Sec6E 4JH1

Engine Control System (4JH1) 6E-1
ENGINE
Engine Control System (4JH1)
TABLE OF CONTENTS
Specifications ....................................................... 6E-3 P0381 (Symptom Code 8) (Flash Code 67) ... 6E-117
Temperature vs Resistance .............................. 6E-3 P0400 (Symptom Code 3) (Flash Code 32) ... 6E-119
Altitude vs Barometric Pressure........................ 6E-3 P0400 (Symptom Code 4) (Flash Code 32) ... 6E-122
Schematic and Routing Diagrams........................ 6E-4 P0400 (Symptom Code 5) (Flash Code 32) ... 6E-125
Vacuum Hose Routing Diagram........................ 6E-4 P0400 (Symptom Code 8) (Flash Code 32) ... 6E-128
Engine Controls Schematics ............................. 6E-5 P0500 (Symptom Code 1, A) (Flash Code 24)
Ground Distributions ....................................... 6E-15 ......................................................................... 6E-130
Component Locator............................................ 6E-16 P0500 (Symptom Code B) (Flash Code 24) ... 6E-132
Engine Controls Component Views ................ 6E-16 P0560 (Symptom Code 1) (Flash Code 35) ... 6E-136
Engine Control Module (ECM) Connector End Views P0560 (Symptom Code 2) (Flash Code 35) ... 6E-138
......................................................................... 6E-18 P0560 (Symptom Code A) (Flash Code 35) ... 6E-140
Engine Controls Connector End Views ........... 6E-20 P0561 (Symptom Code A) (Flash Code 18) ... 6E-142
Diagnostic Information and Procedures ............. 6E-26 P0561 (Symptom Code B) (Flash Code 18) ... 6E-144
General Service Information ........................... 6E-26 P0602 .............................................................. 6E-145
Tech 2 Scan Tool ............................................ 6E-27 P0606 (Symptom Code A, B) (Flash Code 28)
Tech 2 Data List .............................................. 6E-28 ......................................................................... 6E-146
Tech 2 Data Definitions................................... 6E-29 P0645 (Symptom Code 4) (Flash Code 46) ... 6E-147
Tech 2 Output Controls ................................... 6E-32 P0645 (Symptom Code 8) (Flash Code 46) ... 6E-150
Breaker Box .................................................... 6E-32 P0703 (Symptom Code A, B) (Flash Code 25)
Engine Control System Check Sheet.............. 6E-33 ......................................................................... 6E-152
Diagnostic Starting Point – Engine Controls ..... 6E-34 P0704 (Symptom Code 6) (Flash Code 57) ... 6E-156
Diagnostic System Check – Engine Controls.... 6E-34 P1105 (Symptom Code 1) (Flash Code 86) ... 6E-159
Tech 2 Does Not Power Up ............................ 6E-36 P1105 (Symptom Code 2) (Flash Code 86) ... 6E-160
Lost Communication with The Engine Control Module P1110 (Symptom Code 4) (Flash Code 72) ... 6E-161
(ECM).............................................................. 6E-37 P1110 (Symptom Code 8) (Flash Code 72) ... 6E-164
Engine Cranks but Does Not Run ................... 6E-40 P1120 (Symptom Code 1) (Flash Code 21) ... 6E-166
Diagnostic Trouble Code (DTC) List ............... 6E-43 P1120 (Symptom Code 2) (Flash Code 21) ... 6E-169
P0100 (Symptom Code 7) (Flash Code 65) ...... 6E-61 P1120 (Symptom Code 7) (Flash Code 21) ... 6E-172
P0100 (Symptom Code B) (Flash Code 65)...... 6E-65 P1120 (Symptom Code D) (Flash Code 21)... 6E-176
P0100 (Symptom Code C) (Flash Code 65) ..... 6E-68 P1120 (Symptom Code E) (Flash Code 21) ... 6E-179
P0110 (Symptom Code 2) (Flash Code 23) ...... 6E-74 P1173 (Symptom Code 7, A) (Flash Code 22)
P0115 (Symptom Code 1) (Flash Code 14) ...... 6E-76 ......................................................................... 6E-184
P0115 (Symptom Code 2) (Flash Code 14) ...... 6E-79 P1335 (Symptom Code A) (Flash Code 43) ... 6E-185
P0180 (Symptom Code B) (Flash Code 15)...... 6E-81 P1345 (Symptom Code A) (Flash Code 41) ... 6E-188
P0215 (Symptom Code A) (Flash Code 52)...... 6E-82 P1520 (Symptom Code A) (Flash Code 47) ... 6E-189
P0215 (Symptom Code B) (Flash Code 52)...... 6E-84 P1520 (Symptom Code B) (Flash Code 47) ... 6E-191
P0215 (Symptom Code C) (Flash Code 52) ..... 6E-86 P1576 (Symptom Code 4) (Flash Code 71) ... 6E-194
P0215 (Symptom Code D) (Flash Code 52) ..... 6E-89 P1576 (Symptom Code 8) (Flash Code 71) ... 6E-197
P0216 (Symptom Code A,B) (Flash Code 54) .. 6E-90 P1605 (Symptom Code C, D, E) (Flash Code 55)
P0251 (Symptom Code 6) (Flash Code 53) ...... 6E-94 ......................................................................... 6E-199
P0251 (Symptom Code 7) (Flash Code 53) ...... 6E-96 P1625 (Symptom Code A) (Flash Code 76) ... 6E-200
P0251 (Symptom Code 9, A, B, D) (Flash Code 53) P1625 (Symptom Code B) (Flash Code 76) ... 6E-202
........................................................................... 6E-99 P1630 (Symptom Code A, B) (Flash Code 51)
P0251 (Symptom Code E) (Flash Code 53).... 6E-101 ......................................................................... 6E-204
P0335 (Symptom Code B, D) (Flash Code 43) P1650 (Symptom Code A) (Flash Code 44) ... 6E-206
......................................................................... 6E-103 P1650 (Symptom Code B) (Flash Code 44) ... 6E-209
P0335 (Symptom Code E) (Flash Code 43).... 6E-107 P1651 (Symptom Code A, B) (Flash Code 45)
P0380 (Symptom Code 4) (Flash Code 66) .... 6E-109 ......................................................................... 6E-210
P0380 (Symptom Code 8) (Flash Code 66) .... 6E-112 P1690 (Symptom Code 4) (Flash Code 77) ... 6E-213
P0381 (Symptom Code 4) (Flash Code 67) .... 6E-114 P1690 (Symptom Code 8) (Flash Code 77) ... 6E-216
6E-2 Engine Control System (4JH1)
Glow Control System Check ......................... 6E-218
Symptoms – Engine Controls........................... 6E-221
Symptoms – Engine Controls........................ 6E-221
Intermittent Conditions .................................. 6E-222
Hard Start...................................................... 6E-224
Rough, Unstable, or Incorrect Idle And Stalling
...................................................................... 6E-226
Cut Out, Misses............................................. 6E-228
Surges/Chuggles........................................... 6E-230
Lack of Power, Sluggishness, Sponginess..... 6E-232
Hesitation, Sag, Stumble............................... 6E-234
Fuel Knock/Combustion Noise...................... 6E-237
Poor Fuel Economy....................................... 6E-238
Excessive Smoke (Black Smoke) ................. 6E-240
Excessive Smoke (White Smoke) ................. 6E-241
Repair Instructions ........................................... 6E-243
Engine Control Module (ECM)
Replacement ................................................. 6E-243
Service Programming System (SPS) Description
...................................................................... 6E-243
Service Programming System (SPS)
(Remote Procedure)...................................... 6E-244
(Pass-Thru Procedure).................................. 6E-246
Accelerator Pedal Position (APP)
Sensor Replacement..................................... 6E-246
Crankshaft Position (CKP) Sensor Replacement
...................................................................... 6E-247
EGR Solenoid Valve Replacement ............... 6E-247
Engine Coolant Temperature (ECT)
Mass Air Flow (MAF) / Intake Air Temperature (IAT)
Vehicle Speed Sensor (VSS) Replacement ... 6E-249
Description and Operation ............................... 6E-250
Engine Control Module (ECM) Description ... 6E-250
Engine Control Component Description........ 6E-251
Fuel Injection System Description................. 6E-254
Low Pressure Fuel Circuit Description ........... 6E-256
High Pressure Fuel Circuit Description .......... 6E-258
Timing Control Device Description................. 6E-260
Exhaust Gas Recirculation (EGR)
System Description ........................................ 6E-263
Turbocharger Description............................... 6E-264
Special Tools and Equipment ........................... 6E-265
Special Tools and Equipment ........................ 6E-265
Specifications
Temperature vs Resistance Altitude vs Barometric Pressure
Engine Coolant Temperature vs. Resistance
Barometric
°C °F Ω Altitude Measured Altitude Measured Pressure
Temperature vs. Resistance Value (Approximately) in Meters (m) in Feet (ft) Measured in
Kilopascals (kPa)
120 248 120
Determine your altitude by contacting a local weather
110 230 160 station or by using another reference source.
100 212 200 4267 14000 56-64
90 194 260 3962 13000 58-66
80 176 350 3658 12000 61-69
70 158 470 3353 11000 64-72
60 140 640 3048 10000 66-74
50 122 880 2743 9000 69-77
40 104 1250 2438 8000 71-79
30 86 1800 2134 7000 74-82
20 68 2650 1829 6000 77-85
10 50 4000 1524 5000 80-88
0 32 6180 1219 4000 83-91
-10 14 9810 914 3000 87-98
-20 -4 16000 610 2000 90-98
-30 -22 27000 305 1000 94-102
0 0 Sea Level 96-104
Intake Air Temperature vs. Resistance
-305 -1000 101-105
°C °F Ω
Temperature vs. Resistance Value (Approximately)
100 212 190
90 194 240
80 176 320
70 158 430
60 140 590
50 122 810
40 104 1150
30 86 1650
25 77 2000
20 68 2430
10 50 3660
0 32 5650
-10 14 8970
-20 -4 14700
Schematic and Routing Diagrams

Vacuum Hose Routing Diagram
2 3
N6A3884E
Legend
1. Vacuum Pump (part of ACG) 3. EGR Valve
2. Vacuum Hose 4. EGR Solenoid Valve
P-3 P-1
2L
30BLK 8BLK
SBF-3
SBF-1 SBF-2 GLOW Fuse & Relay Box
MAIN KEY 60A (Behind the Cab)
Battery
100A 50A
3
30 8 WHT/
P-4 P-2 BLK WHT/ BLU
BLK 1 H-7
Power Distribution (1)
2 H-6
P-5 3
0.5 Glow Relay
BLK/ 0.5 WHT/
YEL BLK/ BLU
Starter 8
WHT/ YEL 2 B-67
BLK
3 2 X-11
Engine Controls Schematics
OFF
3 Charge ST Ignition
WHT/ Relay ON ACC Switch
BLK
5 4 X-11
0.5 3 B-67
3 0.5 WHT/ Relay Box
Starter
WHT/ WHT/ BLU (Instrument
Relay
BLK RED Panel)
ACG
1 2 X-12 0.5 0.5 3
BLK/ BLK/ BLK/
YEL YEL BLU
Heater
A/C Relay
2 5 4 X-12 Fuse &

WHT/ Relay Box
BLK 0.5 (Glove Box)
3
BLK
BLU
2
BLK
F-9 F-8 F-5 SBF-25 Fuse &
F-1 3
ENG.(B2) ENG.(B1) STOP LIGHT HEATER Relay Box
AIR CON BLK
15A 15A 10A 30A (Glove Box)
10A
5
BLK
3 B-7
BLK/ 0.5 Headlight
0.85 2 ECM
YEL GRY/ Bracket
BRN BLU W/S-M
YEL
3 3
BLK/ BLK/
YEL YEL
ECM Main Data Link Brake A/C A/C Meter

Relay Connector Switch Thermo Thermo
Relay Relay
N6A3862E
6E-5
8BLK
Battery 6E-6
SBF-2 SBF-4
SBF-1 SBF-8 SBF-9 SBF-3
KEY HEAD
MAIN STARTER ABS GLOW
50A LAMP
100A 60A 60A 60A
30A
3
WHT/ 2 H-6
BLU
Fuse & Relay Box
1 H-7 (Behind the Cab)
Power Distribution (2)
3
WHT/
BLU
F-25
3 F-27 F-26
MARKER
WHT/ RR FOG COND.FAN
LAMP
BLU 10A 15A
15A
2 B-67
Glow Plug
Relay
OFF
ST Ignition
ON ACC switch
3
4 3 1 B-67 WHT/
BLU
Heater Heater
3 Relay Relay
BLK/
YEL W/S-G W/S-H
W/S-A 2BLK/YEL
0.5 3 3 2
BLK/ WHT/ WHT/ WHT/
YEL BLK BLK BLK
5 2 X-1
Key ON
Relay
3 1 X-1 Fuse &

3 Relay Box
BLU (Glove Box)
F-15 F-12 F-11 F-10 SBF-26 F-4 F-5 F-8 F-9 F-19
F-22 F-16 F-20 0.5
AUDIO(IG), H/LAMP TURN FRONT WIPER & POWER AUDIO (B), STOP ENG. ENG. HORN,
STATER METER ABS(IG) BLK
CIGAR LIGHTER LEVEL LIGHT WASHER WINDOW DOOR LOCK LIGHT (B1) (B2) HAZARD
10A 10A 10A
15A 10A 10A 15A 30A 15A 10A 15A 15A 15A
N6A3863E
P-3 P-1
30BLK 8BLK P-2 Refer to
Power Distribution
2L
Battery SBF-2 SBF-8
KEY STARTER
F-16 Fuse & 50A 60A
METER Relay Box Fuse & Relay Box
10A (Glove Box) 3 (Behind the Cab)
P-4 P-2 WHT/
BLU
P-5 3
W/S-M WHT/
BLU
1 H-7
Starting and Charging System
0.5 0.5 8 Fuse &

BLK/ BLK/ WHT Relay Box
YEL YEL Refer to (Glove Box)
Power Distribution
3 2 X-11
2 B-67
30 Relay Box 3 3
Charge
BLK (Instrument WHT/ WHT/
Relay
Panel) BLK BLK
5 4 X-11
OFF
ST Ignition
ON ACC switch
0.5
WHT/BLU
Heater
A/C Relay
3
13 H-6 BLK/
WHT 2 4 X-8
0.85
WHT/BLU 4 B-67
Relay Box
3 Starter
3 H-3 (Instrument
WHT Relay
Panel)
F-22
E-72 STARTER
P-6 10A
0.85
1 J-26 3 5
WHT/BLU X-8
1 P-8 P-9 2 P-8

B 14 H-8
3
S B L 0.5
BLK/
BLK
WHT
Generator
Starter 2
BLK
M
C J-9
Frame
1 J-27
N6A3864E
6E-7
6E-8
F-8 F-9 F-16 Fuse &
ENG.(B1) ENG.(B2) METER Relay Box
15A 15A 10A (Glove Box) ECM Power and PCU
2BLU/RED 3
BLK/
3 3 YEL
BLU/ BLU/
RED RED
3 1.25
15 H-14 BLK/ BLK/
YEL YEL
1 H-6
2
1 2 X-14
RED/ Exhaust Brake
WHT Solenoid Valve
Intake Throttle
7 E-110 Solenoid Valve ECM Relay Box
Neutral Switch Main (Instrument
CAN CAN BAT (+) A/C Compressor Relay Relay Panel)

high low A/C Signal Relay
MAF & IAT Sensor
PCU 5 4
ESO CKP X-14
solenoid sensor
signal signal
6 2 1 5 8 E-110 Glow Relay 0.5

2 BLK/
BLU/ YEL
2 0.5 0.5 0.5 0.5 RED
BLK BLU YEL ORN PNK
0.5
BLU/
BLK
16 5 6 7 8 H-14
2 0.5 0.5 0.5 0.5

BLK RED YEL ORN PNK
W/S-M
2
BLU/
10 11 12 13 H-8 RED Meter
J-9
Frame
0.5 0.5 0.5 0.5
BLU YEL ORN PNK
100 99 105 91 B-233 3 58 39 B-234
ESO CKP
solenoid sensor ECM
signal signal main
output output relay
ECM
control
CAN CAN Battery Ignition voltage
high low voltage
12V
N6A3866E
Ground Ground
F-9 F-8
Fuse & Relay Box
ENG.(B2) ENG.(B1) Diagnostic EHCU Diagnostic ECM
(Glove Box)
15A 15A request J1850 request Keyword
switch (Class2) switch 2000
4 29 J-177 2 1 45 35 B-234
2 2 0.3 0.3 2 2
WHT/ WHT/ WHT/ WHT/ BLK BLK
BLK BLK GRN BLK
3 4 H-15
ECM Grounding, EHCU and DLC
3 0.3 0.3 5 0.5 0.5

BLK/ WHT/ WHT/ BLK BLU YEL
YEL GRN BLK
ECM 27 26 H-5
Main
Relay
B-1
0.5 0.3 0.3 Frame
BLK/ WHT/ WHT/
YEL GRN BLK
16 12 2 6 7 B-79
B+ Diagnostic J1850 Diagnostic Keyword

request (Class2) request 2000 Data
switch switch Link
Connector
(DLC)
Ground Ground
4 5 B-79
0.5 0.5
BLK BLK
W/S-C
0.85
BLK
5
J/C-E
9
0.85
BLK
B-7
Headlight Bracket
N6A3867E
6E-9
6E-10
F-16 Exhaust
Fuse & Relay Box
METER Brake
(Glove Box)
10A Switch
0.5
LT GRN/
0.5
BLU
BLK/YEL
8 1 B-51
Gauges and Warning Lamps
Speedometer Tachometer
Instrument
Exhaust Panel Cluster
Glow MIL (IPC)
Brake
3 1 B-55 10 8 9 B-52 2 6 4 B-51

0.3 0.5 0.85 0.3

BLK/ YEL/ BLK BLK
YEL GRN
0.5 0.85
BLK BLK
0.85
BLK
31 25 19 H-5 2
BLK
B-7 0.5 B-1 0.5 0.5 0.5

0.3 0.5 Headlight Frame
BLU/ GRN/ ORN/ GRN/
BLK/ YEL/ Bracket GRN RED BLU YEL
YEL GRN
1 3 J-32
0.5 0.5
BLK YEL/
GRN
VSS
68 27 60 43 42 B-234
VSS Engine
signal speed Exhaust Glow
2 J-32 signal brake indicator MIL
output lamp lamp control ECM
control control
12V
N6A3868E
5V reference 5V reference
ECM
Main Relay
ECM ECM
CKP Idle APP

sensor switch sensor
signal signal signal
90 B-233 69 57 38 B-234
Resistor
0.5
0.5 0.5 GRN/
BLK RED BLK
24 12 H-5 0.5 0.5

ECM Tail RED/ GRN/
Main Relay Relay GRN ORN
0.5
GRN/
0.5 0.5 0.5 BLK
RED 0.5
BLU/ LT GRN/
BRN
RED RED
2 J-183
3 2 1 B-31 1 B-340 3 2 B-80
J-183 Idle APP

CKP Engine
Switch Sensor
Warm Up
CKP Sensor, Engine Warm Up Switch and APP Sensor
Sensor
3 Switch
2 B-340 1 B-80
1 J-183 6 5 4 B-31
0.5
0.5 BLK
0.3
BRN/
BLK
RED
0.5
WHT 0.5
BRN/ W/S-C
RED 0.5
BLK/
24 18 H-5 GRN
0.85
BLK
0.5 0.5 0.5

