clog in passages for turbocharger EGR valve stuck open Exhaust leak Throttle valve stuck closed |
| Results of real-vehicle check: Engine switch on (IG): 101 kPa Idling (warm up the engine): 99 kPa (2 minutes after starting the vehicle) Running without load (2500 rpm): 114 kPa Running without load (4000 rpm): 156 kPa | ||||
| Symptoms when out of range: Lack of power | ||||
| Diagnostic Note: When the engine switch is on (IG) or the vehicle is idling, the intake manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa). Above approximately 1500 rpm, the turbo becomes effective and the pressure becomes higher than atmospheric pressure. Inspect while comparing with "Target Booster Pressure". With the accelerator fully open, if the 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Vehicle Speed | Vehicle speed/ Min.: 0 km/h, Max.: 255 km/h | Actual vehicle speed | Sensor output (speed sensor) | Speed sensor Speed sensor circuit |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Coolant Temp | Engine coolant temperature/ Min.: -40°C, Max.: 140°C | After warming up engine: 70 to 90°C (158 to 194°F) | Sensor output (engine coolant temperature sensor) | Engine coolant temperature sensor Thermostat |
| Symptoms when out of range: Difficulty starting when engine is cold, rough idle, black smoke, lack of power | ||||
| Diagnostic Note: If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted. After a long soak, the coolant temperature, intake air temperature and ambient temperature are approximately equal. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Intake Air | Intake air temperature/ Min.: -40°C, Max.: 140°C | Equivalent to temperature at location of mass air flow meter | Sensor output (intake air temperature sensor (built into mass air flow meter)) | Intake air temperature sensor |
| Diagnostic Note: After a long soak, the engine coolant temperature, intake air temperature and ambient temperature are approximately equal. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Initial Engine Coolant Temp | Initial engine coolant temperature/ Min.: -40°C, Max.: 120°C | Engine coolant temperature when engine started | Sensor output when engine started | - |
| Diagnostic Note: For freeze frame data, this tells whether the malfunction happened at a cold start or with a warm engine. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Initial Intake Air Temp | Initial intake air temperature/ Min.: -40°C, Max.: 120°C | Intake air temperature when engine started | Sensor output when engine started | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Intake Air Temp (Turbo) | Intake air temperature after intercooler/ Min.: -40°C, Max.: 190°C | 70°C (158°F) or less | Sensor output (intake air temperature sensor after intercooler) | Decreased cooling efficiency of intercooler (contamination, clogging) |
| Diagnostic Note: This is the intake air temperature at the intake manifold (after the intercooler). 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Alternate Duty Ratio | Alternator generation duty ratio/ Min.: 0%, Max.: 100% | No electrical load at idling: 20 to 60% High electrical load at idling: 100% | Duty value from ALT terminal | Battery deterioration Alternator malfunction Electric load, lights, etc. |
| Results of real-vehicle check: Idling (no electrical load) (warm up the engine): 40% (2 minutes after starting the vehicle) | ||||
| Diagnostic Note: This outputs the alternator generation duty and is used to determine the electrical load. 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. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Viscous Heater Stop Request | Viscous heater stop request/ ON or OFF | ON: Viscous heater stop requested | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| A/C Signal | A/C (Air Conditioner) signal/ ON or OFF | ON: A/C on | A/C operation signal output from A/C amplifier ON: Operating OFF: Not operating | A/C switch A/C amplifier A/C system malfunction, wire harness between A/C amplifier and ECU open or shorted |
| Symptoms when out of range: OFF malfunction (OFF even when A/C switch is turned on): Engine speed decreases temporarily when the A/C is operating. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Stop Light Switch | Stop light switch/ ON or OFF | ON: Brake pedal depressed OFF: Brake pedal released | Switch output (stop light switch) | OFF malfunction: Wire harness (stop light switch to ECM, stop light switch to +B) open or shorted to ground ON malfunction: Wire harness (stop light switch to ECM) shorted to +B Stop light switch |
| Symptoms when out of range: Stop light switch malfunction DTC P0504 is stored | ||||
| Diagnostic Note: Stop light switch (STP) operation condition: ON: Light is on (Brake pedal is depressed) OFF: Light is off (Brake pedal is released) | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Battery Voltage | Battery voltage/ Min.: 0 V, Max.: 15 V | 11 to 14 V | - | - |
| Results of real-vehicle check: Engine switch on (IG): 12.558 V Idling (warm up the engine): 13.554 V Running without load (2500 rpm): 13.769 V Running without load (4000 rpm): 13.574 V | ||||
| Symptoms when out of range: If 5 V or less, starting becomes difficult | ||||
| Diagnostic Note: If 11 V or less, characteristics of some electrical components change. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Atmosphere Pressure | Atmospheric pressure value/ Min.: 50 kPa, Max.: 120 kPa | Actual atmospheric pressure | Sensor output (atmospheric pressure sensor (built into ECM)) | Atmospheric pressure sensor itself has failed (atmospheric pressure sensor is inside the ECM) |
| Diagnostic Note: With the engine switch on (IG), 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. With the engine switch on (IG), when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit. Standard atmospheric pressure: 101 kPa. For every 100 m increase in elevation, pressure drops by 1 kPa. This varies by weather (high atmospheric pressure, low atmospheric pressure). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| ACT VSV | A/C cut status/ ON or OFF | - | - | - |
| Diagnostic Note: "Control the A/C Cut Signal" Active Test support data. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| TC and TE1 | TC and TE1 connection status/ ON or OFF | - | - | - |
| Diagnostic Note: When the "Connect the TC and TE1" Active Test is performed, the system behaves as if TC and CG were connected. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| # Codes (Include History) | Number of codes/ Min.: 0, Max.: 255 | - | - | - |
| Diagnostic Note: Number of DTCs appearing at least once during the last 40 times the vehicle was warmed up. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Check Mode | Check mode status/ ON or OFF | ON: Check mode on | - | - |
| Diagnostic Note: Check Mode: The mode in which certain DTCs can be detected more easily and with higher sensitivity. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| MIL | MIL status/ ON or OFF | OFF: MIL off | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| MIL ON Run Distance | Distance traveled with MIL on/ Min.: 0 km, Max.: 65535 km | Distance traveled after DTC stored | Result of ECU calculations (using the vehicle speed) | - |
| Diagnostic Note: Distance traveled after a DTC is stored. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Running Time from MIL ON | Running time after MIL turns on/ Min.: 0 min., Max.: 65535 min. | Running time after MIL turns on | - | - |
| Diagnostic Note: Engine run time since the MIL illumination. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Engine Run Time | Engine run time/ Min.: 0 sec., Max.: 65535 sec. | Time after the engine switch turned on (IG) | Result of ECU calculations (using the engine speed) | - |
| Diagnostic Note: Time passed since the engine switch was turned on (IG). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Time after DTC Cleared | Time after DTC cleared/ Min.: 0 min., Max.: 65535 min. | Time after DTCs cleared | - | - |
| Diagnostic Note: Time elapsed since the DTCs were cleared (or shipment from the factory). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Distance from DTC Cleared | Distance driven after DTC cleared/ Min.: 0 km, Max.: 65535 km | Distance driven after DTCs cleared | - | - |
| Diagnostic Note: Distance driven since the DTCs were cleared. (Data List "Distance from DTC clear") - (Freeze frame data "Distance from DTC cleared") = Distance driven since the abnormality occurred. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Warmup Cycle Cleared DTC | Warmup cycles after DTC cleared/ Min.: 0, Max.: 255 | - | - | - |
| Diagnostic Note: Number of engine warmup since DTCs were cleared. (Data List "Warmup Cycle Cleared DTC") - (Freeze frame data "Warmup Cycle Cleared DTC") = Warmup cycles since the abnormality occurred. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| OBD Requirements | Identifying OBD requirement | - | - | - |
| Diagnostic Note: Euro-OBD | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Number of Emission DTC | Number of emissions-related DTCs | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Power Steering Signal | Power steering switch status: ON or OFF | ON: Power steering operation | Switch output (power steering switch) | OFF malfunction: Wire harness (power steering switch to ECM) is open or shorted to ground ON malfunction: Wire harness (power steering switch to ECM) is shorted to +B Power steering switch malfunction |
| Symptoms when out of range: OFF malfunction (OFF during power steering operation): Engine speed decreases temporarily when power steering is operating | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| ACC Relay | ACC relay status ON or OFF | ON: ACC relay ON | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Transfer L4 | L4 status of the transfer/ ON or OFF | ON: 4WD control switch in 4L position | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Idle Up Signal | Status of the idle up signal/ ON or OFF | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| TC Terminal | TC terminal status/ ON or OFF | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Dist Batt Cable Disconnect | Distance driven after battery cable disconnected/ Min.: 0 km, Max.: 65535 km | Total distance vehicle driven after battery cable disconnected | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| IG OFF Elapsed Time | Time after engine switch turned off/ Min.: 0 min, Max.: 655350 min | Cumulative time after engine switch turned off | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Minimum Engine Speed | Minimum engine speed/ Min.: 0 rpm, Max.: 51199 rpm | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| ACM Inhibit | VSV for engine mount status: ON or OFF | - | - | - |
| Diagnostic Note: VSV for engine mount status: Engine switch is on (IG): OFF. Idling: ON. Active Test "Control the ACM Inhibit" support data. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Accel Position | Accelerator position status/ Min.: 0%, Max.: 100% | Accelerator pedal released: 0% Accelerator pedal fully depressed: 100% | Accelerator pedal position sensor opening position ECT requested opening position Cruise requested opening position VSC requested opening position | - |
| Results of real-vehicle check: Engine switch on (IG): 0.00% (accelerator pedal released) Running without load (2500 rpm): 23.52% Running without load (4000 rpm): 40.78% | ||||
| Diagnostic Note: "Accel Position" is the accelerator opening amount (%) for engine control use. 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. Without cruise, ECT 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. Accelerator pedal released: 0% Accelerator pedal fully depressed: 100% | ||||
- HINT:
- Accel Sens. No.1 Volt % and Accel Sens. No.2 Volt % express the value obtained by dividing the output voltage from the accelerator pedal position sensor by 5. This is used only for diagnosing malfunctions in the accelerator pedal position sensor. Under normal conditions, it is sufficient to only check the final accelerator opening angle value "Accel Position".
