Diesel Injection Pump} SERVICE MANUAL Common Rail System (HP3) for MITSUBISHI L200/TRITON 4D56/4M41Engine OPERATION June, 2005 DENSO INTERNATIONAL THAILAND CO., LTD. Te00400010E©2005 DENSO INTERNATIONAL THAILAND All Rights Reserved, This book may not be reproduced oF copied, in whole or in part, without the writen permission of the publisher.Table of Contents | Table of Contents Operation Section 1, PRODUCT APPLICATION INFORMATION 1.1. Application. 1.2 System Components Part Number OUTLINE OF SYSTEM 2.1. Common Rail System Characteristics 22 Fealutes of injection Control 2.3 Comparison to the Conventional System 24 Composition 28 — Operation 2.6 Fuel System, 2.7 Control System SUPPLY PUMP 3.1 Outline 3.2. Exterior View Diagram 3.3. Supply Pump intemal Fuel Flow 34 Construction of Supply Pump 3.5 Operation of the Supply Pump SUPPLY PUMP COMPONENT PARTS 4.4 Feed Pump 42 SCV ( Suction Control Valve ) 4.3 Fuel Temperature Sensor RAIL 5.1 Outline RAIL COMPONENTS PARTS. 6.1 Rall Pressure Sensor (Pe Sensor), 6.2 Pressure limiter. INJECTOR (G2 TYPE) 74 Outline 72 Characteristics 7.3 Exterior View Diagram. 74 — Construction 7.8 Operation. 78 QR Codes, 77 Injector Actuaton Circuit 11 oT 12 12 13 13 14 14 14 16 17 7 138 19 mn on 113 115 146 116 146 17 118 118 1419 121| Table of Contents 10. 1. 12. 13. 14, 15. OPERATION OF CONTROL SYSTEM COMPONENTS 8.1 Engine Control System Diagram 82 — Engine ECU (Electronic Control Unit) 83 Cylinder Recognition Sensor (TDC) 84 Turbo Pressure Sensor 8.5 Mass Air Flow Sensor 8.6 Electronic Control Throttle. VARIOUS TYPES OF CONTROL 9.1 utine 9.2 Fuel injection Rate Control Function 9.3 Fuel Injection Quantity Control Function 94 Fuel Injection Timing Control Function 9.5 Fuel Injection Pressure Control Function (Rail Pressure Control Function) FUEL INJECTION QUANTITY CONTROL, 10.1 Outline 10.2 Injection Quantity Calculation Method. 10.3 Sot Injection Quantities FUEL INJECTION TIMING CONTROL, 144 Ouline 11.2. Main and Pitot injection Timing Control. .. 11.3. Microinjection Quantity Leaming Control FUEL INJECTION RATE CONTROL 12.4 Outline FUEL INJECTION PRESSURE CONTROL 18.1. Fuel Injection Pressure DIAGNOSTIC TROUBLE CODES (DTC) 14.1 About the Codes Shown in the Table 14.2 Diagnostic Trouble Code Details EXTERNAL WIRING DIAGRAM 15.1. Engine ECU External Wiring Diagram, 15.2 Engine ECU Connector Diagram. 1-22 122 1.23 4-23 1-24 1-25 127 4-27 427 127 127 1.28 1-28 4-28 492 4-32 1-33 1.35 137 137 1-43 144Operation Section | 1 1. PRODUCT APPLICATION INFORMATION 1.1 Applicat Vehicle Manufac-| Vehicle Name | Engine Model] Specifcation | Destnaton Vor | Line Off Period ture ume) MaTsupisit [L200 $056 WD AD Europe De, 2005 1,2 System Components Part Number Paris Namo DENSO PIN Manufacturer PIN Romarks Supply pump 'SM294000-0831 T460A001 Injector '3§4095000-5600 1465041 Rail SM095440-0680 Ta65A034 gine ECU MAZISHOOAG TSGOAS49 For4WD, W/O PIC MA2TSS00-A374 TSG0A550 For 4WD W PTC Turbo pressure sensor (79800-5960 MRSTT031 Electonic control thotle | 197920-0020 1450033 Fuel temperature sensor__| 17970-0020 MRSATO77 Mass air low meter VNI97400-4030 T4G0A001On | Operation Section 2. OUTLINE OF SYSTEM 2.1 Common Rail System Characteristics © The common ral system uses a type of accumulation chamber called a mil to store pressurized fuel, and injectors that contain clec- ‘wonically controlled solenoid valves to inject the pressurized fuel into the cylinders. Because the engine ECU controls the injection system (injection pressure, injection rate, and injection timing), the injetion system is independent, and thus unaffected by the engine speed of load, This ensures a stable inj jon pressure at all times, particularly in the low engine speed range, and dramatically de- creases the amount of black smoke ordinarily emitted by a diese engine during star-up and acceleration, Asa result, exhaust gas emis- sions are cleaner and reduced, and higher power output is achieved. 2.2 Features of Injection Control (1) Injection Pressure Control + Enables high-pressure injection even at low engine speeds: + Optimizes contro to minimize parti te matter and NOx emissions. (2) Injection Timing Controt + Enables finely tuned optimized control in accordance with driving conditions (3) Injection Rate Control + Pilot injeetion control injects a small amount of fuel before the main injection. Common Rail System Injection Pressure Control injection Timing Control] | injection Rate Controt Optimizaton, High P rt Optimizati 2 aoe e a ee E | Pre-ijection Common Rai comnonra_ | |S] 8 | System | Svstem 3 i Ake g \ J é \ © “Crankshaft Angie 5 3 S| le Injection Quantity Control 3 é q Grinder jection 8) K convéntional 8) Zonvertional tantty Correction =| A Pum =| 2.4 Composition © The common rail system consists primarily of a supply pump, ral, injectors, and engine CU.Operation Section 1-4 | " Fuel Temperature a Engine Speed >| ‘Accelerator Opening > | Turbo Pressure, Atmospheric Ait Pressure >| Intake