BLK WHT BRN/ B-1
RED Frame
101 98 B-233 46 59 49 B-234
Engine
warm up Engine
Shield Low Low
warm up
ground reference switch reference

signal switch
indicator ECM
lamp
control
N6A3869E
6E-11
5V reference 5V reference 6E-12
5V reference ECM
MAF IAT ECT

sensor sensor sensor
signal signal signal
83 88 84 89 B-233
0.5 0.5 0.5 0.5

WHT/ GRN/ BLK/ GRY
RED RED BLU
MAF, IAT and ECT Sensors
16 H-5
ECM
Main Relay
0.5
1 2 H-8 37 H-5
GRY
0.5 0.5 0.5 16 H-14

WHT/ GRN/ BLK/
RED RED BLU 0.5

0.5 0.5
BLU/ BLU/ GRY
RED RED
1 J-105 5 4 2 1 J-182 1 E-16
EGR
ECT
Solenoid
Sensor
Valve
MAF & IAT
Sensor
2 J-105 2 E-16
0.5
BLK/
0.5 PNK
BLK/ 3 J-182
ORN
0.5 11 H-14
BLK/
RED 0.5
BLK/
7 H-8 PNK
6 H-8
0.5 29 H-5
BLK/ 0.5
ORN BLK/ 0.5
RED BLK/
PNK
97 92 93 B-233
EGR
Low Low
solenoid reference reference
valve ECM
control
(PWM)
N6A3870E
SBF-25 F-1 Fuse & ECM H-6 0.5BLU/RED
HEATER AIR CON Relay Box Main Relay 1 EGR Solenoid Valve
30A 10A (Glove Box) PCU
Exhaust Brake
USW Solenoid Valve
0.5 JOINT2 Intake Throttle
2
BLU / Solenoid Valve
BLU
RED
1.25 0.5
BLU BLU/
A/C and Glow Relay
3 H-18 RED
0.5 0.5
BLU/ GRN/
RED ORN
0.85
BRN
Diode SBF-3
Glow
60A
4 H-18 3 4 X-20 1 4 X-26 1 4 X-24

1.25
Fuse & Relay Box
LT GRN/
(Behind the Cab)
BLK A/C
2 1 X-10 Glow A/C
Relay Signal Compressor
Relay Relay
A/C Relay Box

Thermo (Instrument 2 5 X-20 5 2 X-26 5 2 X-24
Relay Panel)
0.5 0.85 0.5
0.5
GRN/ GRN/ WHT/
BLK
YEL YEL GRN
4 5 X-10 3
BLK/ 16 H-8 1 H-14 15 H-8
0.85 0.3
0.5 RED
GRN/ BLK/
PNK/ 0.5 J-9
WHT RED 0.85
GRN GRN/ Frame
GRN/
J-6 J-6 YEL
YEL
Electro
Thermo 1 B-339
1 2 3 H-8
Pressure
Switch
0.5
A/C
Resistor WHT/
Compressor
1 J-122 GRN
0.5
2 B-339
GRN/
0.5 0.5
YEL
BLK/ BLK
RED
W/S-C
Glow
Plug 0.85
BLK
B-1
94 B-233 33 Frame 41 B-234
A/C ON
signal A/C
Glow relay
compressor
relay signal relay ECM
control
control
N6A3871E
6E-13
ECM
Main 6E-14
Relay
12V
Fuse & F-5
Relay Box STOP Exhaust Exhaust
J/C-E EHCU
(Glove Box) LIGHT brake brake
1 2 (ABS
10A cut cut
Module)
signal signal
output feedback
3 3 6 7 8 input
BLU/
RED
Idle Engine 8 7 J-177
Switch Warm Up
Resistor Switch
1 H-6 0.5 0.5
MAF Sensor LT GRN/ LT GRN/
EGR Solenoid Valve 0.5 0.5 0.5 0.5 WHT BLK
0.5
A/C Compressor Relay BLU/ BLU/ BLU/ GRN/
Clutch Switch and Brake Switch
BLU/
RED A/C Signal Relay RED RED RED YEL
0.5 0.5 10 11 H-14

USW
JOINT2 0.5 BLU/ BLU/
PCU BLK RED RED
1 J-31 1 J-40 1 J-50 1 B-69 1 B-89 2 1 B-66

Glow
Relay 0.5 0.5
Exhaust Intake LT GRN/ LT GRN/
Exhaust
Brake Throttle Neutral Clutch Brake BLK WHT
Brake
Solenoid Solenoid Switch Switch Switch
Switch
Valve Valve
2 J-31 2 J-40 2 J-50 2 B-69 2 B-89 3 4
0.5
BLK/
0.5 WHT 0.5 0.5
0.5 1 B-342
LT GRN/ LT GRN/ GRN
LT GRN 9 H-8
WHT BLU
0.5 40 36 H-5
32 9 H-5 Resistor BLK/ 0.5 Stop
0.5
IPC WHT/
WHT YEL Light
BLK
0.5 2 B-342 0.5 0.5 0.5 0.5

0.5 0.5
LT GRN/ BLK/ LT GRN/ LT GRN/ LT GRN/
LT GRN 0.3 GRN
WHT WHT BLU WHT BLK
BLK
40 B-234 95 W/S-C 87 B-233 64 31 65 30 32 62 B-234
Neutral Exhaust Clutch Brake Brake Exhaust

Exhaust Intake switch brake switch pedal pedal brake Exhaust
brake throttle signal switch signal switch2 switch1 cut brake
solenoid solenoid signal signal signal signal cut
valve valve input signal ECM
control control feedback
output
12V 12V
N6A3872E
EGR Solenoid Valve, Exhaust Brake Solenoid Valve, Intake Throttle Solenoid Valve, Exhaust Brake Switch,
Ground Distributions
W/S-C 0.5 BLK

APP Sensor & Idle Switch
0.3 BLK
Engine Warm up Switch
0.5 BLK
A/C ON Signal Resistor
0.85 BLK
Neutral Switch
0.3 BLK
IPC
0.5 BLK 19 0.5 BLK

VSS
H-5
0.85 BLK
IPC
3 BLK J/C-D 2 BLK W/S-E 0.5 BLK

Heater A/C Relay
1 6
0.5 BLK
DLC (Pin 4)
W/S-C 0.5 BLK

DLC (Pin 5)
0.85 0.85 0.85
BLK BLK BLK
0.5 BLK
Starter Relay
0.85 0.5 BLK

A/C Signal Relay
BLK
Starter
5 ECM ECM Power

5 2 PCU (Pin 1) (Pin 2) Distribution
J/C-E
BLK BLK
9
2 2 2
BLK BLK BLK
0.85
BLK
16 H-14
2 5 Battery
BLK BLK
B-1 B-7 J-9 P-9 B-1 P-5

Frame Headlght Bracket Frame Frame Frame Frame
N6A3877E
Component Locator
Engine Controls Component Views
CKP Sensor, EGR Solenoid Valve, ECT Sensor, Intake Throttle Solenoid Valve and MAF / IAT Sensor
2
1
N6A3878E
Legend
1. Crankshaft Position (CKP) Sensor 4. Intake Throttle Solenoid Valve
2. EGR Solenoid Valve 5. Mass Air Flow (MAF) / Intake Air Temperature
3. Engine Coolant Temperature (ECT) Sensor (IAT) Sensor
ECM Fuel Injection Pump and PCU
1 2
N6A3903E N6A3904E
Legend Legend
1. Engine Control Module (ECM) 1. Fuel Injection Pump
2. Pump Control Unit (PCU)
APP Sensor
VSS
N6A3907E
Legend N6A3905E
1. Accelerator Pedal Position (APP) Sensor Legend

1. Vehicle Speed Sensor (VSS)
Engine Control Module (ECM) Connector End Views
6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 5 4
25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43
3
44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62
63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 2 1
N6A3797E
Connector No. B-234

Connector No. B-234
Connector Color Black
J-35616-4A (Pin 1 – 5)
J-35616-4A (Pin 1 – 5) Test Adapter No.
Test Adapter No. J-35616-64A (Pin 6 – 81)
J-35616-64A (Pin 6 – 81)
Pin Wire Color Pin Function
40 LT GRN Exhaust Brake Solenoid Valve
1 BLK ECM Ground
41 WHT/GRN A/C Compressor Relay Control
2 BLK ECM Ground
42 GRN/YEL MIL Control
3 BLU/RED ECM Battery Voltage
43 ORN/BLU Glow Indicator Lamp Control
4 — Not Used
44 — Not Used
5 — Not Used
45 BLU Diag Switch
6-24 — Not Used
46 BRN/RED Engine Warm Up Switch Input
25 — Not Used
47 — Not Used
26 — Not Used
48 — Not Used
Engine Speed Signal Output to
27 BLU/GRN
Tachometer 49 BLK/GRN APP Sensor Low Reference
28 — Not Used 50 — Not Used
29 — Not Used 51 — Not Used
Brake Pedal 1 Switch (Stoplamp 52 — Not Used
30 GRN
Pedal Switch) Signal
53 — Not Used
31 YEL Clutch Pedal Switch
54 — Not Used
LT GRN/ Exhaust Brake Cut Signal Input
32 55 — Not Used
WHT from EHCU (ABS Module)
56 — Not Used
33 GRN/YEL A/C ON Signal Relay Input
57 RED/GRN APP Sensor 5 Volts reference
34 — Not Used
58 BLU/BLK ECM Main Relay Control
35 YEL Keyword 2000
Engine Warm Up Indicator Lamp
36 — Not Used 59 BRN
Control
37 — Not Used
60 GRN/RED Exhaust Brake Lamp Control
38 GRN/ORN APP Sensor Signal
61 — Not Used
39 WHT Ignition Voltage Feed
Connector No. B-234

J-35616-4A (Pin 1 – 5)
Test Adapter No.
J-35616-64A (Pin 6 – 81)
Exhaust Brake Cut Signal Output
62 LT GRN/ BLK
to EHCU (ABS Module)
63 — Not Used
64 LT GRN/ BLU Exhaust Brake Switch Signal
65 WHT/BLK Brake Pedal 2 Switch Signal
66 — Not Used
67 — Not Used
68 YEL/GRN VSS Signal
69 GRN/BLK Idle Switch Signal
70 — Not Used
71 — Not Used
72 — Not Used
73 — Not Used
77 — Not Used
78 — Not Used
79 — Not Used
80 — Not Used
81 — Not Used
121 120 119 113 112 111 110 109 108 107 106
105 104 103 102 101 100 99 98
118 117
97 96 95 94 93 92 91 90
116 115 114 89 88 87 86 85 84 83 82
N6A3798E
Connector No. B-233

Connector No. B-233
Test Adapter No. J-35616-64A
84 BLK/BLU IAT Sensor Signal
82 — Not Used
85 — Not Used
83 WHT/RED MAF Sensor 5 Volts Reference
Connector No. B-233 Engine Controls Connector End Views

Connector Color Black Accelerator Pedal Position (APP) Sensor
86 — Not Used
87 BLK/WHT Neutral Switch Input
88 GRN/RED MAF Sensor Signal
89 GRY ECT Sensor Signal
90 RED CKP Sensor Signal
1 2 3
91 PNK CKP Sensor Signal Output
MAF Sensor & IAT Sensor Low
92 BLK/RED
Reference
93 BLK/PNK ECT Sensor Low Reference
94 BLK/RED Glow Relay Control
LT GRN/
95 Intake Throttle Solenoid Control
WHT N6A3799E
96 — Not Used
Connector No. B-80
97 BLK/ORN EGR Solenoid Valve Control
Connector Color Gray
98 WHT CKP Sensor Low Reference
Test Adapter No. J-35616-33
99 BLU CAN Low Signal
100 YEL CAN High Signal
1 BLK/GRN APP Sensor Low Reference
101 BLK CKP Sensor Shield Ground
2 GRN/ORN APP Sensor Signal
102 — Not Used
3 RED/GRN APP Sensor 5 Volts Reference
102 — Not Used
103 — Not Used Brake Switch
Engine Shutoff (ESO) Solenoid
105 ORN
Valve Control Signal Output
106-121 — Not Used
1 2
3 4
N6A3800E
Clutch Switch
Connector No. B-66
Connector Color Brown
Brake Pedal 1 Switch (Stoplamp
1 GRN/YEL
Pedal Switch) 12 Volts Feed
Brake Pedal 2 Switch Ignition
2 BLU/RED
Voltage
1
3 WHT/BLK Brake Pedal 2 Switch Signal
2
Brake Pedal 1 Switch (Stoplamp
4 GRN
Pedal Switch) Signal
Crankshaft Position (CKP) Sensor
N6A3802E
Connector No. B-89

Connector Color White
1 2 3 Clutch Pedal Switch Ignition
1 BLU/RED
Voltage
2 YEL Clutch Pedal Switch Signal
Data Link Connector (DLC)
N6A3801E
Connector No. J-183

Pin Wire Color Pin Function 1 2 3 4 5 6 7 8
1 WHT CKP Sensor Low Reference 9 10 11 12 13 14 15 16
2 RED CKP Sensor Signal

3 BLK CKP Sensor Shield Ground
N6A3803E
Connector No. B-79

1 — Not Used
2 WHT/BLK J1850 (Class 2)
Connector No. B-79 Engine Coolant Temperature (ECT) Sensor

3 — Not Used
4 BLK Ground
5 BLK Ground
Diagnostic Request Switch
6 BLU 1 2
(ECM)
7 YEL/BLU Keyword 2000
8 — Not Used
9 — Not Used
10 — Not Used
11 — Not Used
N6A3805E
Diagnostic Request Switch
12 WHT/GRN
(EHCU [ABS Module])
Connector No. E-16
13 — Not Used
14 — Not Used
15 — Not Used
16 BLK/YEL Power Supply
1 GRY ECT Sensor Signal
EGR Solenoid Valve 2 BLK/PNK ECT Sensor Low Reference
Engine Warm Up Switch
1 2
1 2 3
4 5 6
N6A3804E
Connector No. J-105 N6A3806E

Connector No. B-31
1 BLU/RED Solenoid Valve 12 Volts Feed
2 BLK/ORN Solenoid Valve Control
1 BRN Indicator Lamp Control
2 GRN/RED Illumination Lamp 12V Feed
Connector No. B-31 Fuel Injection Pump Control Unit (PCU)

Engine Warm Up Switch 12V
3 BLU/RED
Feed
Indicator Lamp Voltage Feed
4 BRN/RED
From Switch Signal
6 5 4 2
5 BLK Illumination Lamp Ground 7 8 9
3
1
6 BRN/RED Engine Warm Up Switch Signal
Exhaust Brake Solenoid Valve
N6A3808E
Connector No. E-110

1 2 Pin Wire Color Pin Function
1 BLU CAN Low Signal
2 YEL CAN High Signal
3 — Not Used
4 — Not Used
Engine Shutoff (ESO) Solenoid
5 ORN
N6A3807E Valve Control Signal Input
6 BLK Ground
Connector No. J-31
7 RED/WHT Battery voltage
8 PNK CKP Sensor Signal Input
9 — Not Used
1 BLK Ignition Voltage
2 LT GRN Exhaust Brake Solenoid Control
Glow Plug Intake Throttle Solenoid Valve
1 2
N6A3809E N6A3811E
Connector No. J-122 Connector No. J-40

Connector Color Silver Connector Color Brown
Pin Wire Color Pin Function Test Adapter No. J-35616-4A
1 BLK/YEL Power Supply Pin Wire Color Pin Function
1 BLU/RED Ignition Voltage
Idle Switch
LT GRN/
2 Intake Throttle Solenoid Control
WHT
Mass Air Flow (MAF) / Intake Air Temperature

Sensor
1 2
1 2 3 4 5
N6A3810E
Connector No. B-340

Test Adapter No. J-35616 N6A3812E

Connector No. J-182
1 GRN/BLK Idle Switch Signal
2 BLK Idle Switch Ground
1 BLK/BLU IAT Sensor Signal
Connector No. J-182

MAF Sensor Ignition Voltage
2 BLU/RED
Feed
MAF Sensor & IAT Sensor Low
3 BLK/RED
Reference
4 WHT/RED MAF Sensor 5 Volts Reference
5 GRN/RED MAF Sensor Signal
Vehicle Speed Sensor (VSS)
1 2 3
N6A3813E
Connector No. J-32

1 BLK/YEL VSS 12 Volts Feed
2 BLK VSS Low Reference
3 YEL/GRN VSS Signal
Diagnostic Information and Procedures

General Service Information Malfunction Indicator Lamp (MIL)
Non-OEM Parts Basically, the MIL is turned on when the ECM detects a
DTC that will impact the vehicle emissions. When the
All of the on-board diagnostic (OBD) has been
MIL remains “ON” while the engine is running, or when
calibrated to run with original equipment manufacturer
a malfunction is suspected due to a driveability or
(OEM) parts. Accordingly, if commercially sold sensor
emissions problem, a Diagnostic System Check must
or switch is installed, it makes a wrong diagnosis and
be performed. The procedures for these checks are
turn on the malfunction indicator lamp (MIL).
given in Diagnostic System Check – Engine Controls.
Aftermarket electronics, such as cellular phones,
stereos, and anti-theft devices, may indicate
DTC Types
electromagnetic interference (EMI) into the control
system if they are improperly installed. This may cause Characteristic of Code
a false sensor reading and turn on the MIL. • Non-Emissions related
• Dose not request illumination of any lamp
Poor Vehicle Maintenance
• Stores a DTC on the first trip with a fail
The sensitivity of OBD will cause the MIL turn on if the
vehicle is not maintained properly. Restricted oil filters, Reading Flash Diagnostic Trouble Codes
fuel filters, and crankcase deposits due to lack of oil
The provision for communicating with the ECM is the
changes or improper oil viscosity can trigger actual
Data Link Connector (DLC). The DTCs stored in the
vehicle faults that were not previously monitored prior
ECM memory can be read either through a hand-held
to OBD. Poor vehicle maintenance cannot be
diagnostic scanner such as Tech 2 plugged into the
classified as a “non-vehicle fault”, but with the
DLC or by counting the number of flashes of the MIL
sensitivity of OBD diagnostics, vehicle maintenance
when the diagnostic test terminal of the DLC is
schedules must be more closely followed.
grounded. The DLC terminal “6” (diagnostic request
switch) is pulled “Low” (grounded) by jumped to DLC
Visual/Physical Engine Compartment Inspection
terminal “4”, which is a ground wire.
Perform a careful visual and physical engine Once terminals “4” and “6” have been connected, the
compartment inspection when performing any ignition switch must be moved to the “ON” position, with
diagnostic procedure or diagnosing the cause of an the engine not running. The MIL will initially flash 12.
emission test failure. This can often lead to repairing a Then, the MIL will flash the first stored DTC three
problem without further steps. Use the following times, second stored DTC three times and so on. All
guidelines when performing a visual/physical the stored DTCs are flashed, then return 12 and
inspection: continue to flash the DTC. If no DTC exists, the MIL
• Inspect all vacuum hoses for punches, cuts, flashes 12 continuously. The flash DTC display will
disconnects, and correct routing. continue as long as the DLC is shorted.
• Inspect hoses that are difficult to see behind other
components.
• Inspect all wires in the engine compartment for
proper connections, burned or chafed spots,
pinched wires, contact with sharp edges or contact
with hot exhaust manifolds or pipes.
Basic Knowledge of Tools Required

Lack of basic knowledge of this powertrain when
performing diagnostic procedures could result in an
incorrect diagnosis or damage to powertrain
components. Do not attempt to diagnose a powertrain
problem without this basic knowledge. A basic
understanding of hand tools is necessary to effectively
use this section of the service manual.
Example: DTC 21 is stored

12 21 21
Diagnosis start
ON
OFF
3.2 1.2 3.2 1.2 3.2
unit:second
0.5 0.5 0.5 0.5 0.5
Example: DTC 21,14 and 23 are stored in set order

12 21 21 21 14 14 14 23 23 23 12 21 21 21 14 14 14 23 23 23 12
Continue
N6A3814E
Reading Diagnostic Trouble Codes (DTCs) with The

Tech 2 F0: Diagnostic Trouble Code
F0: Read DTC Info As Stored By ECU
The procedure for reading DTC(s) is used a diagnostic
F1: Clear DTC Information
Tech 2. To read DTCs, use the Tech 2 “Read DTC Info
F1: Data Display
As Stored By ECU”.
F2: Snapshot
F3: Miscellaneous Tests
Clearing Diagnostic Trouble Codes (DTCs) with The
F0: Lamps
Tech 2 or without Tech 2
F0: Malfunction Indicator Lamp
Do not clear DTCs unless directed to do so by the F1: Glow Indicator
service information provided for each diagnostic F1: Relays
procedure. To clear DTCs, use the Tech 2 “Clear DTC F0: Glow Relay
Information”. If there is no Tech 2, history DTCs can F2: Solenoids
also be cleared after 40 consecutive driving cycles F0: EGR Solenoid Valve
without a fault. F3: Engine Speed (RPM) Control
F4: Programming
F0: Program VIN
Tech 2 Scan Tool F1: Lock ECU
Isuzu recommend using Tech 2. Refer to the Tech 2 N6A3815E
Users Guide for proper start up procedures.