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Accel Sens. No.1 Volt % | Accelerator position No. 1/ Min.: 0%, Max.: 100% | Accelerator pedal released: 10 to 22% Accelerator pedal fully depressed: 52 to 90% | Sensor output (Accelerator pedal position sensor) | - |
| Diagnostic Note: Read value with engine switch on (IG) (do not start engine). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Accel Sens. No.2 Volt % | Accelerator position No. 2/ Min.: 0%, Max.: 100% | Accelerator pedal released: 24 to 40% Accelerator pedal fully depressed: 68 to 99% | Sensor output (Accelerator pedal position sensor) | - |
| Diagnostic Note: Read value with engine switch on (IG) (do not start engine). | ||||
| Compression |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Engine Speed of Cyl #1 Engine Speed of Cyl #2 Engine Speed of Cyl #3 Engine Speed of Cyl #4 Engine Speed of Cyl #5 Engine Speed of Cyl #6 Engine Speed of Cyl #7 Engine Speed of Cyl #8 | Engine speed for No. 1 to No. 8 cylinder/ Min.: 0 rpm, Max.: 51199 rpm | Engine speeds of all cylinders almost same | - | Compression goes down |
| Symptoms when out of range: When the engine speeds of all cylinders are not equal, idling will be rough. | ||||
| Diagnostic Note: Output only when the "Check the Cylinder Compression" Active Test is performed. 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 #8" is approximately 200 rpm. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Av Engine Speed of All Cyl | Engine speed for all cylinders/ Min.: 0 rpm, Max.: 51199 rpm | - | - | - |
| Diagnostic Note: Output only when the Active Test "Check the Cylinder Compression" is performed. Indicates the average engine speed of all cylinders during cranking. | ||||
| Vehicle Information |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Model Code | Model code | - | - | - |
| Diagnostic Note: Identifying model code: VDJ200 | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Engine Type | Engine type | - | - | - |
| Diagnostic Note: Identifying engine type: 1VDFTV | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Cylinder Number | Cylinder number/ Min.: 0, Max.: 255 | - | - | - |
| Diagnostic Note: Identifying cylinder number: 8 | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Transmission Type | Transaxle type/ MT or ECT 6th | - | - | - |
| Diagnostic Note: Identifying transaxle type: MT: Manual transmission ECT 6th: Automatic transmission | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Destination | Destination | - | - | - |
| Diagnostic Note: Identifying destination: W | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Model Year | Model year/ Min.: 1900, Max.: 2155 | - | - | - |
| Diagnostic Note: Identifying model year: 20## | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| System Identification | System identification | - | - | - |
| Diagnostic Note: Used for identifying the engine system: Diesel (diesel engine) | ||||
| Diesel Injection |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Injection Volume | Injection volume/ Min.: 0 mm3/st, Max.: 1279.98 mm3/st | Idling: 3 to 10 mm3/st | Calculated value | - |
| Results of real-vehicle check: Idling (warm up the engine and A/C off): 6.09 mm3/st Running without load (2500 rpm): 7.34 mm3/st Running without load (4000 rpm): 11.85 mm3/st | ||||
| Diagnostic Note: Injection amount for each combustion. 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. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Inj. FB Vol. for Idle | Idle stability status integral control volume/ Min.: -80 mm3/st, Max.: 79 mm3/st | -10 to 10 mm3/st | - | - |
| Results of real-vehicle check: Idling (warm up the engine): -0.75 mm3/st | ||||
| Symptoms when out of range: Engine friction problem, compression problem or injector breakdown | ||||
| Diagnostic Note: 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. Only calculated and reflected at idle. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Inj Vol Feedback Learning | Injection volume feedback learning value/ Min.: -10 mm3/st, Max.: 9.92 mm3/st | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Idle Signal Output Value Idle Signal Output Value #2 | Idle Signal Output Value/ ON or OFF | ON: Idling OFF: Not idling | - | - |
| Diagnostic Note: Piezo injector creates a large amount of operation noise when idling. To reduce the noise level, this item lowers driving energy when idling. This item displays the value for controlling driving energy. If the display does not match the vehicle condition, DTC P1626, P1627, P1629 and P162A will be stored. If the injector assembly is not a Piezo injector, the value will be always "OFF". | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Injection Feedback Val #1 Injection Feedback Val #2 Injection Feedback Val #3 Injection Feedback Val #4 Injection Feedback Val #5 Injection Feedback Val #6 Injection Feedback Val #7 Injection Feedback Val #8 | Injection volume correction for each cylinder/ Min.: -10 mm3/st, Max.: 10 mm3/st | Idling: -3.0 to 3.0 mm3/st | Learned value | Injector clogging Injector deterioration Decrease in cylinder compression Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle) |
| Symptoms when out of range: Rough idling, black smoke, white smoke, poor driveability, lack of power, abnormal combustion noise, difficult to start | ||||
| Diagnostic Note: When idling after 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. "Injection Feedback Val" more than 3.0 mm3/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion. 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.