Air Temperature —> Coolant Temperature > anton poston cylinder Recognition Poston Q Engine ECU ww Comets” P| TT sarola H 7 | xf] Fuel Temperature Sensor SDE Pump (Suction Supply Pump (ictal Vaive) Fuel Tank conta 2.5 Operation (1) Supply Pump (HP3) + The supply pump draws fuel rom the fe tank, nd pumps te high pressure Fuel othe ail. The quantity of fue discharged rom the supply pump contol the pressure ia thea, The SCV (Suction Contol Valve) inthe supply pump effects this conto in accordance ‘with commands recived from the engine ECU. (2) Rail + The rail is mounted between the supply pump and the injector and stores the high-pressure fuel (3) Injector (G2 type) + This injoctor replaces the conventions injection nozzle andashiewes optimal injection by efeting contro in accordance with signals fiom the engine ECU, Signals fom the engine ECU determine the duration and timing in which curentis applied the injector. This in tum, determines the quantity, ate and timing ofthe Fu! that isinjected from te injector (4) Engine ECU + The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as well asthe EGR (exhaust gas reeieulation). 2.6 Fuel System fis sytem comprises he out tough which isl cl lows rom he fs tank via he ail he supply pump, andi injected through the injector, as wel as the route through which the fuel returns tothe tank via the averflow pipe. 2.7 Control System (© In this system, the engine ECU controls the ful injection system in accordance with signals received from various sensors. The com- ponents ofthis system can be broadly divided into the following three types: (1) sensors; (2) ECU; and (3) actuators,Operation Section peration Sect | 1-5 (1) Sensors + Detect the engine and driving conditions, and convert them int electrical signals, (2) Engine ECU + Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in oer to achieve optimal conditions (3) Actuators ‘Operate in accordance with electrical signals recived from the ECU. Injection system control is undertaken by electronically conteol- Ting the actuators. The ton quantity and timing are determined by controlling the duration and timing in which current is sppied to the TWV (Two-Way Valve) inthe injector. Injection ps supply pump, sure is determined by controlling the SCV (Suction Control Valve inthe Sensor ‘Actuator Engine Speed Crankshaft Position Sensor (NE) e— Injector cylinder jection Quantity Control Recogation ‘Injection Timing Control Gylider Recognition Sensor (TDC) Engine ECU Load Accelerator Position Sensor | — | np | Supp Pume SOV) “Fuel Pressure Control Other Sensors and Switches fees [ EGR, Air Intake Control Relay, LightOperation Section 1-6 | perati 3. SUPPLY PUMP 3.1 Outline (© The supply pump consists primarily ofthe pump body (eccentric eam, ring cam, and plungers), SCV (Suction Control Valve), fuel temperature sensor, and feed pump, © The two plungers are positioned vertically on the outer ring cam for compactness (© The engine drives the supply pump ata ratio of 1:1. The supply pump hes a builtin feed pump (trochoid type), and draws the fuel from the fuel tank, sending it othe plunger chamber (© The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it tothe rail. The ‘quantity of fucl supplied tothe ral is controlled by the SCV, using signals from the engine ECU. The SCV is @ normally opea type (the intake valve opened during de-energization, Rall suction ate = ae presse Injector Discharge Vane Fees pressure Punger Z Hoh pressure Vv tum pressure Retumn Spring Retun_ [ _scv Fuel Overflow — Regulating Valve Feed Pump Ge 1 frome a Intake U ual Filter (with Priming Pump) o00126se|Operation Section " | 17 3.2 Exterior View Diagram 4056 Engine Model Ovorfow to Fuel Tank To Rail From Fuel Tank Fuel Temperature Sensor ooze 4M41 Engine Model Overtiow to Fuel Tank From Fuel Tank To Rail Fusl sev Tomperature Sensor 3.3 Supply Pump Internal Fuel Flow (© The fuel that is drawn from the Fue tank passes through the route inthe supply pump as illustrated, and is fe into the railOperation Section 1-8 | perati [uppy pap ior} (Supply pump interior Regulating vave {Feed pump _} {SGV (Suction ControtValvey] [Discharge valve} t-{_Rail__] Overflow | intake valve Pumping portion (plunger) Fuel tank 3.4 Construction of Supply Pump © The eccentric eam is attached t0 the drive shaft, The eccentric eam is connected tothe ring eam. Cam Shaft aT Eccentric Cam Ring Cam (© As the drive shaf rotates, the eccentric cam rotates eecentially, and the ring eam moves up and down while rotating Plunger: Eccentric Cam cam Shaft a0012326| © The plunger and the suction valve are attached tothe ring cam. The feed pump is connected tothe rear ofthe drive shaftOperation Section peration Sect | 1-9 Plunger A Feed Pump Plunger 8 20012546 3.5 Operation of the Supply Pump © As shown i the illustration below, the rotation ofthe eccentric cam eauses the ring cam to push Plunger A upwards. Due tothe spring Bis pulled inthe opposite direction