F0: Diagnostic Trouble Code
Operating Procedure The purpose of this mode is to display stored trouble
1. Press Enter at start screen. code in the ECM. When “Clear DTC Information” is
2. Select Diagnostic > appropriate vehicle selected, “Clear DTC Information”, warning screen
identification > Powertrain > 4JH1-TC. appears. This screen informs you that by cleaning
DTCs “all stored DTC information in the ECM will be
3. The following table shows, which functions are erased”.
used the available equipment versions.
Symptom Code
Symptom Code is located under the DTC column. A
parenthetic alphabet or number means identification of
the malfunction. Each DTC includes individual
symptoms, such as DTC P0100 has four symptom
codes (7), (9), (B) and (C). DTC chart is separated
depending on this symptom code.
F3: Miscellaneous Test
The purpose of this mode is to check for correct
operation of electronic system actuators. Using
miscellaneous test menus can test the state of each
actuator and related sensors. Especially when DTC
Read DTC Info As Stored By ECM cannot be detected, a faulty circuit can be diagnosed
by testing. Even DTC has been detected, the circuit
P0100 Present tests using these menus could help discriminate
1 (7) Mass Air Flow (MAF) Sensor between a mechanical trouble and an electrical trouble.
Circuit 5V Reference Refer to the Tech 2 Output Controls in this section.
High Voltage
2
F4: Programming
The purpose of this mode is to program the vehicle
identification number (VIN) into the ECM and lock the
programmed VIN. Refer to Engine Control Module
(ECM) Replacement in this section.
N6A3816E
Legend Tech 2 Data List

1. Diagnostic Trouble Code (DTC) The Tech 2 Data List contains all engine related
2. Symptom Code parameters that are available on the Tech 2. Use the
Tech 2 Data List only after the following is determined:
• The Diagnostic System Check – Engine Controls
F1: Data Display
is completed.
The purpose of this mode is to continuously monitor
• No diagnostic trouble codes (DTCs) are present.
data parameters. The current actual values of all
important sensors and signals in the system are display • On-board diagnostics are functioning properly.
through this mode. Refer to the Tech 2 Data List in this Tech 2 values from a properly running engine may be
section. used for comparison with the engine you are
diagnosing. The Tech 2 Data List represents values
F2: Snapshot that would be seen on a normal running engine.
“Snapshot” allow you to focus on making the condition Important:

occur, rather than trying to view all of the data in A Tech 2 that displays faulty data should not be used.
anticipation of the fault. The snapshot will collect The Tech 2 problem should be reported to the
parameter information around a trigger point that you manufacturer. Use of a faulty Tech 2 can result in
select. Refer to the Tech 2 user instructions for more misdiagnosis and unnecessary parts replacement.
information. Only the parameters listed below are referenced in this
service manual for use in diagnosis.
Typical Data Value at Typical Data Value at 2000

Tech 2 Parameter Units Displayed
Engine Idle RPM
Operating Conditions: Engine Idling or 2000 RPM / Engine Coolant Temperature is between 75-85°C (167-185°F) /
Accelerator Pedal is Constant / Park or Neutral / Accessories OFF / Vehicle Located at Sea Level
Ignition Switch On/Off On On
System Voltage V 11.0 – 15.0 11.0 – 15.0
ECM Main Relay On/Off On On
Engine Speed RPM 650 – 750 1950 – 2050
Desired Idle Speed RPM 700 700
Injection Pump Speed RPM 325 – 375 975 – 1025
Accelerator Pedal Position % 0.0 19.0 – 23.0
Idle Switch On/Off On Off
Intake Air Temperature °C/°F 20 – 40°C / 68 – 104°F 20 – 40°C / 68 – 104°F
Engine Coolant Temperature °C/°F 75 – 85°C / 167 – 185°F 75 – 85°C / 167 – 185°F
Typical Data Value at Typical Data Value at 2000

Tech 2 Parameter Units Displayed
Engine Idle RPM
Fuel Temperature °C/°F 20 – 60°C / 68 – 140°F 20 – 60°C / 68 – 140°F
Nearly 1010 hPa at sea Nearly 1010 hPa at sea
Barometric Pressure hPa
level level
EGR Solenoid Command % Nearly 70% Nearly 30%
More than 480 mg/strk at More than 1200 mg/strk at
Mass Air Flow Sensor mg/strk
sea level sea level
More than 480 mg/strk at More than 1200 mg/strk at
Desired Mass Air Flow mg/strk
sea level sea level
Actual Injection Quantity mg/strk 7.0 – 10.0 8.0 – 12.0
Desired Injection Quantity mg/strk 7.0 – 10.0 8.0 – 12.0
Actual Injection Timing °CA 3.0 – 5.0 5.0 – 7.0
Desired Injection Timing °CA 3.0 – 5.0 5.0 – 7.0
Neutral Switch On/Off On On
Applied/
Brake Pedal 1 Switch Released Released
Released
Applied/
Brake Pedal 2 Switch Released Released
Released
Applied/
Clutch Pedal Switch Released Released
Released
Engine Warm Up Switch On/Off Off Off
Exhaust Brake Switch On/Off Off Off
Intake Throttle Solenoid Command On/Off Off Off
Exhaust Brake Solenoid Command On/Off Off Off
ABS Input Signal On/Off Off Off
ABS Output Signal On/Off Off Off
Vehicle Speed km/h / MPH 0 0
Glow Relay Command On/Off Off Off
Glow Indicator Lamp Command On/Off Off Off
Malfunction Indicator Lamp (MIL) Command On/Off Off Off
A/C Request Signal On/Off Off Off
A/C Relay Command On/Off Off Off
Tech 2 Data Definitions System Voltage

This parameter displays the system voltage measured
A list of each message displayed on the Tech 2 will be
by the ECM terminal (pin 3) at the voltage feed from the
explained in Engine Controls. This information will
ECM main relay.
assist in emission or driveability problems. The
displays can be viewed while the vehicle is being ECM Main Relay
driven. Always perform the Diagnosis System Check – This parameter displays the commanded state of the
Engine Controls first. The Diagnostic System Check ECM main relay control circuit (pin 58). The Tech 2 will
will confirm proper system operation. display On or Off. On indicates the ECM main relay
control circuit is being grounded by the ECM, allowing
Ignition Switch
the main relay to supply voltage to the other circuits of
This parameter displays the input status of the ignition
the ECM. Off indicates the main relay is not being
switch to the ECM terminal (pin 39). The Tech 2 will
commanded On by the ECM.
display On or Off. On indicates the ignition switch is
turned ON position.
Engine Speed Barometric Pressure
This parameter displays the speed of the crankshaft as This parameter displays the barometric pressure as
calculated by the ECM based on input from the calculated by the ECM using the signal from the
crankshaft position (CKP) sensor or camshaft position barometric pressure (BARO) sensor inside of the ECM.
(CMP) sensor. The Tech 2 will display the engine
EGR Solenoid Command
speed in revolution per minute (RPM).
This parameter displays the EGR solenoid valve
Desired Idle Speed control duty ratio commanded by the ECM terminal (pin
This parameter displays the idle speed requested by 97) using the signal from engine speed, and injection
the ECM. The ECM will compensate for various engine volume and various sensor inputs. When a small duty
loads based on engine coolant temperature (ECT) and ratio, the EGR valve is controlled to close. When a
A/C system status. If the A/C system is activated, the large duty ratio, the EGR valve is controlled to open.
ECM sets 50 RPM higher than normal idle speed.
Mass Air Flow Sensor
Injection Pump Speed This parameter displays the air flow into the engine as
This parameter displays the speed of the injection calculated by the ECM based on the mass air flow
pump as calculated by the fuel injection pump control (MAF) sensor input. The Tech 2 will display a high
unit (PCU) based on the input from the fuel injection value at higher engine speeds, and a low value at idle.
pump camshaft position (CMP) sensor. The Tech 2 will This can be compared to the Desired Mass Air Flow to
display the injection pump speed in revolution per determine MAF sensor accuracy, EGR problem or
minute (RPM). intake problem. Note that the MAF on the Tech 2 will
only update with the engine running.
Accelerator Pedal Position
This parameter displays the angle of the accelerator Desired Mass Air Flow
pedal as calculated by the ECM using the signal from This parameter displays a mass air flow desired by the
the accelerator pedal position (APP) sensor. The ECM based on current driving condition.
accelerator pedal position indicated angle is a range of
Actual Injection Quantity
values indicating a low percentage when the
This parameter displays the injection quantity
accelerator pedal is not depressed to a high
calculated by the PCU based on the fuel injection
percentage when the accelerator pedal is fully
solenoid valve On time which compensated from the
depressed.
timing device position and fuel temperature inputs.
Idle Switch This can be compared to the Desired Injection Quantity
This parameter displays the input status of the idle to determine fuel system problem.
switch to the ECM terminal (pin 69). The Tech will
Desired Injection Quantity
display On or Off. On indicates the accelerator pedal is
This parameter displays an injection quantity desired
not being pushed down. Off indicates the accelerator
by the ECM based on current driving condition using
pedal is being depressed.
target injection maps.
Intake Air Temperature
Actual Injection Timing
This parameter displays the temperature of the intake
This parameter displays the injection timing calculated
air based on a voltage input from the intake air
by the PCU based on the timing device position which
temperature (IAT) sensor to the ECM. The Tech 2 will
determined from the crankshaft position sensor and
display a low temperature when signal voltage is high,
camshaft position sensor inputs. This can be
and high temperature when the signal voltage is low.
compared to the Desired Injection Timing to determine
Note that the IAT sensor is internal to the mass air flow
timing device problem or fuel system problem.
(MAF) sensor and the MAF sensor is heated.
Desired Injection Timing
Engine Coolant Temperature
This parameter displays injection timing desired by the
This parameter displays the temperature of the engine
ECM based on current driving condition using target
coolant based on a voltage input from the engine
injection timing maps. This timing is compensated by
coolant temperature (ECT) sensor to the ECM. The
engine coolant temperature, altitude and intake air
Tech 2 will display a low temperature when the signal
temperature, etc.
voltage is high, and a high temperature when the signal
voltage is low. Neutral Switch
This parameter displays the state of the neutral switch
Fuel Temperature
as determined by the ECM terminal (pin 87) based on
This parameter displays the temperature of the fuel as
an input from the neutral switch.
calculated by the fuel injection pump control unit (PCU)
using the signal from the fuel temperature sensor
inside of the PCU.
Brake Pedal 1 Switch ABS Output Signal
This parameter displays the state of the brake pedal as This parameter displays a feedback (output) signal of
determined by the ECM terminal (pin 30) based on an exhaust brake cut request from the ECM terminal (pin
input from the brake pedal 1 switch. This switch turns 62) to the EHCU (ABS unit). On indicates the ECM is
On the stop lamps when the brake pedal is depressed. commanding to the EHCU to return a feedback signal.
The Tech 2 will display Applied when the brake pedal is Off indicates the ECM is not being commanded.
depressed.
Vehicle Speed
Brake Pedal 2 Switch This parameter displays the vehicle speed calculated
This parameter displays the state of the brake pedal 2 by the ECM based on an input from the vehicle speed
switch as determined by the ECM terminal (pin 65). sensor (VSS). The Tech 2 will display a high value at
The Tech 2 will display Released or Applied. Released higher vehicle speeds, and low value at lower vehicle
indicates the brake pedal is not being pushed down. speeds.
Applied indicates the brake switch is being depressed.
Glow Relay Command
Clutch Pedal Switch This parameter displays the commanded state of the
This parameter displays the state of the clutch pedal as glow plug relay control circuit (pin 94). The Tech 2 will
determined by the ECM terminal (pin 31) based on an display On or Off. On indicates the glow plug relay
input from the clutch pedal switch. The Tech 2 will control circuit is being grounded by the ECM, allowing
display Release or Applied. Release indicates the voltage to the glow plugs. Off indicates the glow plug
clutch pedal is not being push down. Applied indicates relay is not being commanded On by the ECM.
the clutch switch is being depressed.
Glow Indicator Lamp Command
Engine Warm Up Switch This parameter displays the commanded state of the
This parameter displays the input status of the engine glow indicator lamp control circuit (pin 43). The glow
warm up switch to the ECM terminal (pin 46). The Tech indicator lamp should be On when the Tech 2 indicates
2 will display On or Off. On indicates the engine warm On. The glow indicator should be Off when the Tech 2
up switch is closing the engine quick warm up system indicates Off.
request circuit to the ECM. Off indicates the engine
Malfunction Indicator Lamp (MIL) Command
warm up switch is open.
This parameter displays the commanded state of the
Exhaust Brake Switch malfunction indicator lamp (MIL) control circuit (pin 42).
This parameter displays the input status of the exhaust The MIL should be On when the Tech 2 indicates On.
brake switch to the ECM terminal (pin 64). The Tech 2 The MIL should be Off when the Tech 2 indicates Off.
will display On or Off. On indicates the exhaust brake The ECM will command the MIL On for a certain length
switch is closing the exhaust brake request circuit to of time when the ignition is On with the engine Off in
the ECM and allowing to energize the intake throttle order to perform a bulb check.
solenoid and exhaust brake solenoid depending on
A/C Request Signal
driving condition. Off indicates the exhaust brake
This parameter displays the state of the air
switch is open and exhaust brake will not engage.
conditioning (A/C) request input to the ECM terminal
Intake Throttle Solenoid Command (pin 33) from the heating, ventilation, and air
This parameter displays the commanded state of the conditioning (HVAC) controls. The Tech 2 will display
intake throttle solenoid valve control circuit (pin 95). On or Off. On indicates the ECM is receiving a request
The Tech 2 will display On or Off. On indicates the from the HVAC system to ground the A/C compressor
intake throttle solenoid valve circuit is being energized relay control circuit, engaging the A/C compressor
by the ECM. Off indicates the intake throttle solenoid clutch. Off indicates the ECM is not receiving a request
valve is not being commanded On by the ECM. from the HVAC system.
Exhaust Brake Solenoid Command A/C Relay Command
This parameter displays the commanded state of the This parameter displays the commanded state of the A/
exhaust brake solenoid valve control circuit (pin 40). C compressor relay control circuit (pin 41). The Tech 2
The Tech 2 will display On or Off. On indicates the will display On or Off. On indicates the A/C compressor
exhaust brake solenoid valve circuit is being energized relay control circuit is being grounded by the ECM,
by the ECM. Off indicates the exhaust brake solenoid allowing voltage to the A/C compressor clutch. Off
valve is not being commanded On by the ECM. indicates the A/C compressor relay is not being
commanded On by the ECM.
ABS Input Signal
This parameter displays the input status of the exhaust
brake cut request from the EHCU (ABS unit) to the
ECM terminal (pin 32). The Tech 2 will display On or
Off. On indicates the EHCU is commanding to the
ECM to release the exhaust brake. Off indicates the
EHCU is not being commanded.
Tech 2 Output Controls
Additional Menu
Tech 2 Output Control Descriptions
Selection(s)
The purpose of this test is for checking whether the EGR valve is correctly
moved with command. Restricted valve movement by foreign materials,
EGR Solenoid Valve Solenoids excessive deposits, a faulty vacuum hose routing, a faulty EGR valve or a
faulty EGR solenoid could be considered if the mass air flow (MAF) sensor is
not changed when commanded ON or OFF.
Engine Speed (RPM) The purpose of this test is for checking whether the actual engine idle speed
—
Control can change to match the commanded RPM.
The purpose of this test is for checking whether the glow indicator lamp is
Glow Indicator Lamps operating when commanded ON. Faulty circuit(s) or an open bulb could be
considered if not operating when commanded ON.
The purpose of this test is for checking whether the glow relay is operating
Glow Relay Relays when commanded ON. Faulty circuit(s) or a faulty glow relay could be
considered if not energizing when commanded ON.
The purpose of this test is for checking whether the malfunction indicator
Malfunction Indicator
Lamps lamp (MIL) is operating when commanded ON. Faulty circuit(s) or an open
Lamp
bulb could be considered if not operating when commanded ON.
Breaker Box Breaker Box Connection Type B

Breaker Box Connection Type A
1
2
1 3
2
5
N6A3818E
N6A3817E Legend
1. Engine Control Module (ECM)
Legend
2. Harness Adapter
1. Engine Control Module (ECM)
3. ECM – Harness Connector
2. Harness Adapter
4. Breaker Box
3. ECM – Harness Connector
5. ECM connected
4. Breaker Box
5. ECM disconnected
The ECM and other connectors have water proof
terminal that is not allowed to back probe. Breaker Box
Although probe to the engine control module (ECM)
Connection Type B is suitable usage to test short to
harness connector is possible by Test Adapter, Breaker
voltage circuit or signal check between the ECM and
Box Connection Type A is suitable usage to prevent
electrical components.
misprobe and damage of female terminals when test
open circuit or short to ground between the ECM and
electrical components, since the terminals where the
harness connector of the ECM is thin have gathered.
Engine Control System Check Sheet
ENGINE CONTROL SYSTEM CHECK SHEET Inspectors Name

Customer’s Name Model & Model Year
Driver’s Name Chassis No.
Date Vehicle Brought In Engine No.
License No. Odometer Reading Km/miles
Engine Does
Engine does not crank No initial combustion No complete combustion
Not Run
Hard Start Engine cranks slowly Other ( )
Abnormal idling speed High idling speed ( RPM) Low idling speed ( RPM)
Problem Symptoms
Incorrect Idle Rough idling

Other ( )
Hesitation, sag, stumble Surge, chuggles Cut out, misses
Poor
Lack of power, sluggishness, sponginess
Driveability
Other ( )
Soon after starting After accelerator pedal depressed
Engine Stall During A/C operation After accelerator pedal released Shifting from N to D
Other ( )
Black smoke White smoke Poor fuel economy
Others Fuel knock, combustion noise
Other ( )
Dates problem occurred

Constant Intermittently ( times per day/month) Once only
Problem frequency
Other ( )
Fine Cloudy Rainy Snow
Weather
Various/Other ( )
Outside Hot (approx. ) Warm Cool Cold (approx. )
Condition When Problem Occurs
Temperature Any temperature