The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 8 cylinders is approximately 0 mm3/st. If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm3/st. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pilot 1 Injection Period | Pilot 1 injection period/ Min.: 0 μs, Max.: 65535 μs | Idling: 135 to 279 μs | Calculated value | - |
| Results of real-vehicle check: Idling (warm up the engine): 210 μs Running without load (2500 rpm): 0 μs Running without load (4000 rpm): 0 μs | ||||
| Symptoms when out of range: Combustion noise, poor driveability, white smoke | ||||
| Diagnostic Note: Check to see if "Pilot 1 Injection Period" is not zero when symptoms occur. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pilot 2 Injection Period | Pilot 2 injection period/ Min.: 0 μs, Max.: 65535 μs | Idling: 113 to 312 μs | Calculated value | - |
| Results of real-vehicle check: Idling (warm up the engine): 210 μs (2 minutes after starting the vehicle) Running without load (2500 rpm): 130 μs Running without load (4000 rpm): 131 μs | ||||
| Symptoms when out of range: Combustion noise, poor driveability, white smoke | ||||
| Diagnostic Note: Check to see if "Pilot 2 Injection Period" is not zero when symptoms occur. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Main Injection Period | Main injection period/ Min.: 0 μs, Max.: 65535 μs | Idling: 157 to 542 μs | Calculated value | - |
| Results of real-vehicle check: Idling (warm up the engine): 278 μs (2 minutes after starting the vehicle) Running without load (2500 rpm): 227 μs Running without load (4000 rpm): 251 μs | ||||
| Diagnostic Note: When the fuel pressure becomes 15000 kPa or less, "Main Injection Period" is set to 0. When the engine will not start, confirm that injection is performed. When P0093, P0627, P062D or P062E is stored, there is an engine stall request. At that time, "Main Injection Period" equals 0.
| ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| After Injection Period | After injection period/ Min.: 0 μs, Max.: 65535 μs | - | Calculated value | - |
| Diagnostic Note: Check to see if "After Injection Period" is not zero when the following symptoms occur: Black smoke, poor driveability. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pilot 1 Injection Timing | Pilot 1 injection timing/ Min.: -70°CA, Max.: 20°CA | Idling after engine warmed up and vehicle under normal atmospheric pressure: (BTDC) 10.8 to (BTDC) 5.8°CA | Calculated value | - |
| Results of real-vehicle check: Engine switch on (IG): 9.8°CA Idling (warm up the engine): 9.7°CA Running without load (2500 rpm): 20.8°CA Running without load (4000 rpm): 29.4°CA | ||||
Diagnostic Note:
Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pilot 2 Injection Timing | Pilot 2 injection timing/ Min.: -50°CA, Max.: 20°CA | Idling after engine warmed up and vehicle under normal atmospheric pressure: (BTDC) 6 to (BTDC) 1°CA | Calculated value | - |
| Results of real-vehicle check: Engine switch on (IG): 5.0°CA Idling (warm up the engine): 4.8°CA Running without load (2500 rpm): 8.5°CA Running without load (4000 rpm): 13.8°CA | ||||
Diagnostic Note:
Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Main Injection Timing | Main injection timing/ Min.: -90°CA, Max.: 90°CA | Idling after engine warmed up and vehicle under normal atmospheric pressure: (BTDC) 2 to -(ATDC) 3°CA | Calculated value | - |
| Results of real-vehicle check: Engine switch on (IG): 0.0°CA Idling (warm up the engine): 0.8°CA Running without load (2500 rpm): -0.5°CA Running without load (4000 rpm): -1.2°CA | ||||
| Diagnostic Note: Use "Main Injection Timing" to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke.
Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| After Injection Timing | After injection timing/ Min.: -10°CA, Max.: 50°CA | - | Calculated Value | - |
| Results of real-vehicle check: Engine switch on (IG): -12.3°CA Idling (warm up the engine): -12.3°CA Running without load (2500 rpm): -20.3°CA Running without load (4000 rpm): -31.4°CA | ||||
Diagnostic Note:
Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pilot Quantity Learning | Status of the pilot quantity learning/ Standby, Wait, Learn, Stop, Comple | - | Calculated value | - |
| Diagnostic Note: The status is only displayed while performing "Pilot Quantity Learning". If "Pilot Quantity Learning" is incomplete, the MIL illuminates and DTC P062F is stored. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Injector Pilot Quantity Learning | Status of the injector pilot quantity learning/ Ready or NG | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Actuator Pilot Quantity Learning | Status of the actuator pilot quantity learning/ Ready or NG | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Temperature Pilot Quantity Learning | Status of the temperature pilot quantity learning/ Ready or NG | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Catalyst Pilot Quantity Learning | Status of the catalyst pilot quantity learning/ Ready or NG | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Injection Pressure Correction | Injection pressure feedback compensation volume/ Min.: -500 mm3/st, Max.: 780 mm3/st | -20 to 20 mm3/st at standard temperature | Calculated value | Suction control valve malfunction Clogged fuel filter element sub-assembly |
| Results of real-vehicle check: Engine switch on (IG): 6.25 mm3/st Idling (warm up the engine): 9.23 mm3/st (2 minutes after starting the vehicle) Running without load (2500 rpm): -6.3 mm3/st Running without load (4000 rpm): 1.44 mm3/st | ||||
| Diagnostic Note: When the (actual) fuel pressure is equal to the target fuel pressure, this value becomes 0. This indicator can be used for diagnosing supply pump related malfunctions. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Injection EDU Relay Request Injection EDU Relay Request #2 | Status of the EDU relay request/ ON or OFF | ON: EDU relay ON | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Target Common Rail Pressure | Target common rail pressure/ Min.: 0 kPa, Max.: 250000 kPa | 25000 to 200000 kPa when engine running | Target common rail pressure (ECU calculated value) | - |
| Diagnostic Note: Inspect the (actual) fuel pressure, comparing it with the common rail target value. Considered normal when the actual fuel pressure is within +/-5000 kPa of the target fuel pressure under stable conditions when idling after warming up the engine. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Common Rail Pressure | Actual common rail pressure/ Min.: 0 kPa, Max.: 250000 kPa | Idling: 27000 to 49000 kPa | Sensor output (fuel pressure sensor) | Fuel supply pump assembly High pressure pipes Fuel pressure sensor Injector assembly Feed pump (fuel supply pump assembly) Fuel filter element sub-assembly Pressure discharge valve Air in the fuel pipes Lack of fuel |
| Results of real-vehicle check: Engine switch on (IG): 0 kPa Idling (warm up the engine): 32830 kPa (2 minutes after starting the vehicle) Running without load (2500 rpm): 60030 kPa Running without load (4000 rpm): 95590 kPa | ||||
| Symptoms when out of range: Difficult to start, poor driveability, lack of power, abnormal combustion noise | ||||
| Diagnostic Note: Common Rail Pressure is the actual common rail fuel pressure. Inspect by comparing the fuel pressure with the target fuel pressure. When in a stable condition such as when idling after warming up the engine, the fuel pressure is within +/-5000 kPa of the target fuel pressure. The ECM uses fuel pressure for feedback control of the target fuel pressure via the fuel supply pump assembly. The injection amount is determined based on the injection timing and fuel pressure. Also, the spray pattern is selected based on the fuel pressure. For startup, at least 25000 kPa of fuel pressure is needed (take care as there is a response lag when the pressure rises). When the fuel pressure is below 25000 kPa, it may cause rough idling. When the fuel pressure has decreased by 20000 kPa from the target fuel pressure, there may be a lack of power. 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. When the fuel pressure is higher than 250000 kPa, DTC P0088 will be stored. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Fuel Temperature | Fuel temperature/ Min.: -40°C, Max.: 140°C | Actual fuel temperature | Sensor output (fuel temperature sensor) | - |
| Diagnostic Note: After fully cold soaking the engine, the fuel temperature is the same as the outside air temperature. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Target Pump SCV Current | Final pump current target value/ Min.: 0 mA, Max.: 4000 mA | Idling: 802 to 1202 mA | Target value control (pump current) | Suction control valve malfunction Clogged fuel filter element sub-assembly |
| Results of real-vehicle check: Engine switch on (IG): 1083.8 mA Idling (warm up the engine): 1087.2 mA (2 minutes after starting the vehicle) Running without load (2500 rpm): 1112.2 mA Running without load (4000 rpm): 1186.7 mA | ||||
| Symptoms when out of range: Difficulty starting, lack of power or rough idling | ||||
| Diagnostic Note: ECU-calculated value for the suction control valve actuation target current. Value is large when a high fuel pressure is desired. Normally, the value is between 800 and 2500 mA. If the value is stuck at 3000 mA or higher, it indicates that the operation is poor (poor movement due to deposits, etc.). When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pump SCV Learning Value | Pump SCV learning value/ Min.: -4096 mA, Max.: 4095.8 mA | Min.: -200 mA Max.: 200 mA | Learned value | Suction control valve malfunction Clogged fuel filter element sub-assembly |