to Plunger A. As a result, Panger B draws in fuel, while Phanger A pumps it tothe1-10 | Operation Section Suction Valve Plunger A- >| 4 svt unger Plunger A: Finish Compression Plunger B: Finish Intake Plunger A: Begin Compression Plunger B: Begin Intake Eccentric Cam id Ring Cam Discharge Valve Plunger A: Begin Intake Plunger B: Begin Compression Plunger A: Finish Intake Plunger 8: Finish Compression 00012366!Operation Section | 1 4. SUPPLY PUMP COMPONENT PARTS 4.1 Feed Pump © The trochoid type Feed pump, whichis integrated in the supply pump, draws fucl from the fuel tank and feeds it to the two plungers via the fuel filter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. Wit the rotation of the inner rotor, the feod pump draws fuel from its suction port and pumps ut through the discharge port. This is done in accordance with the space that increases and decreases with the movement ofthe outer and inner rotors, Quantity Decrease Cuter Rotor Quantity Decrease (Fuel Discharge) To > Pump Chamber Inner Rotor Intake Port - Discharge From Port Quantity increase Quantity increase Fuel Tank (Fuel Intake) ap0709e| 4.2 SCV ( Suction Control Valve ) © A linear solenoid type valve has been adopted. The inorder t control the quantity of fuel that is supplied to the high-pressure plunger. ‘controls the duty rato (the duration in which curtent is applied tothe SCV), Because only the quantity of fuel that is required for achieving the target ral pressure is drawn in, the atuating load of the supply pump decreases ‘© When current flows to the SCY, variable electromotive force is created in accordance with the duty ratio, moving the eylinder (inte- arated with the armature) tothe left side, and eh ging the opening of the fuel passage to regulate the fuel queatiy © With he SCV OFF, the retum spring contracts, completely opening the fuel passage and supplying fuel tothe plungers. (Full quantity {take and full quantity discharge ~ normally open) (© When the SCV is ON, the force of the retum spring moves the eylinde to the lef, closing the fuel passage (normally open) ‘© By tuming the SCV ON/OFF, feel is supplied in an amount corresponding to the actuation duty ratio, and fuel i discharged by the plunger, Valve body Return Spring Needle valve oooni3e1-12 | Operation Section (1) SCV Opening Small (Duty ON time long - Refer to the "Relationship Between Actuation Signal and Current” Diagram.) + When the opening of the SCV is small, the fuel suction area is kept small, which decreases the transferable fuel volume. Needle valve Small Opening ooo 114 (2) SCV Opening Large (Duty ON time short - Refer to the "Relationship Between Actuation Signal and Current” Diagram.) + When the opening of the SCV is large, the fuel suction area is kept large, which increases the transferable fuel volume, Needle valve Large Opening ooo1se|Operation Section | 1-13 (3) Diagram of Relat nship Between Actuation Signal and Current (Magneto motive Force) smal Sucion Volume Large Sucton Volume ove ‘Actuation [ fsuaton | ore OL ‘Average Current iference 4.3 Fuel Temperature Sensor {© Detects the fuel temperature and sends a corresponding signal tothe engine E 'U, Based on this information, the engine ECU caleu- lates the jection volume corretion that is appropriate for the fuel temperature. <4M41 Engine Model> oootaeee1-18 | Operation Section 7.4 Construction QR Codes: Fi Prossurized Fuel Control Chamber al LO oma Mutiple Hole Filter Command Piston Nozzle Spring Leak Passage 7 Seat Pressurized Fuel Pressure Pin Nozzle Needle 7.5 Operation (© The TWY (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure inthe contral chamber, and the stat and end of injection (1) Non injection + When no current is supplied to the solenoid, the spring fore is stronger than the hydraulic pressure inthe control chamber. Thus, theOperation Section | 1-19 solenoid valve is pushed downward, efectvely closing the outlet orifice, For ths reason, the hydraulic pressure that i applied tothe ‘command piston causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuel isnot injected. (2) Injection + When current is initially applied to the solenoid, the atraction force of the solenoid pulls the solenoid valve up, effectively opening the outlet orifice and allowing fuel to flow out of the control chamber. Af fuel flows out, the pressure in the contol chamber decreases, pulling the command piston up. This eauses the nozzle needle to rise andthe injection to star, «The fuel that flows past the outlet orifice flows tothe leak pipe and below the command piston. "The fuel shat flows below the piston lifts the piston needle upward, which helps improve the nozzle’ o ng and closing response (3) End of Injection + When curtent continues fo be applied othe solenoid, the nozzle reaches its maximum Tif, where the injection rate is also atthe max- jum level. When current to the solenoid is tumed OFF, the solenoid valve falls, causing the nozzle needle to