Highway Suburbs City area Uphill
Place
Downhill Rough road Other ( )
Over (approx. tons) No load
Load Condition
Other (approx. tons)
Engine Cold Warming up After warming up Any temperature
Temperature Other ( )
Starting Just after starting ( Min.) Idling
Racing Driving Constant speed Acceleration
Engine Operation
Deceleration A/C switch On/Off
Other ( )
Fuel Amount Full Above 1/2 Below 1/2 Near empty
Fuel Bland
Condition of MIL Remains On Intermittently turns On Does not turn On
P Code & Symptom Code

Present Code Nothing )
Diagnostic Trouble No. (
Code (DTC) or Flash
Code P Code & Symptom Code
History Code Nothing )
No. (
Other Additional
Condition
N6A3819E
Diagnostic Starting Point – Engine 11. If there are other modules with DTCs set, refer to
Controls the DTC list. The DTC list directs you to the
appropriate diagnostic procedure. If the control module
Begin the system diagnosis with Diagnostic System stores multiple DTCs, diagnose the DTCs in the
Check – Engine Controls. The Diagnostic System following order.
Check – Engine Controls will provide the following
• Component level DTCs, such as sensor DTCs,
information:
solenoid DTCs, actuator DTCs, and relay DTCs.
• The identification of the control modules which Diagnose the multiple DTCs within this category in
command the system. numerical order. Begin with the lowest numbered
• The ability of the control modules to communicate DTC, unless the diagnostic table directs you
through the serial data circuit. otherwise.
• The identification of any stored diagnostic trouble
codes (DTCs) and their statuses. Diagnostic System Check – Engine Controls
The use of the Diagnostic System Check – Engine Important:
Controls will identify the correct procedure for
• DO NOT perform this diagnostic if there is not a
diagnosing the system and where the procedure is
driveability concern, unless another procedure
located.
directs you to this diagnostic.
Important: • Before you proceed with diagnosis, search for
Engine Control System Check Sheet must be used to applicable service bulletins.
verify the customer complaint, you need to know the • Unless a diagnostic procedure instructs you, DO
correct (normal) operating behavior of the system and NOT clear the DTCs.
verify that the customer complaint is a valid failure of • If there is a condition with the starting system, refer
the system. to the starting system section in the engine
mechanical.
Diagnostic System Check – Engine • Ensure the battery has a full charge.
Controls • Ensure the battery cables (+) (-) are clean and
tight.
Description
• Ensure the ECM grounds are clean, tight, and in
The Diagnostic System Check – Engine Controls is an the correct location.
organized approach to identifying a condition that is
created by a malfunction in the electronic engine • Ensure the ECM harness connectors are clean
control system. The Diagnostic System Check must be and correctly connected.
the starting point for any driveability concern. The • Ensure the ECM terminals are clean and correctly
Diagnostic System Check directs the service technician mating.
to the next logical step in order to diagnose the • Ensure the fuel injection pump control unit (PCU)
concern. Understanding and correctly using the ground is clean, tight, and in the correct location.
diagnostic table reduces diagnostic time, and prevents • Ensure the PCU harness connectors are clean and
the replacement of good parts. correctly connected.
• Ensure the PCU terminals are clean and correctly
Test Description
mating.
The numbers below refer to the step numbers on the
• Ensure the vehicle maintenance has been done
diagnostic table.
enough.
2. Lack of communication may be because of a partial
or a total malfunction of the Keyword 2000 serial data
circuit. The specified procedure determines the
particular condition.
Step Action Value(s) Yes No

Install the Tech 2.
1 — Go to Tech 2 Does
Does the Tech 2 turn ON? Go to Step 2 Not Power Up
1. Turn ON the ignition, with the engine OFF.
2. Attempt to establish communication with the Go to Lost
2 engine control module (ECM). — Communication with
The Engine Control
Does the Tech 2 communicate with the ECM? Go to Step 3 Module (ECM)

Attempt to start the engine. Go to Engine
3 — Cranks but Does
Does the engine start and idle? Go to Step 4 Not Run
Select the DTC display function of the ECM.
4 —
Does the Tech 2 display any DTCs? Go to Step 5 Go to Step 12
1. Turn OFF the ignition for 30 seconds.
2. Start the engine.
5 3. Monitor the DTC Information with the Tech 2. —
Did you complete the action? Go to Step 6 —

Does the Tech 2 display ECM DTC P0602? Go to Applicable
6 —
DTC Go to Step 7
Does the Tech 2 display ECM DTC P0251
7 (Symptom Code 9 or A), P0606 (Symptom Code A — Go to Applicable
or B) or P1605 (Symptom Code C, D or E)? DTC Go to Step 8
Does the Tech 2 display ECM DTC P0560 Go to Applicable
8 —
(Symptom Code 1, 2 or A)? DTC Go to Step 9
9 (Symptom Code A or B) or P1625 (Symptom Code — Go to Applicable
A or B)? DTC Go to Step 10
10 (Symptom Code A or B) or P1651 (Symptom Code — Go to Applicable
A or B)? DTC Go to Step 11
Is there any other code in any controller that has Go to Applicable
11 —
not been diagnosed? DTC Go to Step 12
1. Review the following symptoms.
2. Refer to the applicable symptom diagnostic
table:
• Hard Start
• Rough, Unstable, or Incorrect Idle and
Stalling
• Cuts Out, Misses
• Surge/Chuggles
12 • Lack of Power, Sluggishness, or —
Sponginess
• Hesitation, Sag, Stumble
• Fuel Knock/Combustion Noise
• Poor Fuel Economy
• Excessive Smoke (Black Smoke)
• Excessive Smoke (White Smoke)
Go to Intermittent
Did you find and correct the condition? System OK Conditions
Tech 2 Does Not Power Up
Circuit Description • Common signal ground at terminal 5.
The data link connector (DLC) is a standardized 16– The Tech 2 will power up with the ignition OFF. Some
cavity connector. Connector design and location is modules however, will not communicate unless the
dictated by an industry wide standard, and is required ignition is ON.
to provide the following:
Tech 2 Does Not Power Up
• Tech 2 power battery positive voltage at terminal
16. Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Controls
• Tech 2 power ground at terminal 4.
Connector End Views

Important:
Make sure the Tech 2 works properly on another
vehicle before using this chart.
1 1. Turn OFF the ignition. —

2. Inspect the ENG(B1)(B2) (15A) fuse (F-8 & F-
9) in the glove box fuse block.
Is the ENG(B1)(B2) (15A) fuse (F-8 & F-9) open? Go to Step 2 Go to Step 3
Replace the ENG(B1)(B2) (15A) fuse (F-8 & F-9).
If the fuse continues to open, repair the short to
ground on one of the circuits that is fed by the
2 ENG(B1)(B2) (15A) fuse (F-8 & F-9) or replace the —
shorted attached component fed by the
ENG(B1)(B2) (15A) fuse (F-8 & F-9).
Did you complete the repair? Go to Step 7 —

1. Check each circuit at the data link connector
(DLC) (B-79 connector) for a backed out,
spread or missing terminal.
3 —
2. Repair the terminal as necessary.
Did you find and complete the repair? Go to Step 7 Go to Step 4

Connect a test lamp between the B+ circuit (pin 16
of B-79 connector) at the DLC and a known
4 ground. —
Does the test lamp illuminate? Go to Step 6 Go to Step 5

Repair the open in the battery voltage circuit to the
5 DLC. —
1. Test each ground circuit at the DLC (pins 4
and 5 of B-79 connector) for an open circuit or
high resistance.
6 —
2. Repair the circuit(s) as necessary.
Go to Intermittent
Did you find and correct the condition? Go to Step 7 Conditions
1. Connect the Tech 2 to the DLC.
7 2. Attempt to turn ON the Tech 2. —
Does the Tech 2 ON? System OK Go to Step 1
Lost Communication with The Engine Control Module (ECM)
Circuit Description • A Keyword 2000 serial data circuit shorted to
The engine control module (ECM) communicates with voltage.
the Tech 2 over the Keyword 2000 serial data link. • An internal condition within a module or connector
However, the ECM and fuel injection pump control unit on the Keyword 2000 serial data circuit, that
(PCU) communicates with each other over the causes a short to voltage or ground to the Keyword
controller area network (CAN) link. The CAN link is not 2000 serial data circuit.
used for communication with the Tech 2 and is shared • Open ground circuit (pin 5) at the DLC.
only between the ECM and PCU.
Lost Communication with The Engine Control
Diagnostic Aids Module (ECM)
The following conditions will cause a loss of Keyword Schematic Reference: Engine Controls Schematics
2000 serial data communication between the Tech 2 Connector End View Reference: Engine Controls
and any control module: Connector End Views or Engine Control Module (ECM)
• A Keyword 2000 serial data circuit open. Connector End Views
• A Keyword 2000 serial data circuit shorted to
ground.

Did you perform the Diagnostic System Check – Go to Diagnostic
1 Engine Controls? — System Check –
Go to Step 2 Engine Controls
Attempt to establish engine control module (ECM)
2 communications with the Tech 2. —
Does the ECM communicate with the Tech 2? Go to Step 3 Go to Step 4
Test the Keyword 2000 serial data circuit for an
intermittently short to ground or intermittently short
3 to voltage. —
Did you find and correct the condition? Go to Step 17 System OK

Check the ECM B-234 and B-233 connectors for
4 poor connections. —
Did you find and correct the condition? Go to Step 17 Go to Step 5
2. Check the Main (100A) (SBF-1), Key (50A)
(SBF-2) and ENG(B1)(B2) (15A) fuse (F-8 &
F-9). Replace and retest if open. If any fuse
continues to open, check for a short to ground
on each circuit fed by that fuse.
3. Turn OFF the ignition.
5 4. Disconnect the ECM B-234 harness —
connector.
6. Connect a test lamp to ground and check for
voltage at the ignition voltage supply circuit at
the ECM (pin 39 of B-234 connector).

Test the data link connector (DLC) ground circuit at
6 terminal 5 for an open circuit or poor connection. —
Test the Keyword 2000 serial data circuit between
the ECM (pin 35 of B-234 connector) and the DLC
7 (pin 7 of B-79 connector) for a short to ground or —
voltage.


Important:
An open in a ground circuit at the ECM will not
cause a loss of communication.
8 1. Check ECM ground for corrosion and —

tightness.
2. Clean or tighten grounds as necessary.

2. Reconnect the ECM harness connector if
previously disconnected.
9 4. Replace the ECM main relay with the horn —
relay or replace with a known good relay.
5. Attempt to establish Tech 2 communications
with the ECM.
Does the ECM communicate with the Tech 2? Go to Step 15 Go to Step 10

2. Remove the ECM main relay.
4. Using a test lamp, check for battery voltage at
10 both of the battery voltage supply circuits to —
the ECM main relay (pins 1 and 2 of X-14
connector).
5. Repair the open in the circuit(s) as necessary.

1. Reinstall the ECM main relay.
2. Turn the ignition ON and OFF while listening
or feeling for the ECM main relay click. Wait 2
11 seconds between transitions. —
Does the ECM main relay click when the ignition is

turned ON or OFF? Go to Step 13 Go to Step 12
Repair the ECM main relay control circuit between
the ECM main relay (pin 4 of X-14 connector) and
the ECM (pin 58 of B-234 connector) for the
following conditions:
• An open circuit
12 —
• A short to battery or ignition voltage
• High resistance or a poor connection at both
the ECM and ECM main relay

1. Check ECM main relay voltage supply circuit
to the ECM between the ECM main relay (pin
5 of X-14 connector) and the ECM (pin 3 of B-
234 connector) for the following conditions:
• An open circuit
13 —
• High resistance or a poor connection at
the ECM and ECM main relay

Repair the open in the ignition voltage circuit to the
14 ECM. —

Replace the ECM main relay.
15 —
Did you complete the replacement? Go to Step 17 —
Important:
Replacement ECM must be programmed.
16 Replace the ECM. Refer to Engine Control Module —

2. Reconnect all disconnected connectors.
17 —
4. Attempt to establish Tech 2 communications
with the ECM.
Does the Tech 2 communicate with the ECM? System OK Go to Step 3

Engine Cranks but Does Not Run
Description • There is adequate fuel in the fuel tank.
The Engine Cranks but Does Not Run diagnostic table • There is no fuel leak in the fuel line.
is an organized approach to identifying a condition that • There is no air in the fuel line.
causes an engine to not start. The diagnostic table • Filters (Air, Fuel) are clean.
directs the service technician to the appropriate system
diagnosis. The diagnostic table assumes the following • Fuse and slow blow fuse are normal.
conditions are met:
Diagnostic Aids
• The battery is completely charged and terminals
are cleaned and tight. If an intermittent condition is suspected, refer to
Intermittent Conditions in this section.
• The engine cranking speed is normal.
Engine Cranks but Does Not Run

1. Install the Tech 2.
3. Crank the engine for specified amount of time.
2 4. Monitor the Diagnostic Trouble Code (DTC) 15 seconds
Information with the Tech 2.
Go to Diagnostic
Does the Tech 2 display any DTCs that failed this Trouble Code (DTC)
ignition? List Go to Step 3
1. Check for normal readings at key up for the
following inputs and output: Refer to the Tech
2 Data List or a known good vehicle to
determine normal values.
• System Voltage
• Engine Coolant Temperature (ECT)
3 —
• Intake Air Temperature (IAT)
• Mass Air Flow (MAF) Sensor
• Barometric Pressure
2. Repair or replace as necessary.


1. Inspect the high pressure side between the
fuel injection pump and the fuel injection
nozzles for fuel leakage. The following
components may contain an external leak.
• Fuel injection pump
• Fuel injection pump control unit (PCU)
• Fuel injection solenoid valve
• Timing control valve (TCV)
• Constant pressure valve (CPV)
• Fuel pipe between the fuel injection
4 pump and fuel injection nozzles —
• Each fuel pipe sleeve nuts
• Each fuel pipe connectors
• Each gaskets
Notice:
Fuel may leak into the engine from the fuel injection
pump. In such case, the engine oil level will rise.
Inspect for fuel leakage into the engine oil.
2. Repair any fuel system leaks as necessary.

2. Check the fuel system line connections
between the fuel tank and the fuel injection
pump for tightness and all fuel hoses for cuts,
cracks and for the use of proper clamps.
3. Pump the priming pump on the fuel filter until it
5 becomes firm. If there is a leak on the suction —
side of the fuel system between the priming
pump and the fuel injection pump, the priming
pump will not build up sufficient firmness and
fuel leakage may occur.

1. Remove the fuel hose that connects to the fuel
injection pump suction side.
2. Remove the fuel pipe connector that connects
to the fuel injection pump suction side.
3. Inspect the eye bolt for any type of restriction
or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition
6 that causes contaminated fuel, such as the —
customer is using an aftermarket fuel filter or
extended maintenance interval. Also inspect fuel
waxing or icing that is caused by an incorrect fuel
type used in winter season or water intrusion in the
fuel system.


1. Disconnect the fuel hose that connects to the
fuel injection pump suction side. In order to
measure the discharged fuel amount, put the
hose into a bottle or a container.
2. Pump the priming pump on the fuel filter.
Notice:
If there is a leak on the suction side of the fuel
system, the fuel from the disconnected hose will
not flow out sufficiently and fuel leakage may occur.
Also if there is a restriction on the suction side of
the fuel system, the fuel from the disconnected
hose will not flow out sufficiently that is most likely
7 caused by clogged fuel filter or kinked fuel hose or —
pipe.
3. Draw fuel from the fuel tank at the fuel line (as
close to the fuel tank as possible) going to the
fuel pickup tube to verify a clean stream of fuel
comes out (use the hand-held vacuum pump
5-8840-0279-0/J-23738-A with a clear hose or
equivalent). This will ensure the fuel pickup
tube is not cracked drawing air into the fuel
line.
4. Repair any fuel system leaks and restrictions
as necessary.

1. Other possible causes for the no-start
condition:
• Fuel injection pump mechanical timing
incorrect
• Flywheel installed incorrectly causing the
crankshaft position (CKP) sensor to be
incorrectly timed to the engine.
Disconnect sensor and attempt to start
8 engine to verify. —
• Heavily restricted intake, exhaust or
catalytic converter plugged solid
• Poor engine compression
• Water or gasoline contamination in fuel

Important:
The fuel injection pump must be timed to the
engine.
9 Replace the fuel injection pump. Refer to Fuel —
Injection Pump Replacement in engine mechanical
section.