| Results of real-vehicle check: Engine switch on (IG): 76.1 mA Idling (warm up the engine): 76.1 mA (2 minutes after starting the vehicle) Running without load (2500 rpm): 80.8 mA Running without load (4000 rpm): 85.3 mA | ||||
| Symptoms when out of range: Difficulty starting, lack of power or rough idling | ||||
| Diagnostic Note: If the value is stuck at 200 mA or higher or -200 mA or less, it indicates that the operation is poor (poor movement due to deposits, etc.). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pump SCV Status | Pump SCV Status/ ON or OFF | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pump SCV Duty Request | Pump SCV duty request/ Min.: 0 %, Max.: 39.9 % | - | Calculated value | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Pressure Discharge Valve | Pressure discharge valve operation/ ON or OFF | ON: Pressure discharge valve open | - | - |
| Diagnostic Note: This is the ECM command. | ||||
| EGR System |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Target EGR Valve Pos, Target EGR Valve Pos #2 | EGR valve target opening amount/ Min.: 0%, Max.: 100% | Idling after engine warmed up: 0 to 65% | ECU-calculated value based on sensors (mass air flow meter, manifold absolute pressure sensor, intake air temperature (built into mass air flow meter), etc.) | - |
| Results of real-vehicle check (Target EGR Valve Pos,): Engine switch on (IG): 0% Idling (warm up the engine): 38.8% Running without load (2500 rpm): 36.0% Running without load (4000 rpm): 0% | ||||
| Symptoms when out of range: When value is out of range and approaching 0%: mass air flow meter degradation, intake or exhaust system blockage When value is out of range and approaching 100%: EGR pipe blockage | ||||
| Diagnostic Note: Fully open: 100%. Fully closed: 0%. Used for comparison to "Actual EGR Valve Pos" and "Actual EGR Valve Pos #2". | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Actual EGR Valve Pos Actual EGR Valve Pos #2 | Actual EGR valve position/ Min.: 0%, Max.: 100% | Idling after engine warmed up: 0 to 83% | Calculated from EGR valve position sensor | - |
| Symptoms when out of range: EGR valve stuck open: Poor starts (engine does not stop), black smoke, white smoke, lack of power EGR valve stuck closed: Increased turbo booster noise | ||||
| Diagnostic Note: Fully open: 100%. Fully closed: 0%. Inspect while comparing to "Target EGR Valve Pos" and "Target EGR Valve Pos #2". Check the valve movement via the Active Test. Sometimes malfunctions only occur around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| EGR Position sSensor EGR Position Sensor #2 | EGR position sensor position: Min.: 0 V, Max.: 4.99 V | Idling after engine warmed up: 0.8 to 4.5 V | Sensor output (EGR valve position sensor) | - |
| Results of real-vehicle check (EGR Position Sensor): Engine switch on (IG): 3.813 V Idling (warm up the engine): 2.812 V | ||||
| Diagnostic Note: This is the output voltage of the EGR valve position sensor. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| EGR Motor Duty #1 EGR Motor Duty #2 | EGR valve actuation duty: Min.: 0%, Max.: 127.5% | Idling after engine warmed-up: 0 to 100% | - | - |
| Diagnostic Note: This EGR Motor Duty #1 is calculated based on Target EGR Valve Pos. to actuate the No. 1 EGR valve assembly. This EGR Motor Duty #2 is calculated based on Target EGR Valve Pos #2 to actuate the No. 2 EGR valve assembly. To 0%: Close side EGR valve actuation. To 100%: Open side EGR valve actuation. When this value is large but the actual valve position does not reach the target valve position, there is an unable to open malfunction. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| EGR Close Lrn. Val. EGR Close Lrn. Val. #2 | EGR fully closed position learned value/ Min.: 0 V, Max.: 5 V | 3.5 to 4.5 V | EGR valve position sensor value when EGR valve fully closed | - |
| Results of real-vehicle check (EGR Close Lrn. Val.): Engine switch on (IG): 3.811 V | ||||
| Diagnostic Note: This value is the EGR position sensor output voltage. 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. As the lower and upper limits are 3.5 V and 4.5 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.). | ||||
| Diesel Throttle System |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Throttle Sensor Volt % Throttle Sensor #2 Volt % | Absolute throttle position sensor/ Min.: 0%, Max.: 100% | Engine switch on (IG): 60 to 80% Warmed-up and idling: 9 to 80% | Sensor output (throttle position sensor) | - |
| Results of real-vehicle check (Throttle Sensor Volt %): Engine switch on (IG): 69.8% Idling (warm up the engine): 18.8% Running without load (2500 rpm): 45.4% Running without load (4000 rpm): 69.8% | ||||
| Symptoms when out of range: Stuck closed: Engine stall, difficult to start, rough idling, lack of power, black smoke, white smoke Stuck open: Loud turbocharging sound, bad vibration when engine is stopped When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city driving is possible. | ||||
| Diagnostic Note: Throttle position sensor output voltage is converted using 5 V = 100%. When fully closed: 14%. When fully open: 70%. When the engine switch is turned from off to on (IG), the throttle valve fully opens once. When the engine switch is turned from on (IG) to off, the throttle valve fully closes once. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Target Throttle Position Target Throttle Position #2 | Target throttle position/ Min.: -128%, Max.: 127% | Throttle valve fully opened: 100% Throttle valve fully closed: 0% | Value calculated by ECM | - |
| Diagnostic Note: If there is a malfunction of the throttle actuator, compare the target and actual throttle position values for troubleshooting.
Fully closed: 0%. Fully open: 100%. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Actual Throttle Position Actual Throttle Position #2 | Actual diesel throttle position/ Min.: -20%, Max.: 120% | Idling after engine warmed-up: 5 to 100% | - | - |
| Results of real-vehicle check (Actual Throttle Position): Engine switch on (IG): 100% Idling (warm up the engine): 9.0% Running without load (2500 rpm): 56.8% Running without load (4000 rpm): 100% | ||||
| Symptoms when out of range: Stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle Stuck open: Loud turbocharging sound, bad vibration when engine is stopped 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. | ||||
Diagnostic Note:
Fully closed: 0%. Fully open: 100%.
| ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Throttle Motor Duty Throttle Motor Duty #2 | Diesel throttle motor duty/ Min.: 0%, Max.: 100% | - | - | - |
| Results of real-vehicle check (Throttle Motor Duty): Idling (warm up the engine): 38.5% Running without load (2500 rpm): 51.0% Running without load (4000 rpm): 63.0% | ||||
| Diagnostic Note: When the moving force to open and close the diesel throttle valve increases, the value of Throttle Motor Duty increases. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Throttle Close Learning Val. Throttle Close Learning Val #2 | Throttle fully closed position learned value/ Min.: 0 deg, Max.: 84 deg | 14.25 to 21.25 deg | - | - |
| Results of real-vehicle check (Throttle Close Learning Val.): Engine switch on (IG): 17.13 deg | ||||
| Diagnostic Note: When the engine switch is turned from on (IG) to off and 5 seconds elapse, learning of "Throttle Close Learning Val." and "Throttle Close Learning Val #2" will be complete. When "Throttle Close Learning Val." is outside of the normal range, a foreign object may be lodged in the throttle valve (for bank 1). When "Throttle Close Learning Val #2" is outside of the normal range, a foreign object may be lodged in the throttle valve (for bank 2). 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. | ||||
| VN Turbo System |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Target Booster Pressure | Target booster pressure/ Min.: 0 kPa, Max.: 320 kPa | Driving vehicle on level surface at 3000 rpm with full load: 200 to 225 kPa | Value calculated by ECM | - |
| Diagnostic Note: Inspect while comparing with "MAP". 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. 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". | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Target VN Turbo Position Target VN Turbo Position #2 | Target VN turbo position/ Min.: 0%, Max.: 100% | 2 to 80% | - | - |
Diagnostic Note:
When the nozzle vanes are fully closed (boost is applied), the value is 0%. When the nozzle vanes are fully opened (boost is not applied), the value is 100%. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Actual VN Turbo Position Actual VN Turbo Position #2 | Actual VN turbo position/ Min.: 0%, Max.: 100% | 2 to 80% | - | - |
| Results of real-vehicle check (Actual VN Turbo Position): Engine switch on (IG): 0% Idling (warm up the engine): 12.1% Running without load (2500 rpm): 20.3% Running without load (4000 rpm): 38.8% | ||||
| Diagnostic Note: If the vanes do not move smoothly or become stuck, the difference between the actual value and the target value becomes larger, and as a result, the motor duty also becomes larger.