close immediately and the injection to stop, so LeacPessage f=] ToF uel Tank A AL oa eaipo Asiaing fessara mw ectent Hes | Sire Hea | cent Outlet Orfiee 7 “ur Sr Inlet Oritce Conia! Control Contr Chamber Chamber Chamber Pressure. Pressure. Pressure Command Piston J\ SN A Injection Rate Injection Rate Injection Rate Nozzle 2 ll jection Ena of cto 00:24 7.6 QR Codes © Conventionally the whole injector Assy was replaced during injector replacement, but QR (Quick Response) codes have been adopted to improve injector quantity precision4-20 | Operation Section 4056 Engine Mode! ID Codes (30 base 16 characters) LY Base 16 characters noting fuel Bea amy cores S Of Cotes (8.2mm) a2 ES Us J coor24e aut Engine Mode! <4MI41 Engine Model> consist (1) Repair Procedure + When replacing injectors with QR codes, or the engine ECU, itis necessary to record the ID codes in the ECU. (Ifthe 1D codes for the installed injectors are not registered correctly, engine fuilure such as rough idling and noise will res 1). The ID codes will be reg- istered in the ECU at a MITSUBISHI dealer using approved MITSUBISHI tosOperation Section | 1-21 Replacing the Injector "No correction resistance, cannot be detected electrically” Engine ECU * Injector ID code must be registered with the engine ECU 2001396 Replacing the Engine ECU “No correction resistance, cannot be detected electrically" x — Yi injector Ib code must be registred wih the engine ECU Vehicle injectors, 0011246 7.7 Injector Actuation Circuit In order to improve injector responsiveness, the actuation voltage has been changed to high voltae, speeding up both solenoid mag- netization and the response of the TWV. The EDU or the charge circuit in the ECU raises the respective battery voltage to epproxi- 85V, which is supplied tothe injector by signal from the ECU to actuate the injector Common 4 Constant Amperage Circuit of Hep tge Gea tat Injector C4 S210 wos oyna) ‘Actuating Current BHO (No Cylnce) W y 2100 (No Oyler) " Y conn 2486Operation Secon 1-22 | Pera 8. OPERATION OF CONTROL SYSTEM COMPONENTS 8.1 Engine Control System Diagram re = Aeceleratar Peston Sensor Ignition Switeh Signal —————+] Glow Re'ay Starter Signal Vehicle Speed Signa _————+] Battery Voltage —————+] ‘Other Signals —————>} Mitsubishi Diagnosis Too! (MUT-Il) + She ngine ECU sev (Sucton Control Valve) | Fuel Temperature Sensor Rall Pressure Sensor 4 Etectranie Contra! Throttle yindrReeogrton (100 Senso Turbo Pressure Air Mass Flow Sensor Sensor (With Intake Air Temperature) Fuel Tank (NE Sensor) injector Crankshaft Postion Sensor. ‘Coolant ‘Temperature 00012476 8.2 Engine ECU (Electronic Control Unit) ‘© Thos is the command center that controls the fuel injection system and the engine operation in general.Operation Section " | 1-23 Sensor Engine ECU ‘Actuator 6 == 5 Detector|—p |] Calcuiaton |] —p} Actuation 0 9 GEE] | period Calculation Miaximon ijcton Quanity L Engine Speed YOY Individual Cylinder Correction Quantity Speed Correction Injection Pressure Correction Turbo Pressure Correction Intake Air Temperature Correction Atmospheric Pressure Correction Engine Speed —e 00012526 10.3 Set Injection Quantities (1) Basic Injection Quantity + This quantity is determined by the engine speed and the accelerator opening. With the engine speed constant, ifthe accelerator opening in 1e speed rises, the injection quantity de- eases, the injection quantity increases; withthe accelerator opening constant, i theOperation Section | 1-29 Accelerator Opening 6 Engine Speed “cmon (2) Maximum Injection Quantity + This is determined based on the basic maximum injection quantity determined by the engine speed, and the added corrections for in- take air pressure Basic Maximum Engine Spoed (3) Starting Injection Quantity + When the starter switch is sumed ON, the injection quantity is aleulated in accordance withthe starting base injection volume. The base injection quantity andthe inclination ofthe quantity inerease‘decrease change in accordance with the water temperature and the engine speed Water temperature | Base injection quantity Starter ON time Injection quantity STAION Start (4) Idle Speed Control (ISC) System «This system controls the idle speed by regulating the injection quantity in order to match the actual sped to the target speed calculated by the engine ECU.4-30 | Operation Section Conditions for Start of Control Control Conditions Accelerator Opening, Coolant Temperature Target Speed Vehicle Speed Air Conctioner Load Caleuiaton Gear Position injection 8 (C coolant Temperature )——]| — Canty fee |] 3. Correction Sze Air Conditioner SW) el 2 5 t 333 ze S Noural Sw pl] 28 on J—>| comparson| <—| Speed on01264e + The target speed varies, depending on the ON/OFF state of the air conditioner and the coolant temperature, [Target speed] 800: “AIC ONIOFF Engine speed (rpm) 2 Coolant water temperature (°C) (5) Idle Vibration Reduction Control + Inorder to reduce vibration durin Idling, che angular (time difference berween A and B [Cand D) speed of each cylinder is detected using the speed pulse signa roc nrol the injection quantity of each eylinder. As @ result crank angle speed becomes more uniform and smoother engine operation is achieved.Operation Section " | 1-31 Speed Pulse Cynder #1(84) | Cylinder #249) A 8 D ata) (a4) (023. Pulser 360°CA (Make the At forall the cylinders equal.) .9001255e| Control Diagram m8 4 ” "1 #3 4 #2 Crank Sa | WN oO Speed —— Crankshaft Angle Correction ———> Crankshaft Angle 20012506Operation Secon 1-32 | Pera 11. FUEL INJECTION TIMING CONTROL 11.1 Ouline (© Fuel injection timing is controlled by varying the timing in which current is applied tothe injectors 11.2 Main and Pilot Injection Timing Control (1) Main Injection ig «The engine ECU caleulates the basic injection timing based onthe engine speed and the fins! injection quantity, and adds various types of corrections in onder to determine the optinsl main injection timing (2) Pilot Injection Timing (Pilot Interval) + Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The pilot interval is ealculated based on the final injection quantity, engine speed, coolant temperature, ambient temperature, and atmospheric pressure (map corsction). The pilot interval atthe time the engine is started is ealoulated from the coolant temperature and engine speed. Main Injection TopDeed center 1Dc) Pitot Injection \ \ IntervalOperation Section | es (3) Injection Timing Calculation Method Ti] Outline of Timing Control ° 1 Actual TOG Neuse PLU J Pilot Injection 4] Tt Main injection Nozzle Needle Lift A v\ [tain eton Ting Pilot Injection Timing [2] Injection Timing Calculation Method Engine Speed —-| Basic Injection — Main injection Injection Quantity —»} Timing Corections Timing pegae Bagge Benge sai* coma 11.3 Microinjection Quantity Learning Control (1) Outline + Quantity learning control is used in every vehicle engine (injector) to preserve the accuracy of quantity (speci ally, pilot injection quantity) ‘This type of control is fist performed when shipped from the factory (L/O), and later is automatically performed every time the vehicle runs a set distance (for detail, see item " Because of quantity learning contol, the accuracy of each injector ean be preserved not only initially, but also a deterioration in injection occurs over time. As a result of this learning, correction values are recorded in the ECU, During normal driving operations, this correction value is used to make modifications to injection commands, resulting in ac- curate microinjection. (2) Learning Operations + For every two no load, idle instability conditions established (See chart "A" below) quantity Ieaming takes place. In addition, its also possible to perform quantity learning control manually asa diagnostic tolOperation Section 1-34 | Manual Learning Operations (as a Diagnostic Too!) a) Establishment of L Number of IG OFF Occurrences Leaming Operations 1. Vehicle Running Distance 1 Injection Quantity Deterioration Over Time Judgment No Load Idle Instability Condition 0001250 (3) Operational Outline + Leaming control sends ISC (target speed correction quantity) and FCCB (eylinder-o-cylinder correction quantity) feedback based on engine speed to apply injection control. The correction quantity is added to each eylinder based on ISC and ECCB correction infor- ‘mation, The corrected injection quantity is then calculated, ‘Through the use of quantity leaming control, injetion is divided ino $ injetions. In this state the value for ISC and FCCB corrected injection quantity that has been divided into five injection is calculated asthe "learning value". 2nd Cylndee ——‘W@_____ a 4 lnder- —________/%&___ BB -1SC Correction Portion ¥v Fee Goecton Porton 1st Cylinder - Ast Cylinder 2nd Cylinder 3rd Cylinder 4th Cylinder = a sc Foo8 Correction + Correction DA NAA _DA A > Portion ; Porton. Leaming o001251e|Operation Section | 1-35 12. FUEL INJECTION RATE CONTROL 12.1 Outline (© While te injection sate increases withthe edoption of high-pressure ful injection, the ignition lag, which i the delay from the time fue is injected to the beginning of combustion, cannot be shortened to less than a certain value, As a result, the quantity of fue that is injocted until main ignition occurs increases, resulting in an explosive combustion atthe time of main ignition. ‘This increases both NOx and noise, For this reason, pilot injection is provided to minimize the initial ignition rate, prevent the explosive first-stage com- bustion, and reduce noise aad NOx. Normal Injection Pilot Injection Injection Rate / Large First-stage Combustion |< ‘Small First-stage (NOx and Noise) eombuston Heat Release Rate i_—1__j__1- 0 TOG 20 40 20 Toc 20 40 Crankshaft Angle (deg) —>= Crankshaft Angle (deg)——>Operation Secon 1-36 | Pera 13. FUEL INJECTION PRESSURE CONTROL 13.1 Fuel Injection Pressure (© he engine ECU determines the fue injection pressure based on the