1. Reconnect all previously disconnected
harness connector(s).
10 2. Turn OFF the ignition for 30 seconds. —

3. Attempt to start the engine.
Does the engine start and continue to run? Go to Step 11 Go to Step 2

Observe the DTC Information with the Tech 2. Go to Diagnostic
11 — Trouble Code (DTC)
Are there any DTCs that you have not diagnosed? List System OK
Diagnostic Trouble Code (DTC) List
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0100 65 ON Mass Air Flow • The ignition switch • The ECM detects • Sensor 5V reference
(7) (MAF) Sensor is ON. that the MAF circuit is short to battery
Circuit 5V sensor 5 volts or ignition voltage.
Reference High reference circuit • Sensor 5V reference
Voltage voltage is more circuit is short to the
than 5.2 volts for sensor ignition voltage
0.5 seconds. circuit.
• Faulty MAF sensor.
• Faulty ECM.
P0100 65 ON Mass Air Flow • The ignition switch • The ECM detects • Sensor 5V reference
(9) (MAF) Sensor is ON. that the MAF circuit is short to ground.
Voltage 5V sensor 5 volts • Sensor 5V reference
Reference reference circuit circuit is short to the low
Circuit Low voltage is less than reference circuit.
Voltage 4.6 volts for 0.5
seconds.
• Faulty ECM.
P0100 65 ON Mass Air Flow • The ignition switch • The ECM • Sensor ignition voltage
(B) (MAF) Sensor is ON. calculated MAF is feed circuit is open
Circuit Low • The engine is lower than -18.6 circuit or high resistance.
Voltage running. kg/h for 5 seconds. • Sensor 5V reference
circuit is open circuit,
high resistance, short to
ground or short to the
low reference circuit.
• Sensor signal circuit is
open circuit, high
resistance, short to
• Poor harness connector
connection.
• Faulty MAF sensor
installation.
• Faulty ECM.
P0100 65 ON Mass Air Flow • The ignition switch • The ECM • Sensor signal circuit is
(C) (MAF) Sensor is ON. calculated MAF is short to any 5V
Circuit High • The engine is higher than 806 kg/ reference circuit, short to
Voltage running. h for 10 seconds. battery or ignition voltage
circuit.
• Sensor low reference
circuit is open circuit or
high resistance.
connection.
• Faulty ECM.
DTC
Code)
P0110 23 ON Intake Air • The ignition switch • The ECM detects • Sensor signal circuit is
(1) Temperature is ON. that the IAT sensor open circuit, high
(IAT) Sensor signal voltage is resistance, short to any
Circuit High more than 4.7 volts 5V reference circuit,
Voltage for 3 seconds. short to battery or
ignition voltage.
high resistance.
connection.
• Faulty IAT sensor.
• Faulty ECM.
P0110 23 ON Intake Air • The ignition switch • The ECM detects • Sensor signal circuit is
(2) Temperature is ON. that the IAT sensor short to ground or short
(IAT) Sensor signal voltage is to the low reference
Circuit Low less than 0.3 volts circuit.
Voltage for 3 seconds. • Faulty IAT sensor.
• Faulty ECM.
P0115 14 ON Engine Coolant • The ignition switch • The ECM detects • Sensor signal circuit is
(1) Temperature is ON. that the ECT open circuit, high
(ECT) Sensor sensor signal resistance, short to any
Circuit High voltage is more 5V reference circuit,
Voltage than 4.7 volts for 3 short to battery or
seconds. ignition voltage.
high resistance.
connection.
• Faulty ECT sensor.
• Faulty ECM.
P0115 14 ON Engine Coolant • The ignition switch • The ECM detects • Sensor signal circuit is
(2) Temperature is ON. that the ECT short to ground or short
(ECT) Sensor sensor signal to the low reference
Circuit Low voltage is less than circuit.
Voltage 0.3 volts for 3 • Faulty ECT sensor.
seconds.
• Faulty ECM.
P0180 15 ON Fuel • The ignition switch • The PCU internal • Faulty PCU.
(B) Temperature is ON. FT sensor output is
Sensor Circuit lower than -40°C (-
40°F) for 3
seconds or higher
than 150°C
(302°F) for 3
seconds.
DTC
Code)
P0215 52 ON at Engine Shutoff • The ignition switch • After the condition • Faulty fuel injection
(A) next (ESO) Solenoid is OFF. for running the pump.
igni- Control Circuit • The engine speed DTC for 2 seconds,
tion is lower than 1500 the engine speed
cycle RPM. is higher than 200
RPM when the
• The vehicle speed
ESO solenoid
is lower than 1.5
valve is
km/h (1 MPH).
commanded
shutoff from the
PCU.
P0215 52 ON Engine Shutoff • The ignition switch • The PCU detects • ESO solenoid valve
(B) (ESO) Solenoid is ON. high voltage control circuit is short to
Control Circuit condition on the battery or ignition
ESO solenoid voltage.
valve control circuit • Faulty PCU.
for longer than 1
• Faulty ECM.
second when the
ECM does not
command shutoff.
P0215 52 ON Engine Shutoff • The ignition switch • The engine speed • ESO solenoid valve
(C) (ESO) Solenoid is OFF. is higher than 200 control circuit is open
Control Circuit • The engine speed RPM within 2 circuit, high resistance or
is lower than 1500 seconds after the short to ground.
RPM. condition for • Faulty PCU.
running the DTC
• The vehicle speed • Faulty ECM.
are met.
is lower than 1.5
km/h (1 MPH).
P0215 52 ON Engine Shutoff • The ignition switch • The ECM detects • Faulty ECM.
(D) (ESO) Solenoid is OFF. internal CAN
Control Circuit controller does not
Bus OFF mode.
P0216 54 ON Injection Timing • The engine speed • The PCU • Excessive air in the fuel
(A) Control Circuit is higher than 700 monitored actual system.
RPM. fuel injection timing • Loss fuel.
• The fuel injection is advanced more
• Fuel suction side
quantity is higher than desired by
looseness, kinks or
than 4 mg/strk. 3°CA for longer
blocked.
than 12 seconds or
retarded more than • Faulty or clogged fuel
desired by 6°CA filter.
for longer than 12 • Contaminated fuel.
seconds. • Faulty timing device.
• Faulty fuel injection
pump CMP sensor.
DTC
Code)
P0216 54 ON Injection Timing • The engine speed • The PCU • Excessive air in the fuel
(B) Control Circuit is higher than 2014 monitored actual system.
RPM. fuel injection timing • Loss fuel.
is oscillated higher
• Fuel suction side
than desired by
looseness, kinks or
5.2°CA.
blocked.
• Faulty or clogged fuel
filter.
• Contaminated fuel.
• Faulty timing device.
• Faulty fuel injection
pump CMP sensor.
P0251 53 ON Injection Pump • The fuel injection • The PCU detects • Faulty fuel injection
(6) Fuel Metering pump CMP sensor that the fuel pump.
Control signal is injection solenoid • Faulty PCU.
generated. valve is operated
• The CAN when the desired
communication fuel injection
between the ECM quantity is
and PCU is commanded 0 mg/
normal. strk.
P0251 53 ON Injection Pump • The fuel injection • The PCU detects • Faulty CKP sensor
(7) Fuel Metering pump CMP sensor that the doubled signal.
Control signal is fuel injection pump • Faulty fuel injection
generated. speed is lower than pump CMP sensor
• The CKP sensor engine speed by signal.
signal is 800 RPM for
• Electrical interference.
generated. longer than 0.2
seconds. • Magnetic interference.
• The engine speed
• Faulty PCU.
is higher than 500
RPM.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty PCU.
(9) Fuel Metering is ON. internal fuel
Control injection pump
control maps are
not programmed
during self-test.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty PCU.
(A) Fuel Metering is ON. internal EEPROM
Control or A/D converter is
failed during self-
test.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty fuel injection
(B) Fuel Metering is ON. that the fuel pump.
Control injection solenoid • Faulty PCU.
valve drive circuit
is failed during self-
test.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty fuel injection
(D) Fuel Metering is ON. that the fuel pump.
Control injection solenoid • Faulty PCU.
valve drive circuit
voltage level is
abnormal during
self-test.
DTC
Code)
P0251 53 ON Injection Pump • The ignition switch • The ECM detects • CAN high circuit is open
(E) Fuel Metering is ON. communication circuit, high resistance,
Control message from the short to ground, short to
PCU is not battery or ignition
received for longer voltage.
than 1 second. • CAN low circuit is open
circuit, high resistance,
short to ground, short to
battery or ignition
voltage.
• Magnetic interference.
• Faulty PCU.
• Faulty ECM.
P0335 43 ON Crankshaft • The ignition switch • The ECM detects • Sensor signal circuit is
(B) Position (CKP) is ON. extra or missing open circuit, high
Sensor Circuit • The engine speed CKP sensor resistance, short to
is higher than 665 signals while ground, short to battery
RPM. engine is running. or short to ignition
voltage.
circuit is open circuit,
high resistance, short to
ground, short to battery
or short to ignition
voltage.
• Sensor shield ground is
open circuit, high
voltage.
• Faulty CKP sensor.
• Faulty ECM.
• Faulty sensor
installation.
• Faulty flywheel
circumference.
DTC
Code)
P0335 43 ON Crankshaft • DTC P0335 • The ECM detects • Sensor signal circuit is
(D) Position (CKP) (Symptom Code B) that the CKP open circuit, high
Sensor Circuit is not set. sensor signals are resistance, short to
• The ignition switch not generated ground, short to battery
is ON. when doubled fuel or short to ignition
injection pump voltage.
• The fuel injection
rotation speed is • Sensor low reference
pump CMP sensor
higher than 50 circuit is open circuit,
signal is
RPM. high resistance, short to
generated.
• The CAN
communication
voltage.
between the ECM
and PCU is • Sensor shield ground is
normal. open circuit, high
voltage.
• Faulty CKP sensor.
• Faulty ECM.
• Faulty sensor
installation.
• Faulty flywheel
circumference.
P0335 43 ON Crankshaft • The ignition switch • The ECM detects • Engine overrun.
(E) Position (CKP) is ON. that the engine • Faulty CKP sensor.
Sensor Circuit speed is higher
• Faulty ECM.
than 5700 RPM for
0.2 seconds. • Electrical interference.
• Faulty flywheel
circumference.
P0380 66 ON Glow Plug • The ignition switch • The ECM detects • Glow relay ignition
(4) Relay Control is ON. that the low voltage voltage feed circuit on
Circuit Low condition on the coil side is open circuit or
Voltage glow relay control high resistance.
circuit for longer • Glow relay control circuit
than 3 seconds is open circuit, high
when the relay is resistance or short to
commanded OFF. ground.
• Glow relay is poor
installation.
• Faulty glow relay.
• Faulty ECM.
P0380 66 ON Glow Plug • The ignition switch • The ECM detect • Glow relay control circuit
(8) Relay Control is ON. that the high is short to battery or
Circuit High voltage condition ignition voltage circuit.
Voltage on the glow relay • Faulty glow relay.
control circuit for
• Faulty ECM.
longer than 1
second when the
relay is
commanded ON.
DTC
Code)
P0381 67 ON Glow Plug • The ignition switch • The ECM detects • Meter (10A) fuse (F-16)
(4) Indicator Circuit is ON. that the low voltage open.
Low Voltage condition on the • Glow indicator lamp
glow indicator lamp ignition voltage feed
control circuit for circuit is open circuit or
longer than 3 high resistance.
seconds when the
• Glow indicator lamp
indicator lamp is
control circuit is open
commanded OFF.
circuit, high resistance or
short to ground.
connection.
• Glow indicator lamp bulb
burned out.
• Faulty instrument panel
cluster (meter
assembly).
• Faulty ECM.
P0381 67 ON Glow Plug • The ignition switch • The ECM detects • Glow indicator lamp
(8) Indicator Circuit is ON. that the high control circuit is short to
High Voltage voltage condition battery or ignition voltage
on the glow circuit.
indicator lamp • Faulty instrument panel
control circuit for cluster (meter
longer than 1 assembly).
second when the
• Faulty ECM.
indicator lamp is
commanded ON.
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • MAF sensor circuits are
(3) Recirculation is ON. that the MAF high resistance.
(EGR) System • The engine is amount is 150 mg/ • MAF sensor signal circuit
Performance running. strk lower than the is short to IAT sensor
desired MAF for 60 signal circuit.
• The BARO is
seconds.
between 880 hPa • Intake air leakage.
and 1100 hPa. • Intake duct
• The IAT is between disconnected.
16°C (61°F) and • Intake system is
34°C (93°F). obstructed.
• The ECT is • Faulty turbocharger.
between 70°C
• Faulty exhaust system.
(158°F) and 100°C
(212°F). • Faulty EGR valve
vacuum control system.
• Faulty EGR valve.
• Faulty EGR solenoid
valve.
valve vacuum hose
routing.
DTC
Code)
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • EGR solenoid valve
(4) Recirculation is ON. that the low voltage ignition voltage feed
(EGR) Solenoid condition on the circuit is open circuit or
Circuit Low EGR solenoid high resistance.
Voltage valve control circuit • EGR solenoid valve
for longer than 3 control circuit is open
seconds when the circuit, high resistance or
solenoid valve is short to ground.
commanded OFF.
connection.
valve.
• Faulty ECM.
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • MAF sensor low
(5) Recirculation is ON. that the MAF reference circuit is high
(EGR) System • The engine is amount is 150 mg/ resistance.
Performance running. strk higher than the • Faulty EGR valve
desired MAF for 60 vacuum control system.
• The BARO is
seconds.
between 880 hPa • Faulty EGR valve.
and 1100 hPa. • Faulty vacuum pump.
• The IAT is between • Faulty EGR solenoid
16°C (61°F) and valve.
34°C (93°F).
• The ECT is valve vacuum hose
between 70°C routing.
(158°F) and 100°C
(212°F).
• Faulty ECM.
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • EGR solenoid valve
(8) Recirculation is ON. that the high control circuit is short to
(EGR) Solenoid voltage condition battery or ignition voltage
Circuit High on the EGR circuit.
Voltage solenoid valve • Faulty EGR solenoid
control circuit for valve.
longer than 3
• Faulty ECM.
seconds when the
solenoid valve is
commanded ON.
P0500 24 OFF Vehicle Speed • The ignition switch • The ECM detects • Vehicle speed too high.
(1) Sensor (VSS) is ON. that the vehicle • Electrical interference.
Circuit speed is higher
than 190 km/h (119
MPH) for 5 • Faulty VSS.
seconds. • Faulty ECM.
P0500 24 OFF Vehicle Speed • The ignition switch • The ECM detects • Electrical interference.
(A) Sensor (VSS) is ON. that the vehicle • Magnetic interference.
Circuit speed sensor
• Faulty VSS.
signal frequency is
too high for 0.6 • Faulty ECM.
seconds.
DTC
Code)
P0500 24 OFF Vehicle Speed • The ignition switch • The ECM detects • Meter (10A) fuse (F-16)
(B) Sensor (VSS) is ON. that the vehicle open.
Circuit • The engine speed speed is lower than • Sensor ignition voltage
is higher than 3600 1.5 km/h (1 MPH) circuit is open circuit or
RPM. for 60 seconds. high resistance.
• The fuel injection • Sensor signal circuit is
quantity is more open circuit, high
than 41 mg/strk. resistance, short to
or ignition voltage.
high resistance.
connection.
cluster (meter
assembly).
• Faulty VSS.
• Faulty ECM.
P0560 35 OFF System Voltage — • The ECM detects • Incorrect “Jump
(1) that the battery Starting”.
voltage feed circuit • Faulty charging system.
voltage is more
• Faulty ECM.
than 20 volts.
P0560 35 OFF System Voltage — • The ECM detects • Faulty charging system.
(2) that the battery • Battery voltage feed
voltage feed circuit circuit is high resistance.
voltage is less than
• Faulty ECM.
7 volts.
P0560 35 OFF System Voltage — • The PCU battery • Incorrect “Jump
(A) voltage feed circuit Starting”.
voltage is less than • Faulty charging system.
4.5 volts or more
• Battery voltage feed or
than 27 volts.
ground circuit is high
resistance.
• Faulty PCU.
P0561 18 OFF Ignition Switch — • The ECM detects • ECM main relay control
(A) Circuit that the ignition circuit is short to ground.
voltage circuit is • Ignition voltage feed
changed ON to circuit is intermittently
OFF during open circuit or high
initialization. resistance.
• Faulty ignition switch.
P0561 18 OFF Ignition Switch — • The ECM detects • Faulty ECM.
(B) Circuit internal ignition
voltage feed circuit
is failed after
initialization.
P0602 – ON Control Module — • VIN in the ECM is • VIN is not programmed.
(25) Not not programmed.
Programmed
DTC
Code)
P0606 28 ON Control Module — • The ECM detects • Faulty ECM.
(A) Internal that the internal
Performance CPU does not
react.
P0606 28 ON Control Module • The accelerator • The ECM detects • Faulty ECM.
(B) Internal pedal position is that the engine
Performance less than 1%. speed is higher
• The desired fuel than 2000 RPM.
injection quantity is
0 mg/strk.
P0645 46 ON Air Conditioning • The ignition switch • The ECM detects • A/C compressor relay
(4) (A/C) Clutch is ON. that the low voltage ignition voltage feed
Relay Control • The A/C condition on the A/ circuit on coil side is
Circuit Low compressor relay C compressor open circuit or high
Voltage is once relay control circuit resistance.
commanded ON. for longer than 3 • A/C compressor relay
seconds when the control circuit is open
relay is circuit, high resistance or
commanded OFF. short to ground.
• A/C compressor relay is
poor installation.
• Faulty A/C compressor
relay.
• Faulty ECM.
P0645 46 ON Air Conditioning • The ignition switch • The ECM detects • A/C compressor relay
(8) (A/C) Clutch is ON. that the high control circuit is short to
Relay Control • The A/C voltage condition battery or ignition voltage
Circuit High compressor relay on the A/C circuit.
Voltage is once compressor relay • Faulty A/C compressor
commanded ON. control circuit for relay.
longer than 3
• Faulty ECM.
seconds when the
relay is
commanded ON.
DTC
Code)
P0703 25 ON Brake Switch • The ignition switch • The ECM detects • Stop (15A) fuse (F-5)
(A) Circuit is ON. that the brake open.
• The engine speed pedal 1 switch is • Brake pedal 1 switch
is higher than 1500 ON (Applied) when battery voltage feed
RPM. the brake pedal 2 circuit is open circuit or
switch is OFF high resistance.
• The accelerator
(Released) for
pedal position is • Brake pedal 1 switch
longer than 30
more than 10%. signal circuit is open
seconds within the
• The vehicle speed circuit, high resistance,
enabling conditions
is higher than 15 short to battery or
ever since ignition
km/h (9 MPH). ignition voltage.
switch is ON.
• Brake pedal 2 switch
ignition voltage feed
high resistance.
signal circuit is open
short to battery or
ignition voltage.
• Misadjusted brake pedal
switch.
• Brake pedal switch is
poor connection.
• Faulty brake pedal
switch.
• Faulty ECM.
P0703 25 ON Brake Switch • The ignition switch • The ECM detects • Stop (15A) fuse (F-5)
(B) Circuit is ON. that the brake open.
• The engine speed pedal 1 switch is • Brake pedal 1 switch
is higher than 1500 OFF (Released) battery voltage feed
RPM. when the brake circuit is open circuit or
pedal 2 switch is high resistance.
• The accelerator
ON (Applied) for
pedal position is • Brake pedal 1 switch
longer than 30
more than 10%. signal circuit is open
seconds.
• The vehicle speed circuit, high resistance,
is higher than 15 short to battery or
km/h (9MPH). ignition voltage.
ignition voltage feed
high resistance.
signal circuit is open
short to battery or
ignition voltage.
switch.
• Brake pedal switch is
poor connection.
switch.
• Faulty ECM.
DTC
Code)
P0704 57 ON Clutch Switch • The ignition switch • The ECM detects • Clutch pedal switch
(6) Input Circuit is ON. that the clutch ignition voltage feed
pedal switch signal circuit is open circuit or
does not change high resistance.
during the vehicle • Clutch pedal switch
speed changes signal circuit is open
between 5 km/h circuit, high resistance,
(3MPH) and 80 short to battery or
km/h (50MPH). ignition voltage.
• Misadjusted clutch pedal
switch.
• Clutch pedal switch is
poor connection.
• Faulty clutch pedal
switch.
• Faulty ECM.
P1105 86 ON Barometric • The ignition switch • The ECM detects • Faulty ECM.
(2) Pressure is ON. that the BARO
(BARO) Sensor sensor signal
Circuit High voltage is more
Voltage than 4.4 volts for 1
second.
P1105 86 ON Barometric • The ignition switch • The ECM detects • Faulty ECM.
(2) Pressure is ON. that the BARO
(BARO) Sensor sensor signal
Circuit Low voltage is less than
Voltage 1.5 volts for 1
second.
P1110 72 ON Intake Throttle • The ignition switch • The ECM detects • Intake throttle solenoid
(4) Solenoid Circuit is ON. that the low voltage valve ignition voltage
Low Voltage condition on the feed circuit is open
intake throttle circuit or high resistance.
solenoid valve • Intake throttle solenoid
control circuit for valve control circuit is
longer than 3 open circuit, high
seconds when the resistance or short to
solenoid valve is ground.
commanded OFF.
connection.
• Faulty intake throttle
solenoid valve.
• Faulty ECM.
P1110 72 ON Intake Throttle • The ignition switch • The ECM detects • Intake throttle solenoid
(8) Solenoid Circuit is ON. that the high valve control circuit is
High Voltage voltage condition short to battery or
on the intake ignition voltage circuit.
throttle solenoid • Faulty intake throttle
valve control circuit solenoid valve.
for longer than 3
• Faulty ECM.
seconds when the
solenoid valve is
commanded ON.
DTC
Code)
P1120 21 ON Accelerator • The ignition switch • The ECM detects • Sensor 5V reference
(1) Pedal Position is ON. that the APP circuit is short to battery
(APP) Sensor sensor signal or ignition voltage.
Circuit High voltage is more • Sensor 5V reference
Voltage than 4.9 volts for circuit is short to ground
0.5 seconds. or short to the low
reference circuit.
• Sensor signal circuit is
short to any 5V
reference circuit, short to
battery or ignition voltage
circuit.
high resistance.
connection.
• Faulty APP sensor.
• Faulty ECM.
(2) Pedal Position is ON. that the APP circuit is open circuit,
(APP) Sensor sensor signal high resistance, short to
Circuit Low voltage is less than ground or short to the
Voltage 0.3 volts for 0.5 low reference circuit.
seconds. • Sensor signal circuit is
open circuit, high
connection.
• Faulty ECM.
(7) Pedal Position is ON. that the APP circuit is short to battery
(APP) Sensor sensor voltage or ignition voltage circuit.
Circuit 5V supply circuit is • Faulty ECM.
Reference High more than 5.2 volts
Voltage for 0.5 seconds.
(9) Pedal Position is ON. that the APP circuit is short to ground
(APP) Sensor sensor voltage or short to the low
Circuit 5V supply circuit is reference circuit.
Reference Low less than 4.6 volts • Faulty APP sensor.
Voltage for 0.5 seconds.
• Faulty ECM.
DTC
Code)
P1120 21 ON Accelerator • The ignition switch • The ECM detects • Brake pedal 1 switch
(D) Pedal Position is ON. APP sensor angle signal circuit is open
(APP) Sensor • The engine speed is stationary more circuit, high resistance,
Circuit is higher than 1700 than 18%, then short to battery or
Correlation RPM. brake pedal is ignition voltage.
depressed for • Accelerator pedal stuck.
longer than 2
is higher than 1.5 • Intake throttle valve
seconds.
km/h (1MPH). stuck.
• Intake throttle valve
control cable damaged,
stuck or no free play.
• Misadjusted APP sensor.
switch.
switch.
• Faulty ECM.
P1120 21 ON Accelerator • The ignition switch • The ECM detects • APP sensor low
(E) Pedal Position is ON. APP sensor angle reference circuit is high
(APP) Sensor is more than 18%, resistance.
Circuit then idle switch is • Idle switch signal circuit
Correlation ON for longer than is short to ground.
0.6 seconds.
connection.
• Faulty idle switch.
• Faulty ECM.
P1173 22 OFF Limitation of • The ignition switch • The ECM detects • Engine overheat.
(3) Injection is ON. an excessive high • Faulty engine cooling
Quantity coolant system.
temperature for
• Faulty ECT sensor.
longer than 30
seconds.
P1173 22 OFF Limitation of • The ignition switch • The ECM detects • Faulty PCU.
(7) Injection is ON. an excessive high
Quantity FT for longer than
30 seconds.
P1173 22 OFF Limitation of • The ignition switch • The ECM detects • Faulty PCU.
(A) Injection is ON. an excessive low
Quantity FT for longer than
30 seconds.
P1335 43 ON Crankshaft • The ignition switch • The PCU detects • CKP sensor signal
(A) Position (CKP) is ON. CKP sensor signal output circuit is open
Sensor Circuit from the ECM is circuit, high resistance,
faulty. short to ground, short to
battery or ignition
voltage.
connection.
• Faulty PCU.
• Faulty ECM.
DTC
Code)
P1345 41 ON Crankshaft — • The PCU received • Faulty fuel injection
(A) Position (CKP) faulty fuel injection pump.
– Camshaft pump CMP sensor • Faulty PCU.
Position (CMP) signal for 1
Correlation second.
P1520 47 ON Park/Neutral • The ignition switch • The ECM detects • Neutral switch signal
(A) Position Switch is ON. that the neutral circuit is short to battery
Circuit • The engine speed switch signal is or ignition voltage.
is higher than 1500 continuously ON • Faulty neutral switch.
RPM. (neutral) during
• Faulty ECM.
three consecutive
driving cycles.
is higher than 64
km/h (40MPH).
• The clutch pedal is
released.
P1520 47 ON Park/Neutral • The ignition switch • The ECM detects • Neutral switch ignition
(B) Position Switch is ON. that the neutral voltage feed circuit is
Circuit • The engine speed switch signal is open circuit or high
is higher than 665 continuously OFF resistance.
RPM. (other than neutral) • Neutral switch signal
during three circuit is open circuit or
consecutive driving high resistance.
is lower than 2 km/
cycles.
h (3MPH). • Poor harness connector
• The clutch pedal is connection.
released after once • Faulty neutral switch.
depressed. • Faulty ECM.
P1576 71 ON Exhaust Brake • The ignition switch • The ECM detects • Exhaust brake solenoid
(4) Solenoid Circuit is ON. that the low voltage valve ignition voltage
Low Voltage condition on the feed circuit is open
exhaust brake circuit or high resistance.
solenoid valve • Exhaust brake solenoid
control circuit for valve control circuit is
longer than 3 open circuit, high
seconds when the resistance or short to
solenoid valve is ground.
commanded OFF.
connection.
• Faulty exhaust brake
solenoid valve.
• Faulty ECM.
P1576 71 ON Exhaust Brake • The ignition switch • The ECM detects • Exhaust brake solenoid
(8) Solenoid Circuit is ON. that the high valve control circuit is
High Voltage voltage condition short to battery or
on the exhaust ignition voltage circuit.
brake solenoid • Faulty exhaust brake
valve control circuit solenoid valve.
for longer than 3
• Faulty ECM.
seconds when the
solenoid valve is
commanded ON.
(C) Internal internal seed or
Performance key file in
EEPROM data is
destroyed.
DTC
Code)
(D) Internal reading or writing
Performance from the EEPROM
data is failed
during initialization.
(E) Internal total sum of
Performance EEPROM data is
not equal to
registered value
during initialization.
P1625 76 OFF ECM Main — • The ECM detects • ECM main relay control
(A) Relay Circuit that the ECM main circuit is intermittently
relay is turned OFF open circuit or high
before resistance.
commanded • ECM battery voltage
turned OFF. feed circuit is
intermittently open or
high resistance.
• Faulty ECM main relay.
P1625 76 OFF ECM Main • The ignition switch • The ECM detects • ECM main relay control
(B) Relay Circuit is OFF. that the ECM main circuit is short to ground.
relay is turned ON • ECM battery voltage
for longer than 2 circuit is short to battery.
seconds.
• Faulty ECM main relay.
• Faulty ECM.
P1630 51 ON Injection Pump — • The ECM detects • Faulty fuel injection
(A) Fuel Metering that the PCU pump.
Control monitored fuel • Faulty PCU.
injection solenoid
valve control
current is too high.
P1630 51 ON Injection Pump — • The ECM detects • Faulty fuel injection
(B) Fuel Metering that the PCU pump.
Control continuously flow • Faulty PCU.
the control current
to the fuel injection
solenoid valve.
P1650 44 ON CAN Device — • The ECM detects • CAN high circuit is open
(A) Offline that the PCU circuit, high resistance,
receives from the short to ground, short to
CAN controller battery or ignition
reset or Bus voltage.
Offline. • CAN low circuit is open
battery or ignition
voltage.
• Faulty PCU.
• Faulty ECM.
DTC
Code)
P1650 44 ON CAN Device — • The ECM detects • Faulty ECM.
(B) Hang-up internal CAN
controller does not
react.
P1651 45 ON CAN — • The ECM detects • CAN high circuit is open
(A) Malfunction that the PCU does circuit, high resistance,
not receive the short to ground, short to
CAN messages battery or ignition
from the ECM. voltage.
• CAN low circuit is open
battery or ignition
voltage.
• Faulty PCU.
• Faulty ECM.
P1651 45 ON CAN — • The ECM does not • CAN high circuit is open
(B) Malfunction receive the CAN circuit, high resistance,
messages from the short to ground, short to
PCU. battery or ignition
voltage.
• CAN low circuit is open
battery or ignition
voltage.
• Faulty PCU.
• Faulty ECM.
P1690 77 OFF Malfunction • The ignition switch • The ECM detects a • Meter (10A) fuse (F-16)
(4) Indicator Lamp is ON. low voltage open.
(MIL) Control condition on the • MIL ignition voltage feed
Circuit Low MIL control circuit circuit is open circuit or
Voltage for longer than 3 high resistance.
seconds when the
• MIL control circuit is
MIL is commanded
open circuit, high
OFF.
resistance or short to
ground.
connection.
• MIL bulb burned out.
cluster (meter
assembly).
• Faulty ECM.
DTC
Code)
P1690 77 OFF Malfunction • The ignition switch • The ECM detects a • MIL control circuit is
(8) Indicator Lamp is ON. high voltage short to battery or
(MIL) Circuit condition on the ignition voltage circuit.
High Voltage MIL control circuit • Faulty instrument panel
for longer than 1 cluster (meter
second when the assembly).
MIL is commanded
• Faulty ECM.
ON.
P0100 (Symptom Code 7) (Flash Code 65)
Circuit Description • The ECM uses a MAF substitution of 1600 mg/strk
The mass air flow (MAF) sensor is an air flow meter for engine control.
that measures the amount of air that enters the engine. • The ECM uses an EGR solenoid valve control
It is fitted between the air cleaner and turbocharger. A substitution of 10%.
small quantity of air that enters the engine indicates
deceleration or idle speed. A large quantity of air that Condition for Clearing the MIL/DTC
enters the engine indicates acceleration or a high load • The ECM turns OFF the MIL when the diagnostic
condition. The MAF sensor has the following circuits. runs and does not fail.
• Ignition voltage circuit • A history DTC clears after 40 consecutive driving
• 5 volts reference circuit cycles without a fault. Or clear with the Tech 2.
• Low reference circuit
Diagnostic Aids
• MAF sensor signal circuit
The engine control module (ECM) provides 5 volts • If an intermittent condition is suspected, refer to
reference voltage through the reference circuit to the Intermittent Conditions in this section.
MAF sensor. The ECM monitors the voltage on the 5
volts reference circuit. If the ECM detects an Notice:
excessively high MAF sensor 5 volts reference voltage, • The MAF Sensor parameter on the Tech 2 will only
this DTC will set. update with engine running.
Condition for Running the DTC Test Description