When the nozzle vanes are fully closed (boost is applied), the value is 0%. When the nozzle vanes are fully opened (boost is not applied), the value is 100%. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| VN Position Sensor Out VN Position Sensor Out #2 | VN position sensor output voltage/ Min.: 0 V, Max.: 5 V | Idling after engine warmed-up: 1.572 to 2.532 V | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| VN Motor Duty VN Motor Duty #2 | VN turbo motor duty/ Min.: 0%, Max.: 127.5% | 0 to 100% | - | - |
| Diagnostic Note: If the vanes do not move smoothly, the duty will increase towards 100%. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| VN Close Learn Value VN Close Learn Value #2 | VN turbo fully closed position learned value/ Min.: 0 V, Max.: 5 V | 1.192 to 2.152 V | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| VN Turbo Max Angle | VN turbo maximum opening amount/ Min.: 0%, Max.: 100% | - | - | - |
| Results of real-vehicle check: Engine switch on (IG): 48.0% | ||||
| Diagnostic Note: The maximum vane opening amount is displayed in %. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| VN Turbo Min Angle | VN turbo minimum opening amount/ Min.: 0%, Max.: 100% | - | - | - |
| Results of real-vehicle check: Engine switch on (IG): 0% | ||||
| Diagnostic Note: The minimum vane opening amount is displayed in %. 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. | ||||
| Exhaust control system |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| AF Lambda B1S1 AF Lambda B2S1 | Lambda equivalent ratio/ Min.: 0, Max.: 255 | AF Lambda B1S1 = air-fuel ratio / 14.5 (Stoichiometric A/F ratio) Value less than 1 (0.000 to 0.999): Rich Value more than 1 (1.001 to 255): Lean Air-fuel ratio = intake air mass / (main fuel injection and exhaust fuel addition injection mass) | - | Air fuel ratio sensor Air fuel ratio sensor circuit Injector assembly clogged |
Results of real-vehicle check (AF Lambda B1S1):
The engine is warmed up and the vehicle is being driven at a steady speed of 50 km/h (31 mph) in 5th gear (engine speed is 1000 rpm): 1.6 The engine is warmed up and the vehicle is being driven at a steady speed of 70 km/h (44 mph) in 5th gear (engine speed is 1400 rpm): 1.55 | ||||
| Diagnostic Note: Check the air fuel ratio sensor output (AF Lambda B1S1) 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). Check the air fuel ratio sensor output (AF Lambda B2S1) with the exhaust gas temperature (Exhaust Temperature B2S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear). If the exhaust fuel addition injector assembly is clogged, the AF Lambda B1S1 and AF Lambda B2S1 values change 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 GTS. Furthermore, if the main injectors become clogged, the AF Lambda B1S1 and AF Lambda B2S1 values will increase under all circumstances while the engine is running (the value increases regardless of whether the PM forced regeneration has been performed). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| AFS Voltage B1S1 AFS Voltage B2S1 | Air fuel ratio sensor output voltage/ Min.: 0 V, Max.: 7.999 V | - | - | Air fuel ratio sensor Air fuel ratio sensor circuit Injector assembly clogged |
Results of real-vehicle check (AFS Voltage B1S1):
The engine is warmed up and the vehicle is being driven at a steady speed of 50 km/h (31 mph) in 5th gear (engine speed is 1000 rpm): 0.68 V The engine is warmed up and the vehicle is being driven at a steady speed of 70 km/h (44 mph) in 5th gear (engine speed is 1400 rpm): 0.67 V | ||||
| Diagnostic Note: Check the air fuel ratio sensor output (AFS Voltage B1S1) 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). Check the air fuel ratio sensor output (AFS Voltage B2S1) with the exhaust gas temperature (Exhaust Temperature B2S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear). If the exhaust fuel addition injector assembly is clogged, the AFS voltage B1S1 and AFS voltage B2S1 values change 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 GTS. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| AFS Current B1S1 AFS Current B2S1 | Air fuel ratio sensor current/ Min.: -128 mA, Max.: 128 mA | - | - | Air fuel ratio sensor Air fuel ratio sensor circuit Injector assembly clogged |
Results of real-vehicle check (AFS Current B1S1):
The engine is warmed up and the vehicle is being driven at a steady speed of 50 km/h (31 mph) in 5th gear (engine speed is 1000 rpm): 0.94 mA The engine is warmed up and the vehicle is being driven at a steady speed of 70 km/h (44 mph) in 5th gear (engine speed is 1400 rpm): 0.92 mA | ||||
| Diagnostic Note: Check the air fuel ratio sensor output (AFS Current B1S1) 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). Check the air fuel ratio sensor output (AFS Current B2S1) with the exhaust gas temperature (Exhaust Temperature B2S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear). If the exhaust fuel addition injector assembly is clogged, even if PM forced regeneration is performed with the GTS, the AFS voltage B1S1 and AFS voltage B2S1 values will not change. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| AF Sensor Learning Value AF Sensor Learning Value #2 | Air fuel ratio sensor learning value/ Min.: 0 V, Max.: 5 V | - | Value calculated by ECM | - |
| Results of real-vehicle check (AF Sensor Learning Value): Engine switch on (IG): 1.93 V | ||||
| Diagnostic Note: Inspect the air fuel ratio sensor performance. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| A/F Heater Duty #1 A/F Heater Duty #2 | Air fuel ratio sensor heater duty ratio/ Min.: 0%, Max.: 399.9% | - | - | - |
| Diagnostic Note: When the value is any value except 0%, current is being supplied to the heater. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Exhaust Temperature B1S1 Exhaust Temperature B2S1 | Exhaust gas temperature of CCo catalyst/ Min.: -40°C, Max.: 1000°C | Idling after engine warmed-up: 100 to 200°C (212 to 392°F) During PM forced regeneration: 200 to 300°C (392 to 572°F) | Sensor output (Exhaust gas temperature sensor B1S1, B2S1) | Exhaust gas temperature sensor (B1S1) Exhaust gas temperature sensor (B2S1) DPF catalytic converter deteriorated |
| Diagnostic Note: If an open occurs in an exhaust temperature sensor circuit, -40°C (-40°F) is displayed on the GTS. If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Exhaust Temperature B1S2 Exhaust Temperature B2S2 | Exhaust gas temperature of DPF catalytic converter/ Min.: -40°C, Max.: 1000°C | Idling after engine warmed-up: 100 to 250°C (212 to 482°F) During PM forced regeneration: 500 to 700°C (932 to 1292°F) | Sensor output (No. 2 exhaust gas temperature sensor B1S2, No. 3 exhaust gas temperature sensor B2S2) | No. 2 exhaust gas temperature sensor (B1S2) No. 3 exhaust gas temperature sensor (B2S2) DPF catalytic converter deteriorated |
| Diagnostic Note: If an open occurs in an exhaust temperature sensor circuit, -40°C (-40°F) is displayed on the GTS. If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Exhaust Temperature B1S3 Exhaust Temperature B2S3 | Exhaust gas temperature of DPF catalytic converter/ Min.: -40°C, Max.: 1000°C | Idling after engine warmed-up: 100 to 250°C (212 to 482°F) During PM forced regeneration: 500 to 700°C (932 to 1292°F) | Sensor output (No. 4 exhaust gas temperature sensor B1S3, B2S3) | No. 4 exhaust gas temperature sensor (B1S3) No. 4 exhaust gas temperature sensor (B2S3) DPF catalytic converter deteriorated |
| Diagnostic Note: If an open occurs in an exhaust temperature sensor circuit, -40°C (-40°F) is displayed on the GTS. If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| DPF Differential Pressure DPF Differential Pressure #2 | DPF differential pressure/ Min.: -5 kPa, Max.: 100 kPa | Engine switch on (IG): Approximately 0 kPa | Sensor output (Differential pressure sensor) | DPF catalytic converter Differential pressure sensor Vacuum transmitting pipe clogged Differential pressure sensor vacuum hose clogged |