fi injection quantity and the engine speed, The fuel injection pressure at the time the engine is started is calculated from the coolaat temperature and engine speed. Pressure Final Injection Quantity Pump Speed o0009576Operation Section | 1-37 14, DIAGNOSTIC TROUBLE CODES (DTC) 14.1 About the Codes Shown in the Table (© The "SAE" diagnostic rouble code indicates the code that is output through the use ofthe STT (WDS). (SAE: Society of Automotive Engineers) 14.2 Diagnostic Trouble Code Details © The DTC chart below is common tothe 4DS6/4M41 model, However, DTC number "P1210" is only for use with the 4DS6 2WD mod- el engine. Dre Diagnostic tem | Diagnostic Classifica-] Malfunctoning Pat] Light Remarks Number tion oN (SAE) POTS | Speed-G phase gap [Pulse system malfunc- | Crankshaft position sen-| Ves malfunction tion sor, eylinder recognition P0072 | Iniake manifold tem-| Open circuit detection | Intake temperature sensor | No perature sensor-low | (+B short, ground shor, open) 007s [Intake manifold tem-| Open circuit detection | Intake temperature sensor | _ No perature sensor-high | (+B short, ground short, open) ooss | Rail high pressure | Fuel pressure control | Injector Yes abnormality system abnormality 008s | SCV stuck diagnosis | Fuel pressure conteol | Supply pump Yes system abnormality P0093 _| Fuel leak Fu leak Fuel piping Yer P0102 | Airflow sensor-low | Open circuit detection | Air Flow Sensor No B_ short, ground short, open) P0103 | Aisflow sensor-bigh Open cireuit detection | Air Flow Sensor Ne (B short, ground short, open) P0106 | Turbo pressure sensor | Seasor characteristic | Turbo pressure sensor Yew characteristic abnor- | abnormality rmality oid’ Turbo pressure sensor | Open circuit detection | Turbo pressure sensor Yes low CB short, ground short, open) P0108 | Turbo pressure sensor -| Open circuit detection Yes igh (B short, ground | Turbo pressure sensor short, opOperation Secon 1-38 | Pera DTC. Diagnostic tem | Diagnostic Classifica-] Malfunctioning Pat | Light Remarks Number tion oN (SAE) POLI2 [Intake temperature | Open circuit detection | Intake temperature sen-| Yes sensor -low (B_ short, ground | sor (AFS) short, open) POIs [Intake temperature | Open circuit detection [Intake temperature sen-| Yew sensor -high (B_ short, ground | sor (APS) short, open) POLIT | Coolant temperature | Open circuit detection | Coolant temperature Yes sensor - low (B short, ground | sensor short, open) POLIS | Coolant temperature | Open circuit detection | Coolant temperature Yes sensor = hig! (B short, ground | sensor shor, open) P0122 | Electronic control] Open circuit detection | Electronic control throttle {hrotle - low (B short, ground short, open) P0123 | Invake valve sensor - Open circuit detection | Electronic control throttle | Yes high (B short, ground short, open) P0182 | Fuel tomperature sen-| Open circuit detection | Supply Pump Yes sor- low @B shor, ground short, open) oIss | Fuel somperature sea-| Open cient detection | Supply Pump Yes sor high (B short, ground short, open) POI] | Rail pressure sensor | Sensor characteristic | Rail Yes characteristic abnor- | abnormality ality P0192 | Rail pressure sensor | Open circuit detection | Rail Yes (time) low B short, ground short, open) P0193 | Rail pressure sensor | Open circuit detection | Rail Yes (time) high (B short, ground short, open) 0201 | TWV 1 (Nol eylin-[ Injector actuation | Injecto Yes et) actuation systom | abnormality open cireuit P0202 | TWV 4 (No2 cylin-| Injector actuation | Injecto Yes det) actuation systom | abnormality open cir 0203 | TWV 2 (No cylin-| Injector actuation | Injector Yee er) actuation system | abnormality open circuit p02 — | TWV 3 (Nod cylin-[ injector actuation | Injector Yee det) actuation system | abnormality ‘open circuitOperation Section 1-39 DTC. Diagnostic tem | Diagnostic Classifica-] Malfunctioning Pat | Light Remarks Number tion oN (SAE) P0219 | Engine overrun abnor-| Engine abnormality | Engine Yes ality P0234 | High boost abnormal-| Engine abormality | Engine Yes ity diagnosis P0301 | Injector funetion (non - | Injector actuation abnor | Injector Yew injeotion) 1 mally P0302 | Injector funetion (aon | injector actuation abnor | Injector Yes injection) 2 mally P0303 | Injector function (aon - | Injector actuation abnor | Injector Yes injection) 3 mally P0304 | Injector function (non - | Injector actuation abnor | Injector Yes injection) 4 mally P0335 | Nospeed pulse input | Pulse system malfine- | Crankshaft position sea-[ Yes P0336 | Abnormal speod pulse | Pulse system malfune- | Crankshaft position sen- [Yes number tio sor P0340 | NoG pulse input | Pulse system malfune- | Cylinder recognition sen- | Yes possi | Cylinder Pulse system malfune- | Cylinder recognition sea-| Yes sensor pulse number | on sor abnormality po40s — [EGRIfsensor-low | Open circuit detection | EGR valve No (OB short, ground short, open) P0406 [EGRIR sensor-high | Open circuit detection | EGR valve No (B short, ground shor, open) 0s02 | Vehicle speed Palse system malfune- | Vehicle speed sensor Yee abnormality -low | tion Osis | Immobilizer authenti- | Neswork Network Yes POSS] | Power Steering Switch | Power Steering Switch | Power Stecring Switch Yes ON malfuncion malfuncion 0603 | EEPROM abnormality | Engine ECU internal | Engine ECU Yes cirouit memory deview 0604 | RAMabnormality | Engine ECL Engine BCU Yes 060s | Engine ECU fash- Yes . ingine ECU Engine BCU ROM abnormality P0606 [Engine ECU CPU] Engine ECU Engine BCU Yes abnormality (main IC abnormality) 0607 | Engine ECU abnor- | Engine ECU Engine ECU Yes rmality (monitoring IC abnormality)1-40 | Operation Section DTC. Diagnostic tem | Diagnostic Classifica-] Malfunctioning Pat | Light Remarks Number tion oN (SAE) POG | SCV actuation system | Fuel pressure control | Supply pump Yer abnormality system abnormality 0629 | SCV-¥B short Fuel pressure conteol | Supply pump Yes system abnormality O60 | VIN wot registered in [Engine ECU write | Engine (IN| Yes | VIN stands for “Vehic Engine ECU defect serie) cle Identification Num= ber”, If this DIC code is detected, rewrite the VIN to the Engine ECU. This docs not mean that engine ECU is malfunctioning. Do not replace the engine ECU P0638 | Invake thrortle valve] Actuator malfunction | Blectronic control trowtle | Yes stuck P0642 | Sensor - voltage 1 low | Engine ECU Engine BCU 0643 | Sensor - voltage 1 high | Engine ECU Engine ECU 0652 __| Sensor - voltage 2 low | Engine ECU Engine BCU Yes 0653 __| Sensor - voltage 2 high | Engine ECU Engine BCU Yes i203 | Low charge Tagine ECU Tagine ECU Yee i204 | Over charge Engine ECU Engine ECU Yee P1272 | PIL open valve abnor- | Fuel pressure contol | Rail Yes ality system abnormality i273 | Single pump abnor-| Fuel pressure control | Supply pump Yes [In the event that the ality diagnosis system abnormality ‘vehicle runs out of gas, "pI27s" may be detected when the vehicle is restate. When "P1273" is dis- played, the user should verify whether oF not there is gas in the vehi= ole Do not replace the pump assy. if it has ‘been verified that the vehicle has run out of as. Remove the air fiom the fue, and erase the code using the MITSUBISHI MUT IIL Aiagnosis tot 1274 | Pump protective fill] Fuel pressure control | Supply pump Yes plug system abnormalityOperation Section 1-41 DTC. Diagnostic tem | Diagnostic Classifica-] Malfunctioning Pat | Light Remarks Number tion on (SAE) PI27S | Pump exchange fill] Fuel pressure control | Supply pump Yer plug system abnormality Pies | QR data Engine ECU Engine ECU Yes abnormality PI66 [QR daw failure to] Fagine RU Engine ECU Yew write to dise malfune- P2118 | DC motor over current | Actuator malfunction | Electronic control thrattle | Yew abuormality P2122 | Aceslerator sensor ] Open circuit detection | Accelerator position sea- | Yes low GB shor, ground | sor short, open) P2123 | Accelerator sensor-1 ] Open circuit detection | Accelerator position sen- | Yes high final (CB shor, ground | sor short, open) P2124 | Accelerator sensor-1 ] Open cireut detection | Accelerator position sex- [No high CB shor, ground | sor short, open) P2127 | Accelerator sensor-2 Open cireuit detection | Accelerator position low GB shor, ground | sor short, open) P2138 | Accelerator sensor [Open cireuit detection | Accelerstor position Yes duplicate malfimetion | (+B short, ground | sor high short, open) Accelerator sensor - [Open citeuit detection | Accelerator Position Sen-| Yes duplicate malfimetion | (+B — short, ground | sor low short, open) ‘ACCP characteristic | Sensor characteristic | Accelerator Position Sen- | Yes abnormality abnormality sor P2146 Common 1 system/Injector actuation | Injector , Wire harness or [Yes open cireuit abnormality Engine BCU P2147 [COMI TWV actua-|injector actuation | Injector, Wire hamess or [Yes tion system ground | abnormality Engine ECU short P2148 [COME TWV actua-|Injestor actuation | Injector, Wire harness or | Yes tion system +B short | abnormality Engine ECU P2149 [Common 2 system|Injector actuation Yee open eireuit abnormality 2228 | Atmospheric pressure | Open circuit detection | Engine ECU Yes sensor = low B short, ground short, opea) 2229 | Atmospheric pressure | Open circuit detection | Engine ECU Yes sensor -high CB short, ground short, opea)1-42 | Operation Section DTC. Diagnostic lem | Diagnostic Classifica-] Mallunctioning Pan] Light Remarks Number tion oN (SAE) EGR feedback abnor- | Actuator malfunetion | EGR valve No ality UDOTS [CAN bus OFF enor _ | Network Network No UDIOL CAN time out flag | Nerwork Network No rans) UDIO2 [CAN time out flag | Nerwork Network No esp) UDIO9 [CAN time out flag | Nework ‘Network No (ETACS) UDIT [CAN time out flag | Network Network No Gmmobilizer) UDI90 [CAN communication | Network Network NeOperation Section | 1-43 15.1 Engine ECU External Wiring Diagram (© Te wiring diagram below i common tothe 4DS6/4MG4I model {BaGIBATT | (RvoCs] Asa}* Crankshaft (eee) ([Nex_[aas} Position [Ne-—[aes} Sensor 7 AVCCA ARS 2 inder FANRea@y| [A7[crave) CIR Roowmvnon iar ay Tass) Sensor Constenno| faze [ASR] oy Pap2 SSH SO — [Foe Se Body Earn BU6[CAN [PROS] ATap}\ fp conta Swen} S{ABSTAVCCE] [yrREVSvI|B20}*51—[Reverse nit swith J+ i eo SSOIETCS | GTSTEN] BTS} | [rar shin Swtch [Electronic ——"[B37 ETC - J VBATT Twatte | J “clear Conrol [2 a. {BOB [ETOP-A Postion Seer [Rvect] BOT} 4 fl i ‘ | ecr |{*poseces) es_[e02 J Re ' — ocMor| | 8 faoviecR-—] festawo| Bos} —| { : Starer | =a Ls (ASSIEGRLFT] i H i EGR Si ws ! : jor E AVC? BOS} i Moor | postin Le Tae eam | iI ma ! Da ‘Sensor se] B70} | ' S“{Bis[STASW] — fpszeno] BIT)" UY i i : 2” [E2O1SSH_] ; SOVE] ATO} | #|(sucton Gott va “8 [RS7[GROWR] [SCV ATE e masa Glow Plug Relay (aR ara} i Temperature Sensor} T Caeser) CE Fue Tenperaiure Senso £ {genes usta | CaRRIN [Fecho water Crk 1b Pt ——— BepITACHO | [pean ABT}'*| —[Gootant Temperature Sensor} itcle Speed Sensor “BTS ]SpO Body * THWRTNY ATO} Earth 00015186Operation Section 1-44 | [—linjector Drive (#1 Cylinder) -o[Ao4[coumon’) [PFUELTTA48]} , [Ras 2 Rall Pressure Sensor Ss faazirwvi | [ANGCETABS} (Pe Sensor) | wurst Pervet Rn] A68 | a ries ive 8 Cynder} #(AOsTemm] e {germ ) pecs |. TF _ {azstrwve | [soost [as2|—}-2! ———rurbo Pressure Sensor injectors Drive (#4 Cylinder) | (soostan[ art] 2 | pa (mols | BEeLASSHT lato, c atria] t pines] [awe [asa] Aifiow Sensor [aut atTars}—* ‘| ‘AOAIP-GND. *[aos[P-GND_] Pt *_[B33]G-GND } Body Earth 20015206 15.2 Engine ECU Connector Diagram © the connector diagram and terminal below are common tothe 4D56/4M41 model 5 8 =o BOS , ane ; . a=] iE reel el | ala feted ia Ae & YZ Zwei resonated | | belle foal A cusszte ‘Terminal Connections (1) Ne_[_Pin Symbor Sarai Nae [Ne [Pin Symbol Slanai Name ‘01 | PGND Power Ground an [= = aa [= = an [ACiSW Air Conon 1 Sol 03 [PGND Power Grom an [— = nos [coMMONT | NWI BATT ae [= = Ao [COMMON | NUWRIB Bar as |= = noe |= = ne |W Tagine Warning gh nat | Far: FORDE Mer A [— = Age [FOR Bor-Demer@ ale |= = x09 [= = ap |= = mio [Sev Sasion Conol vane a2” |— =Operation Section | 1-45 Terminal Connections (2) No._[ Pin Symbol Signal Name No._[ Pin Symbol Signal Name ass [— — Aa Twa Injection 4 Drive (#2 Cylinder) — [as7_[— = AD ass [— = Ae as [— = rwv2 Injection 2 Drive (#3 Cylinder) Aza neo |— = as [= = ag [— = a2 [ACR ‘Air Conditioning Relay aa [— = AaT_[CFANR _[FANReay ae [ACC Rail Pressure Sensor Source ae [— = Aw [Aces Turbo Pressure Sensor Source (SV) An _[SCV- Suction Control Valve Aes _ [NE ‘Crankshall Position Sensor Ground a0 [— = a66 [G- Cylinder Recognition Sensor Ground at [= = ag [— = an [— = 68 [PFUBL RIN | Rail Pressure Sensor Earth as fo = 6) [THERIN | AirTemperatare Sensor, Puel Temper ature Sensor Earth aw fo = ‘A70__[THWRIN | Coolant Temperature Sensor Earth as [— = ATi_ [BOOST RIN | Turbo Pressure Sensor as [— = ‘A72_ [EGRLIRRIN | EGR Postion Sensor Earth Aa [GtowR Glow Plug Relay ‘A73_[AMERIN | Airflow Sensor Earth Ase [Glows Giow Liste ATé [EXTARIN | Air Temperature Sensor Earth OwiFAS) ae [— = ais [— = aa [Tw Injection 3 Drive (4 Cylinde) _-[A76_ | — = aa [TWs Injection 3 Drive (4 Cylindesy [AT [— = aa [Tw Injection | Drive @ Cylindes)_-[A78_[— = aaa [TW Injedion | Drive @ Cylinden) _[A19_ [THA ‘Ais Temperature Sensor Ati [AVCCS | Crnishon Position Seasor BATT [ARO [— = ‘Aas [ACCA __ | Cylinder Recognition Sensor BATT | AST [— = Aas [NEW Crankaal Postion Sensor BOL [A-VCCI [Accelerator Postion Sensor (Main) Source aat_[a Cylinder Recognition Sensor oz [APst ‘Accelerator Position Sensor (Main) ‘Aas [PFUEL1 [Rail Pressure Sensor(PeSensor) [B03 [APSTGND | Accelerator Position Sensor (Main) arth aw [— = oa [— = aso [THF Fuel Temperature Sensor B05 Electron Throttle Control (Main) Ast_[THW Coolant Temperature Sensor Boe CANT. (WiResisien) As2_ [Boost Turbo Pressure Seasor por [— = ‘AS3_[EGRLIFT | EGR Position Sensor pos [— = ast [AMF Airflow Sensor B09 [A.VCC2 | Acsslerator Postion Sensor (Sub) Source ‘ASS [EXT-ACIMP | Air Temperature Sensor (WAFS) [BIO _[APS2 ‘Accelerator Postion Sensor (Sub)1-46 | Operation Section Terminal Connections (3) No._[ Pin Symbol Signal Name No._| Pin Symbol Signal Name BIl_ | APS2GND_| Accoleator Postion Sensor (Sub) | B26 | 1G-SW Tanition Switch Earth Biz = wr [— = Bis = me [— = Bid [CANLH | CANT (WiResister) Be | = BIS = Bao | PSSW Power Steering Switch Bis [SD Vehicle Speed Sensor Bi [— = Bi? = mm [— = Bis [STASW _ | StanerSwitch B33 [COND [SiG Gound Bid _ | MTISTSW_ | Ist Shit Switch Bae = #20 [MTREVSW [Revere ais [ETC lecronie Throttle Control Motor (+) mi = Bef = B22 = Bi? ‘| ETC. Electronic Throttle Control Motor () B23 = Bas | BP Basery B24 | REL Conol (ECCS) Relay wi] BI9 | — = pIope) B25 [TACHO _| Tacho me Bao | BATT. Batery (Back-up, W/Moritor)Published : June, 2005 Edited and published by: DENSO INTERNATIONAL THAILAND Field Technical Service Department 369 Moo 3 Teparak Rd. Muang Samutprakarn Thailand