• The ignition switch is ON. The number below refers to the step number on the
diagnostic table.
Condition for Setting the DTC 3. If the MAF sensor 5 volts reference circuit between
• The ECM detects that the MAF sensor 5 volts the ECM and the sensor is normal, the sensor signal
reference circuit voltage is more than 5.2 volts for voltage low DTC P0100 (Symptom Code B) will set.
0.5 seconds.
DTC P0100 (Symptom Code 7) (Flash Code 65)
Action Taken When the DTC Sets Schematic Reference: Engine Controls Schematics
• The ECM illuminates the malfunction indicator Connector End View Reference: Engine Controls
lamp (MIL) when the diagnostic runs and fails. Connector End Views or Engine Control Module (ECM)
Connector End Views

2 —
4. Monitor the Diagnostic Trouble Code (DTC)
Go to Diagnostic
Does the DTC fail this ignition? Go to Step 3 Aids
2. Disconnect the mass air flow (MAF) sensor
harness connector.
3 3. Start the engine and let idle for 30 seconds. —
4. Monitor the DTC Information with the Tech 2.
Does DTC P0100 (Symptom Code B) set, but not

DTC P0100 (Symptom Code 7)? Go to Step 5 Go to Step 4

1. Test the 5 volts reference circuit between the
engine control module (ECM) (pin 83 of B-233
connector) and the MAF sensor (pin 4 of J-
4 • A short to battery or ignition voltage —
• A short to the sensor ignition voltage

Replace the MAF sensor. Refer to Mass Air Flow
5 Sensor Replacement in this section. —
Important:

2. Clear the DTCs with the Tech 2.
Did the DTC fail this ignition? Go to Step 3 Go to Step 8

Diagnostic Aids
The engine control module (ECM) provides 5 volts • If an intermittent condition is suspected, refer to
reference voltage through the reference circuit to the Intermittent Conditions in this section.
MAF sensor. The ECM monitors the voltage on the 5
volts reference circuit. If the ECM detects an Notice:
excessively low MAF sensor 5 volts reference voltage, • The MAF Sensor parameter on the Tech 2 will only
this DTC will set. update with engine running.

diagnostic table.
Condition for Setting the DTC 3. If the MAF sensor 5 volts reference circuit between
• The ECM detects that the MAF sensor 5 volts the ECM and the sensor is normal, the sensor signal
reference circuit voltage is less than 4.6 volts for voltage low DTC P0100 (Symptom Code B) will set.
0.5 seconds.
Connector End Views

2 —
Go to Diagnostic
harness connector.


4 • A short to ground —
• A short to the low reference circuit

Important:


P0100 (Symptom Code B) (Flash Code 65)
Circuit Description Condition for Clearing the MIL/DTC
The mass air flow (MAF) sensor is an air flow meter • The ECM turns OFF the MIL that the diagnostic
that measures the amount of air that enters the engine. runs and does not fail.
It is fitted between the air cleaner and turbocharger. A • A history DTC clears after 40 consecutive driving
small quantity of air that enters the engine indicates cycles without a fault. Or clear with the Tech 2.
deceleration or idle speed. A large quantity of air that
enters the engine indicates acceleration or a high load Diagnostic Aids
condition. The MAF sensor has the following circuits.
• If an intermittent condition is suspected, refer to
• Ignition voltage circuit Intermittent Conditions in this section.
• 5 volts reference circuit
• Low reference circuit Notice:
• MAF sensor signal circuit • Wrong direction of MAF sensor installation will
The engine control module (ECM) monitors the MAF cause this DTC to set.
sensor signal for voltage outside the normal range of • Contaminated or restricted MAF sensor will cause
the MAF sensor. If the ECM detects an excessively low this DTC to set.
MAF sensor signal voltage, this DTC will set. • The MAF Sensor parameter on the Tech 2 will only
update with engine running.
Condition for Running the DTC
• The ignition switch is ON. Test Description
• The engine is running. The number below refers to the step number on the
diagnostic table.
Condition for Setting the DTC 5. If the MAF sensor signal circuit between the ECM
• The ECM calculated MAF is lower than -18.6 kg/h and the sensor is short to ground or any low reference
for 5 seconds. This indicates the ECM detects that circuits, the sensor 5 volts reference voltage low DTC
the MAF sensor signal voltage is smaller than a P0100 (Symptom Code 9) will set.
predetermined range during engine run. 6. If the MAF sensor signal circuit between the ECM
and the sensor is normal, the sensor signal voltage
Action Taken When the DTC Sets high DTC P0100 (Symptom Code C) will set.
• The ECM illuminates the malfunction indicator DTC P0100 (Symptom Code B) (Flash Code 65)
lamp (MIL) when the diagnostic runs and fails.
Schematic Reference: Engine Controls Schematics
• The ECM uses a MAF substitution of 1600 mg/strk Connector End View Reference: Engine Controls
for engine control. Connector End Views or Engine Control Module (ECM)
• The ECM uses an EGR solenoid valve control Connector End Views
substitution of 10%.

3. Start the engine and let idle for 30 seconds.
2 —
Go to Diagnostic

harness connector.
3. Connect a test lamp between the ignition
3 voltage feed circuit of the MAF sensor harness —
(pin 2 of J-182 connector) and a known good
ground.

1. Keep the ignition ON, with the engine OFF.
2. Connect a DMM between the 5 volts reference
4 circuit of the MAF sensor harness (pin 4 of J- 4.7 volts
182 connector) and a known good ground.
Is the DMM voltage more than the specified value? Go to Step 5 Go to Step 8
2. Connect a 3-amp fused jumper wire between
the 5 volts reference circuit and the signal
circuit of the MAF sensor harness (pins 4 and
5 of J-182 connector).
5 3. Turn ON the ignition, with the engine OFF. —
DO NOT start the engine.
Does DTC P0100 (Symptom Code 9) set, but not

DTC P0100 (Symptom Code B)? Go to Step 9 Go to Step 6
1. Keep the 3-amp fused jumper wire with
connected.
Does DTC P0100 (Symptom Code C) set, but not
DTC P0100 (Symptom Code B)? Go to Step 11 Go to Step 10
Repair the open circuit or high resistance on the
ignition voltage feed circuit between the ECM main
7 relay (pin 5 of X-14 connector) and the MAF sensor —
(pin 2 of J-182 connector).

• An open circuit
• High resistance

1. Test the signal circuit between the ECM (pin
88 of B-233 connector) and the MAF sensor
(pin 5 of J-182 connector) for the following
conditions:


88 of B-233 connector) and the MAF sensor
(pin 5 of J-182 connector) for an open circuit
10 or high resistance. —

2. Inspect for an intermittent and for poor
connections at the harness connector of the
11 MAF sensor (pins 2, 4 and 5 of J-182 —
connector).
3. Repair the connection(s) as necessary.

2. Disconnect the ECM harness connector.
connections on the MAF sensor circuits at the
12 harness connector of the ECM (pins 83 and —
88 of B-233 connector).

Important:

15 —
5. Accelerate the engine between idle and
W.O.T. (accelerator pedal full travel) many
times while observing the DTC Information
with the Tech 2.

P0100 (Symptom Code C) (Flash Code 65)
Diagnostic Aids
The engine control module (ECM) monitors the MAF • If an intermittent condition is suspected, refer to
sensor signal for voltage outside the normal range of Intermittent Conditions in this section.
the MAF sensor. If the ECM detects an excessively
high MAF sensor signal voltage, this DTC will set. Notice:
• The MAF Sensor parameter on the Tech 2 will only
Condition for Running the DTC update with engine running.
• The ignition switch is ON.
Test Description
• The engine is running.
The number below refers to the step number on the
Condition for Setting the DTC diagnostic table.
3. If the MAF sensor signal circuit between the ECM
• The ECM calculated MAF is higher than 806 kg/h and the sensor is normal, the sensor signal voltage low
for 10 seconds. This indicates the ECM detects DTC P0100 (Symptom Code B) will set.
that the MAF sensor signal voltage is higher than a
predetermined range during engine run. DTC P0100 (Symptom Code C) (Flash Code 65)
• The ECM illuminates the malfunction indicator Connector End Views or Engine Control Module (ECM)
lamp (MIL) when the diagnostic runs and fails. Connector End Views

1 Engine Controls? — System Check
2 —
Go to Diagnostic
harness connector.

DTC P0100 (Symptom Code C)? Go to Step 4 Go to Step 5

2. Connect a test lamp between the low
reference circuit of the MAF sensor harness
4 (pin 3 of J-182 connector) and a battery —
voltage.

Important:
The MAF sensor may be damaged if the sensor
signal circuit is shorted to a voltage source.
1. Test the signal circuit between the engine
control module (ECM) (pin 88 of B-233
5 —
• A short to 5 volts reference

1. Test the low reference circuit between the
ECM (pin 92 of B-233 connector) and the MAF
sensor (pin 3 of J-182 connector) for an open
6 circuit or high resistance. —

2. Inspect for an intermittent and for a poor
connection at the harness connector of the
7 MAF sensor (pin 3 of J-182 connector). —

connection on the MAF sensor circuit at the
8 harness connector of the ECM (pin 92 of B- —
233 connector).

Important:


11 —
with the Tech 2.

Circuit Description • The ECM uses an IAT substitution of 0°C (32°F)
The intake air temperature (IAT) sensor is fitted for engine control.
between the air cleaner and turbocharger internal to
the mass air flow (MAF) sensor. The IAT sensor is a Condition for Clearing the MIL/DTC
variable resistor. The IAT sensor has a signal circuit • The ECM turns OFF the MIL when the diagnostic
and a low reference circuit. The IAT sensor measures runs and does not fail.
the temperature of the air entering the engine. The • A history DTC clears after 40 consecutive driving
engine control module (ECM) supplies 5 volts to the cycles without a fault. Or clear with the Tech 2.
IAT signal circuit and a ground for the IAT low reference
circuit. When the IAT sensor is cold, the sensor Diagnostic Aids
resistance is high. When the air temperature
increases, the sensor resistance decreases. With high
sensor resistance, the ECM detects a high voltage on
the IAT signal circuit. With lower sensor resistance, the • Use the Temperature vs. Resistance table to test
ECM detects a lower voltage on the IAT signal circuit. If the IAT sensor at various temperature levels to
the ECM detects an excessively high IAT signal evaluate the possibility of a skewed sensor. A
voltage, this DTC will set. skewed sensor could result in poor driveability
concerns.
Notice:
• The mass air flow (MAF) sensor is heated and as a
result the IAT sensor may indicate a higher than
Condition for Setting the DTC
normal intake temperature if the ignition switch is
• The ECM detects that the IAT sensor signal being ON.
voltage is more than 4.7 volts for 3 seconds.
Action Taken When the DTC Sets
Connector End Views

2 3. Observe the Intake Air Temperature (IAT) -38°C (-36°F)
parameter with the Tech 2.
Go to Diagnostic
Is the IAT parameter less than the specified value? Go to Step 3 Aids
2. Disconnect the mass air flow/intake air
temperature (MAF/IAT) sensor harness
connector.
3 3. Connect a DMM between the signal circuit of 5.3 volts
the IAT sensor harness (pin 1 of J-182
connector) and a known good ground.