| Results of real-vehicle check (DPF Differential Pressure): Engine switch on (IG): -0.33 kPa Idling (warm up the engine): 0.05 kPa Running without load (2500 rpm): 2.17 kPa Running without load (4000 rpm): 5.93 kPa | ||||
| Diagnostic Note: When PM (Particulate Matter) builds up in the DPF catalytic converter (bank 1), the "DPF Differential Pressure" value increases. When PM (Particulate Matter) builds up in the DPF catalytic converter (bank 2), the "DPF Differential Pressure #2" value increases. At 3000 rpm (no load), if Catalyst Differential Press is 0.45 or more, the DPF catalytic converter (bank 1) has become blocked. At 3000 rpm (no load), if Catalyst Differential Press #2 is 0.45 or more, the DPF catalytic converter (bank 2) has become blocked. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Catalyst Differential Press Catalyst Differential Press #2 | Amount of clogging in catalyst/ Min.: -4, Max.: 3.9998 | 0.45 or less | Calculated value | - |
| Results of real-vehicle check (Catalyst Differential Press): Engine switch on (IG): -0.235 Idling (warm up the engine): 0.018 Running without load (2500 rpm): 0.034 Running without load (4000 rpm): 0.051 | ||||
| Symptoms when out of range: If the difference in pressure increases, a decrease in engine power may be felt. If an abnormal difference in pressure is detected, engine power is limited to protect the engine and catalyst. | ||||
| Diagnostic Note: Diagnosis is possible when the MAF reading is between 30 and 140 gm/sec. When the air intake volume is very low, such as when idling, due to excessive pressure fluctuation the correct values will not be displayed. Catalyst Differential Press is the DPF Differential Pressure corrected in response to the MAF and other values. Catalyst Differential Press #2 is the DPF Differential Pressure #2 corrected in response to the MAF and other values. If the filter in the DPF catalytic converter (bank 1) is clogged, the "Catalyst Differential Press" value increases. If the filter in the DPF catalytic converter (bank 2) is clogged, the "Catalyst Differential Press #2" value increases. When the difference in pressure exceeds approximately 0.45, DTC P244B is stored and "DPF PM Block" displays "Blocked". When the difference in pressure exceeds approximately 0.45, DTC P2465 is stored and "DPF PM Block" displays "Blocked". | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Diff. Press. Sensor Corr. Diff. Press Sensor Corr #2 | Differential pressure sensor 0 point learned value/ Min.: -10 kPa, Max.: 245.9 kPa | Engine switch on (IG) (engine stopped): - 1.5 to 1.5 kPa | - | Differential pressure sensor |
| Diagnostic Note This number indicates the correction value (0 point calibration) for compensation of variance in the differential pressure sensor. If the value of DPF Differential Pressure does not approach 0 kPa when the engine switch is on (IG) (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. If the value of DPF Differential Pressure #2 does not approach 0 kPa when the engine switch is on (IG) (engine is stopped) and the Diff. Press. Sensor Corr #2. displays less than -1.5 kPa or more than 1.5 kPa, there may be a malfunction in the differential pressure sensor. Note that the output of the differential pressure sensor fluctuates depending on the temperature. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Exhaust Fuel Addition Injector Status Exhaust Fuel Addition Injector Status #2 | Status of the exhaust fuel addition injector/ ON or OFF | ON: Exhaust fuel addition injector assembly operating | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Exhaust Fuel Addition FB Exhaust Fuel Addition FB #2 | Exhaust fuel addition correction value/ Min.: 0.8, Max.: 1.99 | 0.80 to 1.45 | Value calculated by ECM | Exhaust fuel addition injector clogged DPF catalytic converter deteriorated |
| Results of real-vehicle check (Exhaust Fuel Addition FB): Engine switch on (IG): 0.95 | ||||
| Diagnostic Note Usually Exhaust Fuel Addition FB and Exhaust Fuel Addition FB #2 are between 0.80 and 1.45. Exhaust Fuel Addition FB is a correction value to increase the fuel volume injected from the exhaust fuel addition injector assembly (bank 1) when the catalyst temperature does not rise to the target range during PM forced regeneration. Exhaust Fuel Addition FB #2 is a correction value to increase the fuel volume injected from the exhaust fuel addition injector assembly (bank 2) when the catalyst temperature does not rise to the target range during PM forced regeneration. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| DPNR/DPF Status Reju(PM) | PM forced regeneration status/ Standby, Ready, Operate, Compl | During PM forced regeneration: Operate | - | - |
| Diagnostic Note: The status is only displayed while performing "Activate the DPF Rejuvenate (PM)". Standby Before entering the "Activate the DPF Rejuvenate (PM)". Ready Enabling condition for "Activate the DPF Rejuvenate (PM)" is not met. Operate PM forced regeneration is being performed. If "Activate the DPF Rejuvenate (PM)" does not finish completely, the status turns to "Ready". If "Activate the DPF Rejuvenate (PM)" finishes completely, the status turns to "Compl". Compl PM forced regeneration is completed. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| PM Accumulation Ratio PM Accumulation Ratio #2 | PM accumulation ratio/ Min.: 0%, Max.: 510% | - | - | - |
| Diagnostic Note: When PM forced regeneration is necessary, 100% is displayed for PM accumulation ratio. If the ratio exceeds 100%, PM forced regeneration will be performed automatically. | ||||
| Diesel Starting |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Glow Relay Request Glow Relay Request #2 | Status of the glow relay request ON or OFF | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Glow Indicator | Status of the glow indicator ON or OFF | - | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Starter Signal | Starter signal/ Open or Close | Open: Cranking | - | Close malfunction (engine switch (STA) is ON but the signal is Close and the starter is operating): Wire harness is open or shorted to ground Open malfunction (engine switch (STA) is off but the signal is Open and the starter is not operating): Wire harness is shorted to +B Operation malfunction: engine switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted |
| Symptoms when out of range: Engine switch is on (IG) but the starter does not operate: Starting is not possible Engine switch is off but the starter continues to operate: STA signal malfunction (P0617) is stored | ||||
| Diagnostic Note: Engine switch (STA) output: Open: Starter is operating Close: Starter is not operating | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Starter Control | Status of the starter control/ ON or OFF | - | - | - |
| Diagnostic Note: This item indicates the status of the engine switch. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Starter Relay | Status of the starter relay/ ON or OFF | ON: Starter relay ON | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Neutral Position SW Signal | Neutral position switch status/ ON or OFF | ON: Shift lever in neutral | Switch output (neutral position switch) | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Immobiliser Communication | Immobiliser communication/ ON or OFF | ON: Normal OFF: Engine cannot be started due to immobiliser communication malfunction | - | Use of a non-registered key Key battery is fully depleted |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Engine Speed (Starter Off) | Engine speed when starter off/ Min.: 0 rpm, Max.: 1594 rpm | - | - | - |
| Diagnostic Note: Engine speed immediately after starting the engine. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Starter Count | Starter on count/ Min.: 0, Max.: 255 | - | - | - |
| Diagnostic Note: Number of times the starter turned on from the time the engine switch was turned to on (IG). | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Run Dist of Previous Trip | Distance driven during previous trip/ Min.: 0 km, Max.: 261 km | - | - | - |
| Diagnostic Note: Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal.