Important:
The IAT sensor may be damaged if the sensor
4 connector) and the IAT sensor (pin 1 of J-182 —
connector) for a short to battery or ignition
voltage.

the signal circuit and the low reference circuit
of the IAT sensor harness (pins 1 and 3 of J-
182 connector).
5 110°C (230°F)
4. Observe the IAT parameter with the Tech 2.
Is the IAT parameter more than the specified

value? Go to Step 9 Go to Step 6
the signal circuit of the IAT sensor harness
(pin 1 of J-182 connector) and a known good
ground.
6 110°C (230°F)
Is the IAT parameter more than the specified

84 of B-233 connector) and the IAT sensor
(pin 1 of J-182 connector) for an open circuit
7 high resistance. —

ECM (pin 92 of B-233 connector) and the IAT
sensor (pin 3 of J-182 connector) for an open

84 of B-233 connector) and the IAT sensor
(pin 1 of J-182 connector) for a short to any 5
9 volts reference circuit. —

10 IAT sensor (pins 1 and 3 of J-182 connector). —


connections on the IAT sensor circuits at the

Replace the IAT sensor. Refer to Mass Air Flow
Sensor Replacement in this section. (IAT sensor is
12 internal to MAF sensor) —

Important:



Circuit Description • The ECM uses an IAT substitution of 0°C (32°F)
The intake air temperature (IAT) sensor is fitted for engine control.
the mass air flow (MAF) sensor. The IAT sensor is a Condition for Clearing the MIL/DTC
variable resistor. The IAT sensor has a signal circuit • The ECM turns OFF the MIL when the diagnostic
and a low reference circuit. The IAT sensor measures runs and does not fail.
the temperature of the air entering the engine. The • A history DTC clears after 40 consecutive driving
engine control module (ECM) supplies 5 volts to the cycles without a fault. Or clear with the Tech 2.
IAT signal circuit and a ground for the IAT low reference
circuit. When the IAT sensor is cold, the sensor Diagnostic Aids
resistance is high. When the air temperature
increases, the sensor resistance decreases. With high
sensor resistance, the ECM detects a high voltage on
the IAT signal circuit. With lower sensor resistance, the • Use the Temperature vs. Resistance table to test
ECM detects a lower voltage on the IAT signal circuit. If the IAT sensor at various temperature levels to
the ECM detects an excessively low IAT signal voltage, evaluate the possibility of a skewed sensor. A
this DTC will set. skewed sensor could result in poor driveability
concerns.
Notice:
• The mass air flow (MAF) sensor is heated and as a
result the IAT sensor may indicate a higher than
normal intake temperature if the ignition switch is
• The ECM detects that the IAT sensor signal being ON.
voltage is less than 0.3 volts for 3 seconds.
Connector End Views

3. Observe the Intake Air Temperature (IAT)
2 110°C (230°F)
Is the IAT parameter more than the specified Go to Diagnostic

value? Go to Step 3 Aids
2. Disconnect the mass air flow/intake air
temperature (MAF/IAT) sensor harness
connector.
3 -38°C (-36°F)
Is the IAT parameter less than the specified value? Go to Step 5 Go to Step 4

connector) and the IAT sensor (pin 1 of J-182
connector) for the following conditions:

Replace the IAT sensor. Refer to Mass Air Flow
Sensor Replacement in this section. (IAT sensor is
5 internal to MAF sensor) —

3. Inspect connections on the IAT sensor circuits
at the harness connector of the ECM (pins 84
6 and 92 of B-233 connector) for corrosion. —
4. Repair or clean the connection(s) as
necessary.

Important:


Circuit Description • The ECM uses an ECT substitution of 60°C
The engine coolant temperature (ECT) sensor is (120°F) for injection timing control.
installed to the thermostat housing. The ECT sensor is • The ECM uses an ECT substitution of -25°C (-
a variable resistor. The ECT sensor has a signal circuit 13°F) for glow control.
and a low reference circuit. The ECT sensor measures
the temperature of the engine coolant. The engine Condition for Clearing the MIL/DTC
control module (ECM) supplies 5 volts to the ECT • The ECM turns OFF the MIL when the diagnostic
signal circuit and a ground for the ECT low reference runs and does not fail.
circuit. When the ECT sensor is cold, the sensor
• A history DTC clears after 40 consecutive driving
resistance is high. When the engine coolant
cycles without a fault. Or clear with the Tech 2.
temperature increases, the sensor resistance
decreases. With high sensor resistance, the ECM
Diagnostic Aids
detects a high voltage on the ECT signal circuit. With
lower sensor resistance, the ECM detects a lower • If an intermittent condition is suspected, refer to
voltage on the ECT signal circuit. If the ECM detects Intermittent Conditions in this section.
an excessively high ECT signal voltage, this DTC will • After starting the engine, the ECT should rise
set. steadily to about 80°C – 85°C (176°F – 185°F)
then stabilize when the thermostat opens.
Condition for Running the DTC • Use the Temperature vs. Resistance table to test
• The ignition switch is ON. the ECT sensor at various temperature levels to
evaluate the possibility of a skewed sensor. A
Condition for Setting the DTC skewed sensor could result in poor driveability
• The ECM detects that the ECT sensor signal concerns.
voltage is more than 4.7 volts for 3 seconds.
Connector End Views
• The ECM uses an ECT substitution of fuel
temperature for engine control.

3. Observe the Engine Coolant Temperature
2 (ECT) parameter with the Tech 2. -35°C (-31°F)
Is the ECT parameter less than the specified Go to Diagnostic

2. Disconnect the ECT sensor harness
connector.
3. Connect a DMM between the signal circuit of
3 the ECT sensor harness (pin 1 of E-16 5.3 volts

Important:
The ECT sensor may be damaged if the sensor
4 connector) and the ECT sensor (pin 1 of E-16 —
voltage.

the signal circuit and the low reference circuit
of the ECT sensor harness (pins 1 and 2 of E-
16 connector).
5 135°C (275°F)
4. Observe the ECT parameter with the Tech 2.
Is the ECT parameter more than the specified

the signal circuit of the ECT sensor harness
(pin 1 of E-16 connector) and a known good
ground.
6 135°C (275°F)

89 of B-233 connector) and the ECT sensor
(pin 1 of E-16 connector) for an open circuit or
7 high resistance. —

ECM (pin 93 of B-233 connector) and the ECT
sensor (pin 2 of E-16 connector) for an open

89 of B-233 connector) and the ECT sensor
(pin 1 of E-16 connector) for a short to any 5
9 volts reference circuit. —

10 ECT sensor (pins 1 and 2 of E-16 connector). —


connections on the ECT sensor circuits at the

Replace the ECT sensor. Refer to Engine Coolant
12 Temperature Sensor Replacement in this section. —
Important:



Circuit Description • The ECM uses an ECT substitution of 60°C
The engine coolant temperature (ECT) sensor is (120°F) for injection timing control.
installed to the thermostat housing. The ECT sensor is • The ECM uses an ECT substitution of -25°C (-
a variable resistor. The ECT sensor has a signal circuit 13°F) for glow control.
the temperature of the engine coolant. The engine Condition for Clearing the MIL/DTC
control module (ECM) supplies 5 volts to the ECT • The ECM turns OFF the MIL when the diagnostic
signal circuit and a ground for the ECT low reference runs and does not fail.
resistance is high. When the engine coolant
decreases. With high sensor resistance, the ECM
Diagnostic Aids
detects a high voltage on the ECT signal circuit. With
lower sensor resistance, the ECM detects a lower • If an intermittent condition is suspected, refer to
voltage on the ECT signal circuit. If the ECM detects Intermittent Conditions in this section.
an excessively low ECT signal voltage, this DTC will • After starting the engine, the ECT should rise
set. steadily to about 80°C – 85°C (176°F – 185°F)
then stabilize when the thermostat opens.
Condition for Running the DTC • Use the Temperature vs. Resistance table to test
• The ignition switch is ON. the ECT sensor at various temperature levels to
evaluate the possibility of a skewed sensor. A
Condition for Setting the DTC skewed sensor could result in poor driveability
• The ECM detects that the ECT sensor signal concerns.
voltage is less than 0.3 volts for 3 seconds.
Connector End Views
• The ECM uses an ECT substitution of fuel
temperature for engine control.

2 (ECT) parameter with the Tech 2. 135°C (275°F)
Is the ECT parameter more than the specified Go to Diagnostic

2. Disconnect the ECT sensor harness
connector.
3 -35°C (-31°F)
4. Observe the Coolant Temperature parameter
with the Tech 2.
Is the ECT parameter less than the specified


connector) and the ECT sensor (pin 1 of E-16

Replace the ECT sensor. Refer to Engine Coolant
5 Temperature Sensor Replacement in this section. —
3. Inspect connections on the ECT sensor
circuits at the harness connector of the ECM
6 (pins 89 and 93 of B-233 connector) for —
corrosion.
necessary.

Important:


Circuit Description Action Taken When the DTC Sets
The fuel temperature (FT) sensor is internal to the fuel • The ECM illuminates the malfunction indicator
injection pump control unit (PCU). It detects fuel lamp (MIL) when the diagnostic runs and fails.
temperature in the fuel injection pump. The engine • The ECM uses a default FT substitution for engine
control module (ECM) and PCU communicates with control.
each other over the controller area network (CAN) link.
If the PCU internal FT sensor output is an excessively Condition for Clearing the MIL/DTC
high or low, this DTC will set.
• The ECM turns OFF the MIL when the diagnostic
runs and does not fail.
Diagnostic Aids
• The PCU internal FT sensor output is lower than -
40°C (-40°F) for 3 seconds or higher than 150°C
(302°F).
Notice:
• FT sensor is internal to the PCU and it is part of the
fuel injection pump assembly.
DTC P0180 (Symptom Code B) (Flash Code 15)

2 —
Does the DTC fail this ignition? Go to Step 3 Go to Step 4

Important:
engine.
Replace the fuel injection pump. Refer to Fuel
3 Injection Pump Replacement in engine mechanical —
section. (Fuel temperature (FT) sensor is internal
to the fuel injection pump control unit (PCU) and it
is part of the fuel injection pump assembly.)

4 3. Start the engine. —

P0215 (Symptom Code A) (Flash Code 52)
Circuit Description • The engine speed is lower than 1500 RPM.
The engine control module (ECM) calculates the • The vehicle speed is lower than 1.5 km/h (1MPH).
desired fuel injection quantity and timing using data
sent from various sensors. These desired data are Condition for Setting the DTC
sent to the fuel injection pump control unit (PCU) via a • After the condition for running this DTC for 2
controller area network (CAN) communication bus. seconds, the engine speed is higher than 200
The PCU also receives signals from the internal inputs: RPM when the ESO solenoid valve is commanded
pump camshaft position (CMP) sensor that is located shutoff from the PCU. This indicates the PCU
inside the fuel injection pump to determine the cam ring reacts to the command from the ECM but ESO
rotation angle and the fuel injection pump speed. The solenoid valve does not react to the command
fuel temperature (FT) sensor is internal the PCU. from the PCU and fuel cannot shutoff.
These values are used to compare the desired values
sent from the ECM then PCU determines the injection Action Taken When the DTC Sets
timer piston position and fuel injection quantity, and
• The ECM illuminates the malfunction indicator
actuates timing control valve (TCV) & fuel injection
lamp (MIL) at next ignition cycle.
solenoid valve based on control maps in the PCU.
The fuel injection solenoid valve is installed to the fuel • The ECM cuts fuel injection.
injection pump rear side. The fuel injection event is
determined by this solenoid ON/OFF command. The Condition for Clearing the MIL/DTC
fuel injection solenoid valve cuts the fuel when the • The ECM turns OFF the MIL when the diagnostic
engine shutoff (ESO) solenoid valve is commanded runs and does not fail.
shutoff from the PCU. (The fuel injection solenoid • A history DTC clears after 40 consecutive driving
valve and engine shutoff (ESO) solenoid valve is same cycles without a fault. Or clear with the Tech 2.
part. It calls ESO solenoid valve when fuel is shutoff.)
When the ignition switch is turned OFF or commanded Diagnostic Aids
from fail-safe action, the ESO solenoid valve is
commanded shutoff to stop the engine running. If the • If an intermittent condition is suspected, refer to
ECM detects that the engine is continuously run after Intermittent Conditions in this section.
the ignition switch is OFF, this DTC will set.
Notice:
Condition for Running the DTC • Fuel injection solenoid valve is internal to the fuel
injection pump assembly.
• The ignition switch is OFF.
• PCU is part of the fuel injection pump assembly.
DTC P0215 (Symptom Code A) (Flash Code 52)

2 Information with the Tech 2. —
5. Turn OFF the engine.
Does the DTC fail this ignition before the engine

control module (ECM) turned OFF? Go to Step 3 Go to Step 4
Important:
engine.
section.


Does the DTC fail this ignition before the ECM

turns OFF? Go to Step 3 Go to Step 5
Circuit Description Condition for Setting the DTC
The engine control module (ECM) calculates the • The PCU detects high voltage condition on the
desired fuel injection quantity and timing using data ESO solenoid valve control circuit for longer than 1
sent from various sensors. These desired data are second when the ECM does not command shutoff.
sent to the fuel injection pump control unit (PCU) via a
controller area network (CAN) communication bus. Action Taken When the DTC Sets
The PCU also receives signals from the internal inputs: • The ECM illuminates the malfunction indicator
pump camshaft position (CMP) sensor that is located lamp (MIL) when the diagnostic runs and fails.
inside the fuel injection pump to determine the cam ring
rotation angle and the fuel injection pump speed. The Condition for Clearing the MIL/DTC
fuel temperature (FT) sensor is internal the PCU.
These values are used to compare the desired values • The ECM turns OFF the MIL when the diagnostic
sent from the ECM then PCU determines the injection runs and does not fail.
timer piston position and fuel injection quantity, and • A history DTC clears after 40 consecutive driving
actuates timing control valve (TCV) & fuel injection cycles without a fault. Or clear with the Tech 2.
The fuel injection solenoid valve is installed to the fuel Diagnostic Aids
injection pump rear side. The fuel injection event is • If an intermittent condition is suspected, refer to
determined by this solenoid ON/OFF command. The Intermittent Conditions in this section.
fuel injection solenoid valve cuts the fuel when the
engine shutoff (ESO) solenoid valve is commanded Notice:
shutoff from the PCU. (The fuel injection solenoid • Fuel injection solenoid valve is internal to the fuel
valve and engine shutoff (ESO) solenoid valve is same injection pump assembly.
When the ignition switch is turned OFF or commanded
from fail-safe action, the ESO solenoid valve is • If this DTC is present, engine will not start.
commanded shutoff to stop the engine running. If the
PCU detects that the ESO solenoid valve control circuit DTC P0215 (Symptom Code B) (Flash Code 52)
voltage level from the ECM to PCU is high, this DTC Schematic Reference: Engine Controls Schematics
will set. Connector End View Reference: Engine Controls
Connector End Views or Engine Control Module (ECM)
Condition for Running the DTC Connector End Views

3. Start the engine. If the engine does not start,
2 crank over the engine. —
Go to Diagnostic
2. Disconnect the fuel injection pump control unit
(PCU) harness connector.
3. Connect a test lamp between the engine
3 shutoff (ESO) solenoid valve control signal —
circuit (pin 5 of E-110 connector) and a known
good ground.


2. Reconnect the PCU harness connector.
3. Disconnect the engine control module (ECM)
B-233 harness connector. Keep the B-234
harness connector with connected.
4 —
4. Connect a test lamp between the ESO
solenoid valve control signal circuit (pin 105 of
B-233 connector) and a known good ground.
Go to Diagnostic
Does the test lamp illuminate? Go to Step 6 Aids
1. Test the ESO solenoid valve control signal
circuit between the ECM (pin 105 of B-233
connector) and the PCU (pin 5 of E-110
5 —
voltage.

Important:
engine.
section.

Important:


P0215 (Symptom Code C) (Flash Code 52)
The engine control module (ECM) calculates the • The engine speed is higher than 200 RPM within 2
desired fuel injection quantity and timing using data seconds after the condition for running the DTC
sent from various sensors. These desired data are are met. This indicates the PCU does not react to
sent to the fuel injection pump control unit (PCU) via a the command from the ECM and fuel cannot
controller area network (CAN) communication bus. shutoff.
The PCU also receives signals from the internal inputs:
pump camshaft position (CMP) sensor that is located Action Taken When the DTC Sets
inside the fuel injection pump to determine the cam ring • The ECM illuminates the malfunction indicator
rotation angle and the fuel injection pump speed. The lamp (MIL) when the diagnostic runs and fails.
• The ECM cuts fuel injection.
sent from the ECM then PCU determines the injection
Condition for Clearing the MIL/DTC
actuates timing control valve (TCV) & fuel injection • The ECM turns OFF the MIL when the diagnostic
solenoid valve based on control maps in the PCU. runs and does not fail.
The fuel injection solenoid valve is installed to the fuel • A history DTC clears after 40 consecutive driving
injection pump rear side. The fuel injection event is cycles without a fault. Or clear with the Tech 2.
determined by this solenoid ON/OFF command. The
fuel injection solenoid valve cuts the fuel when the Diagnostic Aids
engine shutoff (ESO) solenoid valve is commanded
shutoff from the PCU. (The fuel injection solenoid
valve and engine shutoff (ESO) solenoid valve is same
part. It calls ESO solenoid valve when fuel is shutoff.) Notice:
• Fuel injection solenoid valve is internal to the fuel
ECM detects that the engine is continuously run after • PCU is part of the fuel injection pump assembly.
the ignition switch is OFF, this DTC will set.
DTC P0215 (Symptom Code C) (Flash Code 52)
Condition for Running the DTC Schematic Reference: Engine Controls Schematics
• The ignition switch is OFF. Connector End View Reference: Engine Controls
• The engine speed is lower than 1500 RPM.
Connector End Views
• The vehicle speed is lower than 1.5 km/h (1MPH).

Does the DTC fail this ignition before the engine Go to Diagnostic
control module (ECM) turns OFF? Go to Step 3 Aids

3. Connect a test lamp between the engine
3 shutoff (ESO) solenoid valve control signal —
circuit (pin 5 of E-110 connector) and battery
voltage.

2. Connect a DMM between the ESO solenoid
valve control signal circuit (pin 5 of E-110
4 connector) and a known good ground. 10 volts
5 connector) for a short to ground. —

connector) for an open circuit or high
6 —
resistance.

2. Inspect for an intermittent, for a poor
connection and corrosion on the ESO
solenoid valve control signal circuit at the
7 harness connector of the PCU (pin 5 of E-110 —
connector).

connection on the ESO solenoid valve control
8 signal circuit at the harness connector of the —
ECM (pin 105 of B-233 connector).

Important:
engine.
section.