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. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Glow Request Lighting Time | Glow request lighting time/ Min.: 0 ms, Max.: 33423 ms | - | - | - |
| Diagnostic Note: By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| IG-ON Time | IG-ON time/ Min.: 0 ms, Max.: 33423 ms | - | - | - |
| Diagnostic Note: By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Engine Starting Time | Engine starting time/ Min.: 0 ms, Max.: 267000 ms | - | - | - |
| Diagnostic Note: This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm. This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Immobiliser Fuel Cut History | Immobiliser fuel cut history/ ON or OFF | OFF | - | - |
| Diagnostic Note: If Immobiliser Fuel Cut History was "ON" when DTC P1604 (Startability Malfunction) was stored, the engine could not be started due to the immobiliser. | ||||
| Diesel Rough |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Rough Idle #1 Rough Idle #2 Rough Idle #3 Rough Idle #4 Rough Idle #5 Rough Idle #6 Rough Idle #7 Rough Idle #8 | Status of the Rough Idle #1 to #8/ ON or OFF | OFF | - | Injector assembly |
| Diagnostic Note: This item indicates cylinders which had speeds lower than the other cylinders. This item indicates cylinders which are likely to be the cause of rough idle. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Electric Duty Feedback Value | Electric load feedback value/ Min.: 0 mm3/st, Max.: 39.8 mm3/st | 0 to 2.5 mm3/st | - | - |
| Diagnostic Note: Expected injection volume increase after the electrical load turns from off to on. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| A/C Duty Feedback Value | A/C load feedback value/ Min.: 0 mm3/st, Max.: 39.8 mm3/st | 0 to 2.0 mm3/st | - | - |
| Diagnostic Note: Expected injection volume increase after the A/C turns from off to on. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| PS Duty Feedback Value | Power steering load feedback value/ Min.: 0 mm3/st, Max.: 39.8 mm3/st | 0 mm3/st | - | - |
| Diagnostic Note: Expected injection volume increase after the power steering turns from off to on. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Idle Injection Volume (Min) | Idle minimum injection volume/ Min.: 0 mm3/st, Max.: 39.8 mm3/st | - | - | - |
| Diesel Power |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| MAF Low | Low mass airflow/ ON or OFF | OFF | - | Mass air flow meter (value is out of range) Intake system blockage Disconnected air hoses (intake system) EGR system (EGR valve closing malfunction) Nozzle vane (turbocharger sub-assembly) movement problems |
| Symptoms when out of range: Lack of power | ||||
| Diagnostic Note: When DTC P1608 is output, this item indicates whether the cause of lack of power is related to the intake air amount. This item indicates whether the intake air amount measured by the mass air flow meter 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. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Boost Pressure Low | Low boost pressure/ ON or OFF | OFF | - | Nozzle vane (turbocharger sub-assembly) stuck Disconnected air hoses (intake system) Manifold absolute pressure sensor Atmospheric pressure sensor (built into ECM) Difference between atmospheric pressure and intake pressure EGR valve does not close Throttle valve does not open |
| Symptoms when out of range: Lack of power | ||||
| Diagnostic Note: When DTC P1608 is output, this item indicates whether the cause of lack of power is due to the boost pressure. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Common Rail Pressure Low | Low common rail pressure/ ON or OFF | OFF | - | Suction control valve (movement problems) Fuel leak Fuel pressure sensor (common rail assembly (for bank 1)) |
| Symptoms when out of range: Lack of power | ||||
| Diagnostic Note: When DTC P1608 is output, this item indicates whether the cause of lack of power is the common rail pressure. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Engine Coolant Temp High | High engine coolant temperature/ ON or OFF | OFF | - | Engine coolant temperature sensor Engine coolant leak Radiator clog |
| Symptoms when out of range: Lack of power | ||||
| Diagnostic Note: When DTC P1608 is output, this item indicates whether the cause of lack of power is due to a high engine coolant temperature. 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. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| MAF/Estimate MAF Ratio | Ratio of intake air amount to estimated intake air amount/ Min.: 0, Max.: 2.55 | Engine speed 4000 rpm, EGR system off: 0.6 to 1.4 | - | Mass air flow meter sub-assembly Turbocharger sub-assembly Pipes between turbocharger sub-assembly and intake manifold are disconnected or leaking Pipes between mass air flow meter sub-assembly and turbocharger sub-assembly are disconnected or leaking |
| Symptoms when out of range: Lack of power | ||||
| Diagnostic Note: 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). 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. 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. 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. | ||||
| Support Data (Monitor Support Status) |
| Tester Display | Measurement Item/Range | Normal Condition | Diagnostic Note |
| Intake Air Temp (Turbo) Supported | Intake Air Temperature (Turbo) Support/ Unsupp or Supp | - | *1 |
| Glow Indicator Supported | Glow Indicator Support/ Unsupp or Supp | - | *1 |
| Target Throttle Position Supported | Target Throttle Position Support/ Unsupp or Supp | - | *1 |
| Target Throttle Position #2 Supported | Target Throttle Position #2 Support/ Unsupp or Supp | - | *1 |
| Actual Throttle Position Supported | Actual Throttle Position Support/ Unsupp or Supp | - | *1 |
| Actual Throttle Position #2 Supported | Actual Throttle Position #2 Support/ Unsupp or Supp | - | *1 |
| Target Common Rail Pressure Supported | Target Common Rail Pressure Support/ Compl or Incmpl | - | *1 |
| Common Rail Pressure Supported | Common Rail Pressure Support/ Unsupp or Supp | - | *1 |
| Fuel Temperature Supported | Fuel Temperature Support/ Unsupp or Supp | - | *1 |
| Target EGR Valve Pos Supported | Target EGR Valve Pos Support/ Unsupp or Supp | - | *1 |
| Target EGR Valve Pos #2 Supported | Target EGR Valve Pos #2 Support/ Unsupp or Supp | - | *1 |
| Actual EGR Valve Pos Supported | Actual EGR Valve Pos Support/ Unsupp or Supp | - | *1 |
| Actual EGR Valve Pos #2 Supported | Actual EGR Valve Pos #2 Support/ Unsupp or Supp | - | *1 |
| Target Booster Pressure Supported | Target Booster Pressure Support/ Unsupp or Supp | - | *1 |
| VN Turbo Command Supported | VN Turbo Command Support/ Unsupp or Supp | - | *1 |
| VN Turbo Command #2 Supported | VN Turbo Command #2 Support/ Unsupp or Supp | - | *1 |
| Actual VN Position Supported | Actual VN Position Support/ Unsupp or Supp | - | *1 |
| Actual VN Position #2 Supported | Actual VN Position #2 Support/ Unsupp or Supp | - | *1 |
| Exhaust Temperature B1S1 Supported | Exhaust Temperature B1S1 Support/ Unsupp or Supp | - | *1 |
| Exhaust Temperature B1S2 Supported | Exhaust Temperature B1S2 Support/ Unsupp or Supp | - | *1 |
| Exhaust Temperature B1S3 Supported | Exhaust Temperature B1S3 Support/ Unsupp or Supp | - | *1 |
| Exhaust Temperature B2S1 Supported | Exhaust Temperature B2S1 Support/ Unsupp or Supp | - | *1 |
| Exhaust Temperature B2S2 Supported | Exhaust Temperature B2S2 Support/ Unsupp or Supp | - | *1 |
| Exhaust Temperature B2S3 Supported | Exhaust Temperature B2S3 Support/ Unsupp or Supp | - | *1 |
| DPF Differential Pressure Supported | DPF Differential Pressure Support/ Unsupp or Supp | - | *1 |
| DPF Differential Pressure #2 Supported | DPF Differential Pressure #2 Support/ Unsupp or Supp | - | *1 |
| *1: Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle. | |||
| AT (for Automatic Transmission) |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Shift Status | ECM gearshift command/ 1st, 2nd, 3rd, 4th, 5th and 6th | Same as actual gear ratio | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| SPD (NT) | Input turbine speed/ Min.: 0 rpm, Max.: 12750 rpm | Lock-up ON (After warming up engine): Input turbine speed (NT) equal to engine speed Lock-up OFF (Idling at P or N position): Input turbine speed (NT) nearly equal to engine speed | - | - |
| Diagnostic Note: Data is displayed in increments of 50 rpm. | ||||
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| Lock Up | Lock-up/ ON or OFF | ON: Lock up operating OFF: Lock up not operating | - | - |
| Tester Display | Measurement Item/Range | Normal Condition | Type | Cause of Out of Range |
| A/T Oil Temperature 1 | ATF temperature sensor value/ Min.: -40°C, Max.: 215°C | With engine cold: Equal to ambient temperature | - | - |
| Diagnostic Note: If the value is -40°C (-40°F) or 150°C (302°F), the ATF temperature sensor circuit is open or shorted. | ||||
| ACTIVE TEST |
- HINT:
- Using the GTS to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Engine and ECT / Active Test.
Perform the Active Test.
| Tester Display | Test Part | Control Range | Diagnostic Note |
| Control the A/C Cut Signal | Control the A/C signal | ON/OFF | Confirm that the vehicle is stopped and the engine is idling |
| Control the ACM Inhibit | Control the VSV for engine mount | ON/OFF | - |
| Connect the TC and TE1 | Turn on the TC and TE1 connection | ON/OFF | - |
| Activate the Starter Relay | Activate starter relay | ON/OFF | - |
| Activate the ACC Cut Relay | Activate ACC (accessory) relay | ON/OFF | - |
| Control the EGR Step Position | Control the No. 1 EGR valve assembly | 0 to 100% | Test is possible when the following conditions are met: Engine switch is on (IG). Engine is stopped. |
| Control the EGR Step Position #2 | Control the No. 2 EGR valve assembly | ||
| Test the Turbo Charger Step Motor | Activate the turbocharger sub-assembly (for bank 1) | 0 to 100% | Test is possible when the following conditions are met: Engine switch is on (IG). Engine is stopped. |
| Test the Turbo Charger Step Motor #2 | Activate the turbocharger sub-assembly (for bank 2) | ||
| Activate the DPF Rejuvenate (PM) | Perform PM forced regeneration to raise the temperature of the DPF to more than 600°C (1112°F) by adding fuel intermittently using the exhaust fuel addition injector assembly | ON/OFF | - |
| Diesel Throttle Target Angle | Control the diesel throttle valve (for bank 1) | 0 to 90% | Test is possible when the following conditions are met: Engine switch on (IG). Engine is stopped. |
| Diesel Throttle Target Angle #2 | Control the diesel throttle valve (for bank 2) | ||
| Test the Fuel Leak | Pressurize the common rail interior and check for fuel leaks | Stop/Start | Fuel pressure inside common rail set to specified value and engine speed increased to 2000 rpm when ON is selected Above conditions preserved while test is ON
|
| Activate the VN Turbo Open | Activate the turbocharger sub-assembly (for bank 1 and bank 2) | ON/OFF | Confirm that the engine is running. |
| Activate the EGR Valve Close | Activate the No. 1 and No. 2 EGR valve assembly | ON/OFF | Confirm that the vehicle is stopped and the engine is idling |
| Control the Select Cylinder Fuel Cut | Selected cylinder (cylinder #1 to #8) injector assembly fuel cut | #1/#2/#3/#4/#5/#6/#7/#8 ON/OFF | Fuel injection is stopped while the test is ON. Confirm that the vehicle is stopped and the engine is idling. If the running condition of the engine does not worsen even though injection of the designated cylinder is stopped, the cylinder can be determined to be malfunctioning. |
| Control the ALL Cylinders Fuel Cut | Injector fuel cut for all cylinders | ON/OFF | Fuel injection stops in all cylinders. |
| Check the Cylinder Compression* | Check the cylinder compression pressure | ON/OFF | Fuel injection stops in all cylinders. |
- HINT:
- *: When cranking the engine, the Active Test measures the speed of each cylinder. In this Active Test, the fuel of all cylinders is cut when the engine is cranked for approximately 10 seconds.
At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders.
Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG) and turn the GTS on.
Enter the following menus: Engine and ECT / Active Test / Check the Cylinder Compression.
- HINT:
- If the results are not displayed normally, select the display items from the Data List before performing the Active Test. Enter the following menus: Engine and ECT / Data List / Compression / Engine Speed of Cyl #1, Engine Speed of Cyl #2, Engine Speed of Cyl #3, Engine Speed of Cyl #4, Engine Speed of Cyl #5, Engine Speed of Cyl #6, Engine Speed of Cyl #7, Engine Speed of Cyl #8 and Av Engine Speed of All Cyl.
Push the snapshot button to turn the snapshot function on.
- HINT:
- Using the snapshot function, data can be recorded during the Active Test.
While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON.
- HINT:
- After performing the above procedure, the "Check the Cylinder Compression" Active Test will start. Fuel injection for all cylinders is prohibited and the engine speed measurement of each cylinder enters standby mode.
Crank the engine for about 10 seconds.
- HINT:
- Continue to crank the engine until the values change from the default value (51199 rpm).
Monitor the engine speed (Engine Speed of Cyl #1 to #8, Av Engine Speed of All Cyl) displayed on the GTS.
- HINT:
- At first, the Tester Display will show the engine speed measurement of each cylinder to be extremely high. After approximately 10 seconds of engine cranking, the engine speed measurement of each cylinder will change to the actual engine speed.
- NOTICE:
After the "Check the Cylinder Compression" Active Test is turned on, it will automatically turn off after 255 seconds.
When the "Check the Cylinder Compression" test is off and the engine is cranked, the engine will start.
If the "Check the Cylinder Compression" test needs to be performed after it is turned on and performed once, press "EXIT" to return to the Active Test menu screen. Then perform the "Check the Cylinder Compression" test again.
Use a fully-charged battery.
Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
- NOTICE:
- If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
Push the snapshot button to turn the snapshot function off.
Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph.
- HINT:
- If the data is not displayed as a graph, the change of the values cannot be observed.
Check the change in engine speed values.
- HINT:
- As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.
| SYSTEM CHECK |
Activate the Pressure Discharge Valve Check
- HINT:
This is the procedure for troubleshooting fuel pressure control malfunctions and combustion problems.
Malfunctions can be determined by checking the fuel pressure when performing a fuel cut and operating the pressure discharge valve with the GTS.
During "Pressure Discharge Valve Check", the GTS measures the fuel pressure while the engine is running, after the engine is stopped, and after the pressure discharge valve operates.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
- NOTICE:
- Confirm the following conditions:
Engine is idling.
Vehicle is stopped.
Fuel pressure is not extremely high (below 100000 kPa).
Fuel pressure is not extremely low (higher than 26000 kPa).
Fuel pressure sensor is normal.
Battery voltage is higher than 8 V.
- HINT:
- When the common rail pressure is unstable, the fuel pressure may decrease to a level where the test cannot be performed. In this situation, wait until the common rail pressure meets the test condition, and then perform the test.
Enter the following menus: Engine and ECT / Utility / Pressure Discharge Valve Check.
Press "Next".
Press "Next" again to proceed.
Select the check type "Valve Check for Graph".
Press "Next" again to proceed.
Press "Start" again to proceed.
*2: If "Save" is pressed after the pressure discharge valve check, the data recorded during the valve check can be saved.
*2: If "Save" is pressed after the pressure discharge valve check, the data recorded during the valve check can be saved.
Select the check type "Close to Open Check" or "Always Closed Check".
- HINT:
"Close to Open Check" opens the pressure discharge valve after the engine stops.
"Always Closed Check" holds the pressure discharge valve closed during the check.
Press "Next".
Perform troubleshooting based on the measurement results.
- HINT:
During "Close to Open Check", if there is no large change in fuel pressure when the pressure discharge valve is closed while the engine is running and after the engine is stopped, and if the value is 0 kPa when the pressure discharge valve is open, the system is normal.
Perform "Always Closed Check" if the value is not 0 kPa when the pressure discharge valve is open during "Close to Open Check". If the results are the same as during "Close to Open Check", there is a pressure discharge valve operation malfunction.
If the fuel temperature is high, perform "Pressure Discharge Valve Check" after the fuel has cooled to the outside air temperature.
If a large amount of fuel is leaking, the fuel pressure decreases when the engine is stopped. However, the condition of the pressure discharge valve can still be determined by comparing the measurement results of "Close to Open Check" and "Always Closed Check".