Important:


P0215 (Symptom Code D) (Flash Code 52)
The engine control module (ECM) calculates the • The ECM detects internal CAN controller does not
desired fuel injection quantity and timing using data Bus OFF mode.
sent from various sensors. These desired data are
sent to the fuel injection pump control unit (PCU) via a Action Taken When the DTC Sets
controller area network (CAN) communication bus. • The ECM illuminates the malfunction indicator
The PCU also receives signals from the internal inputs: lamp (MIL) when the diagnostic runs and fails.
pump camshaft position (CMP) sensor that is located
inside the fuel injection pump to determine the cam ring Condition for Clearing the MIL/DTC
rotation angle and the fuel injection pump speed. The
fuel temperature (FT) sensor is internal the PCU. • The ECM turns OFF the MIL when the diagnostic
These values are used to compare the desired values runs and does not fail.
sent from the ECM then PCU determines the injection • A history DTC clears after 40 consecutive driving
timer piston position and fuel injection quantity, and cycles without a fault. Or clear with the Tech 2.
solenoid valve based on control maps in the PCU. Diagnostic Aids
The ECM monitors CAN operational status by • If an intermittent condition is suspected, refer to
expecting a constant flow of messages from the PCU. Intermittent Conditions in this section.
If the ECM detects that the internal CAN controller does
not Bus OFF when the ignition switch is OFF, this DTC Notice:
will set. • CAN controller is internal to the ECM.

• The ignition switch is OFF.
DTC P0215 (Symptom Code D) (Flash Code 52)

Does the DTC fail this ignition before the engine

control module (ECM) turns OFF? Go to Step 3 Go to Step 4
Important:


P0216 (Symptom Code A,B) (Flash Code 54)
Description • The PCU monitored actual fuel injection timing is
The engine control module (ECM) calculates the oscillated higher than desired by 5.2°CA.
sent from various sensors. These desired data are Action Taken When the DTC Sets
sent to the fuel injection pump control unit (PCU) via a • The ECM illuminates the malfunction indicator
controller area network (CAN) communication bus. lamp (MIL) when the diagnostic runs and fails.
The PCU also receives signals from the internal inputs: • The ECM limits fuel injection quantity.
The timing device changes the optimum injection timing • If an intermittent condition is suspected, refer to
against various engine conditions. The pressure of the Intermittent Conditions in this section.
fuel fed from the feed pump is adjusted and it acts to
the timing plunger by TCV controlled fuel pressure. Notice:
(The TCV is installed to the fuel injection pump rear • The fuel injection pump installation with incorrect
side and it is controlled by duty ratio cycle from the mechanical timing may set this DTC.
PCU.) The timing plunger is connected to the cam ring
• This DTC most likely indicate loss fuel pressure by
by a ball pin. Axial movement of the timing plunger is
restricted fuel line. Inspect the fuel line restriction
transferred to the cam ring in the form of rotational
between the fuel injection pump and fuel tank.
movement. Movement to the right of the timing plunger
advances injection timing. If the PCU detects an • The fuel system from the fuel tank(s) to the fuel
excessive difference between actual and desired fuel injection pump is under a slight vacuum with the
injection timing, this DTC will set. engine running. As a result, air can enter the fuel
system if these connections are not tight or if there
Condition for Running the DTC is a crack in one of the fuel hoses. Air in the fuel
system will cause fuel injection pump internal
Symptom Code A pressure fluctuations especially at high engine
• The engine speed is higher than 700 RPM. speed and load, which may set this DTC.
• The fuel injection quantity is higher than 4 mg/strk. • Improper fuel will cause this DTC to set. Inspect
fuel waxing or icing that is caused by an incorrect
Symptom Code B fuel type used in winter season or water intrusion
• The engine speed is higher than 2014 RPM. in the fuel system.
• Contaminated fuel will cause this DTC to set.
Condition for Setting the DTC Inspect the pipe connector fixing bolt (eye bolt) on
Symptom Code A the fuel injection pump suction side.
• The PCU monitored actual fuel injection timing is Important:
advanced more than desired by 3°CA for longer If the fuel tank is empty or near empty, air might be
than 12 seconds or retarded more than desired by allowed to go into the fuel system. With air in the fuel
6°CA for longer than 12 seconds. system, smooth flow of fuel into the fuel injection pump
is interrupted and this DTC may set. Refer to air
Symptom Code B
bleeding procedure in Fuel System Section.
DTC P0216 (Symptom Code A,B) (Flash Code 54)


2 —
Is DTC P0335 (Symptom Code B or D), P1335

(Symptom Code A) or P1345 (Symptom Code A) Go to Applicable
set? DTC Go to Step 3
2. Place the transmission in neutral and set the
park brake.
3. Start the engine and let engine idle for 30
seconds while observing the Actual Injection
Timing parameter with the Tech 2.
4. Accelerate the engine and keep the constant
engine speed around 2000 RPM while
3 observing the Actual Injection Timing —
observing the Actual Injection Timing
Does the Actual Injection Timing parameter follow

the Desired Injection Timing within 2°CA on each Go to Diagnostic
engine speed? Aids Go to Step 4
2. Check the fuel system line connections
between the fuel tank and the fuel injection
pump for tightness and all fuel hoses for cuts,
cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel
injection pump is under a slight vacuum with the
engine running. As a result, air can enter the fuel
system if these connections are not tight. Air in the
4 fuel system will cause fuel injection pump internal —
pressure fluctuations especially at high engine
speed and load, which may set this DTC.
3. Pump the priming pump on the fuel filter until it
becomes firm. If there is a leak on the suction
side of the fuel system between the priming
pump and the fuel injection pump, the priming
pump will not build up sufficient firmness and
fuel leakage may occur.


2. Remove the fuel pipe connector that connects
to the fuel injection pump suction side.
3. Inspect the eye bolt for any type of restriction
or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition
5 that causes contaminated fuel, such as the —
customer is using an aftermarket fuel filter or
extended maintenance interval. Also inspect fuel
waxing or icing that is caused by an incorrect fuel
type used in winter season or water intrusion in the
fuel system.

1. Disconnect the fuel hose that connects to the
fuel injection pump suction side. In order to
measure the discharged fuel amount, put the
hose into a bottle or a container.
2. Pump the priming pump on the fuel filter.
Notice:
If there is a leak on the suction side of the fuel
system, the fuel from the disconnected hose will
not flow out sufficiently and fuel leakage may occur.
Also if there is a restriction on the suction side of
the fuel system, the fuel from the disconnected
hose will not flow out sufficiently that is most likely
6 caused by clogged fuel filter or kinked fuel hose or —
pipe.
3. Draw fuel from the fuel tank at the fuel line (as
close to the fuel tank as possible) going to the
fuel pickup tube to verify a clean stream of fuel
comes out (use the hand-held vacuum pump
5-8840-0279-0/J-23738-A with a clear hose or
equivalent). This will ensure the fuel pickup
tube is not cracked drawing air into the fuel
line.
4. Repair any fuel system leaks and restrictions
as necessary.


1. Reconnect the fuel pipe connector that
connects to the fuel injection pump suction
side.
3. Substitute a clear hose.
Notice:
A hose must be cleaned.
4. Connect the clear hose to the fuel injection
pump.
5. Bleed the fuel system. Refer to the Diagnostic
Aids.
7 6. Let the engine run at idle for at least 2 —
minutes.
times while observing the clear hose.
Notice:
If many air bubbles appear in the fuel, check the
fuel system line connections between the fuel tank
and the fuel injection pump for tightness and all fuel
hoses for cuts, cracks and for the use of proper
clamps.
8. Repair as necessary.

Important:
engine.
section.

3. Place the transmission in neutral and set the
park brake.
4. Start the engine and let engine idle for 30
seconds while observing the Actual Injection
Timing parameter with the Tech 2.
9 —
Does the Actual Injection Timing parameter follow

the Desired Injection Timing within 2°CA on each
engine speed? Go to Step 10 Go to Step 2
Circuit Description Condition for Running the DTC
The engine control module (ECM) calculates the • The fuel injection pump CMP sensor signal is
desired fuel injection quantity and timing using data generated.
sent from various sensors. These desired data are • The CAN communication between the ECM and
sent to the fuel injection pump control unit (PCU) via a PCU is normal.
controller area network (CAN) communication bus.
The PCU also receives signals from the internal inputs: Condition for Setting the DTC
• The PCU detects that the fuel injection solenoid
valve is operated when the desired fuel injection
quantity is commanded 0 mg/strk.
timer piston position and fuel injection quantity, and • The ECM illuminates the malfunction indicator
actuates timing control valve (TCV) & fuel injection lamp (MIL) when the diagnostic runs and fails.
solenoid valve based on control maps in the PCU. • The ECM cuts fuel injection.
The fuel injection solenoid valve is installed to the fuel
injection pump rear side. The fuel injection event is Condition for Clearing the MIL/DTC
determined by this solenoid ON/OFF command. The
engine shutoff (ESO) solenoid valve is commanded
shutoff from the PCU. (The fuel injection solenoid • A history DTC clears after 40 consecutive driving
valve and engine shutoff (ESO) solenoid valve is same cycles without a fault. Or clear with the Tech 2.
When the ignition switch is turned OFF or commanded Diagnostic Aids
from fail-safe action, the ESO solenoid valve is • If an intermittent condition is suspected, refer to
commanded shutoff to stop the engine running. If the Intermittent Conditions in this section.
PCU detects that the fuel injection solenoid valve is
operated when the desired injection quantity from the Notice:
ECM is 0 mg/strk, this DTC will set. • Fuel injection solenoid valve is internal to the fuel

2 —
times while observing the Diagnostic Trouble
Code (DTC) Information with the Tech 2.

Important:
engine.
section.


4 —
with the Tech 2.

The engine control module (ECM) calculates the • The ECM illuminates the malfunction indicator
desired fuel injection quantity and timing using data lamp (MIL) when the diagnostic runs and fails.
sent from various sensors. These desired data are • The ECM cuts fuel injection.
controller area network (CAN) communication bus. Condition for Clearing the MIL/DTC
rotation angle and the fuel injection pump speed. The • A history DTC clears after 40 consecutive driving
fuel temperature (FT) sensor is internal the PCU. cycles without a fault. Or clear with the Tech 2.
sent from the ECM then PCU determines the injection Diagnostic Aids
timer piston position and fuel injection quantity, and • Electrical or magnetic interference may affect
actuates timing control valve (TCV) & fuel injection intermittent condition.
solenoid valve based on control maps in the PCU. The • If an intermittent condition is suspected, refer to
PCU also compares the engine speed signal sent from Intermittent Conditions in this section.
the ECM and the fuel injection pump speed. If the PCU
detects that the doubled fuel injection pump speed is Notice:
excessively lower than engine speed, this DTC will set.
• Fuel injection pump CMP sensor is internal to the
• The fuel injection pump CMP sensor signal is
generated. DTC P0251 (Symptom Code 7) (Flash Code 53)
• The crankshaft position (CKP) sensor signal is
generated.
• The engine speed is higher than 500 RPM. Connector End Views or Engine Control Module (ECM)
Connector End Views
• The PCU detects that the doubled fuel injection
pump speed is lower than engine speed by 800
RPM for longer than 0.2 seconds.

crank over the engine.
2 4. Monitor the Diagnostic Trouble Code (DTC) —
Is DTC P0335 (Symptom Code B, D or E), P1335

(Symptom Code A) or P1345 (Symptom Code A) Go to Applicable
set? DTC Go to Step 3
3 —
times.
Go to Diagnostic

1. Observe the Engine Speed parameter with the
Tech 2.
4 W.O.T. (accelerator pedal full travel) many —
times while observing the Tech 2.
Does the Engine Speed parameter indicate correct

engine speed? Go to Step 9 Go to Step 5
1. Inspect the crankshaft position (CKP) sensor
for tightness.
2. Remove the CKP sensor and check for
5 damage, metal particles on magnet and for —
flywheel circumference damage.

2. Disconnect the CKP sensor harness
connector.
3. Inspect for an intermittent, for poor
6 connections and corrosion on the CKP sensor —
terminal (pins 1, 2 and 3 of J-183 connector).

7 connection and corrosion on the CKP sensor —
signal input at the harness connector of the
PCU (pin 8 of E-110 connector).

harness connector.
8 connections and corrosion on at the harness —
connector of the ECM (pins 90, 91, 98 and

Important:
engine.
section.


10 —
with the Tech 2.

P0251 (Symptom Code 9, A, B, D) (Flash Code 53)
Circuit Description • The PCU detects internal EEPROM or A/D
The engine control module (ECM) calculates the converter is failed during self-test. (Symptom
desired fuel injection quantity and timing using data Code A)
sent from various sensors. These desired data are • The PCU detects that the fuel injection solenoid
sent to the fuel injection pump control unit (PCU) via a valve drive circuit is failed during self-test.
controller area network (CAN) communication bus. (Symptom Code B)
The PCU also receives signals from the internal inputs: • The PCU detects that the fuel injection solenoid
pump camshaft position (CMP) sensor that is located valve drive circuit voltage level is abnormal during
inside the fuel injection pump to determine the cam ring self-test. (Symptom Code D)
fuel temperature (FT) sensor is internal the PCU. Action Taken When the DTC Sets
actuates timing control valve (TCV) & fuel injection • The ECM cuts fuel injection. (Symptom Code 9)
solenoid valve based on control maps in the PCU. • The ECM limits fuel injection quantity. (Symptom
The fuel injection solenoid valve is installed to the fuel Code A)
injection pump rear side. The fuel injection event is
determined by this solenoid ON/OFF command. The Condition for Clearing the MIL/DTC
fuel injection solenoid valve cuts the fuel when the • The ECM turns OFF the MIL when the diagnostic
engine shutoff (ESO) solenoid valve is commanded runs and does not fail.
shutoff from the PCU. (The fuel injection solenoid
Diagnostic Aids
commanded shutoff to stop the engine running. • If an intermittent condition is suspected, refer to
Notice:
• Fuel injection solenoid valve is internal to the fuel
Condition for Setting the DTC injection pump assembly.
• The PCU detects internal fuel injection pump
control maps are not programmed during self-test.
(Symptom Code 9)
DTC P0251 (Symptom Code 9, A, B, D) (Flash Code 53)

3. Turn ON the igniton, with the engine OFF.
2 —

Important:
engine.
section.



P0251 (Symptom Code E) (Flash Code 53)
The engine control module (ECM) calculates the • The ECM detects communication message from
desired fuel injection quantity and timing using data the PCU is not received for longer than 1 second.
• The ECM cuts fuel injection.
The ECM monitors CAN operational status by Diagnostic Aids
expecting a constant flow of messages from the PCU.
If the ECM detects that the communication message
from the PCU is not received, this DTC will set.
Notice:
DTC P0251 (Symptom Code E) (Flash Code 53)

crank over the engine.
2 —
Is DTC P1650 (Symptom Code A or B) or P1651 Go to Applicable

(Symptom Code A or B) set? DTC Go to Step 3
Important:



P0335 (Symptom Code B, D) (Flash Code 43)
Circuit Description • The ECM detects extra or missing CKP sensor
The crankshaft position (CKP) sensor is located on top signals while engine is running.
of the flywheel housing. There are 4 slits spaced 90°
Symptom Code D
on the flywheel circumference. The CKP sensor is a
magnetic coil type sensor, which generates an AC • The ECM detects that the CKP sensor signals are
signal voltage based on the crankshaft rotational not generated when doubled fuel injection pump
speed. The engine control module (ECM) monitors rotation speed is higher than 50 RPM.
both the CKP sensor and injection pump camshaft
position (CMP) sensor signals to ensure they correlate Action Taken When the DTC Sets
with each other. • The ECM illuminates the malfunction indicator
If the ECM receives extra or missing CKP sensor signal lamp (MIL) when the diagnostic runs and fails.
pulses, this DTC will set. (Symptom Code B) The ECM uses an engine speed substitution of
If the ECM receives a certain amount of injection pump doubled fuel injection pump speed for engine
CMP sensor signal pulses without a CKP sensor control.
signal, this DTC will set. (Symptom Code D)
Symptom Code B runs and does not fail.
• The ignition switch is ON. • A history DTC clears after 40 consecutive driving
• The engine speed is higher than 665 RPM. cycles without a fault. Or clear with the Tech 2.
Symptom Code D Diagnostic Aids

• DTC P0335 (Symptom Code B) is not set. • If an intermittent condition is suspected, refer to
• The ignition switch is ON. Intermittent Conditions in this section.
• The fuel injection pump CMP sensor signal is • Ensure the sensor is tight and the flywheel
generated. circumference is not damaged.
• The controller area network (CAN) communication
DTC P0335 (Symptom Code B, D) (Flash Code 43)
between the ECM and PCU is normal.
Condition for Setting the DTC Connector End View Reference: Engine Controls
Symptom Code B
Connector End Views

3. Start the engine (Note a slight start delay may
2 be noticed). —
Go to Diagnostic
2. Disconnect the crankshaft position (CKP)
sensor harness connector.
3. Connect a DMM across the CKP sensor
3 terminals (pins 1 and 2 of J-183 connector). 870 – 930 Ω
4. Measure the resistance across the CKP
sensor.
Is the CKP sensor resistance within the specified


1. Connect a DMM across the CKP sensor
terminals (measure the sensor output
voltage).
2. Place the DMM on the AC volt scale.
4. Monitor the DMM while accelerating the
4 —
engine between idle and W.O.T. (accelerator
pedal full travel).
Does the DMM indicate an AC voltage increase in

accordance with an engine speed increase (the
range of approximately 1.4 volts is indicated from
approximately 0.7 volts)? Go to Step 5 Go to Step 19
reference circuit of the CKP sensor harness
5 (pin 1 of J-183 connector) and a known good —
ground.

1. Keep the ignition switch ON, with the engine
OFF.
6 reference circuit of the CKP sensor harness —
(pin 1 of J-183 connector) and battery voltage.

OFF.
2. Connect a test lamp between the shield
7 ground circuit of the CKP sensor harness (pin —
3 of J-183 connector) and a known good
ground.

OFF.
2. Connect a test lamp between the shield
8 ground circuit of the CKP sensor harness (pin —
1 of J-183 connector) and battery voltage.

OFF.
2. Connect a test lamp between the signal circuit
9 of the CKP sensor harness (pin 2 of J-183 —
connector) and battery voltage.

OFF.
2. Connect a DMM between the signal circuit of
10 the CKP sensor harness (pin 2 of J-183 1 volt

Important:
The ECM may be damaged if the sensor low
reference circuit is shorted to a voltage source.
1. Test the low reference circuit of the CKP
sensor between the engine control module
11 (ECM) (pin 98 of B-233 connector) and the —
CKP sensor (pin 1 of J-183 connector) for a
short to battery or ignition voltage.

1. Test the low reference circuit of the CKP
sensor between the ECM (pin 98 of B-233
connector) and the CKP sensor (pin 1 of J-183
12 —
resistance.

Important:
The ECM may be damaged if the sensor shield
ground circuit is shorted to a voltage source.
1. Test the shield ground circuit of the CKP
13 connector) and the CKP sensor (pin 3 of J-183 —
voltage.

1. Test the shield ground circuit of the CKP
connector) and the CKP sensor (pin 3 of J-183
14 —
resistance.

1. Test the signal circuit of the CKP sensor
between the ECM (pin 90 of B-233 connector)
and the CKP sensor (pin 2 of J-183 connector)
for the following conditions:
• A short to ground
15 —
• A short to the shield ground


Important:
The CKP sensor may be damaged if the sensor
1. Test the signal circuit of the CKP sensor
and the CKP sensor (pin 2 of J-183 connector)
16 —
for the following conditions:
• A short to any 5 volts reference

17 CKP sensor (pins 1, 2 and 3 of J-183 —
connector).

connections on the CKP sensor circuits at the
18 harness connector of the ECM (pins 90, 98 —
and 101 of B-233 connector).

1. Inspect the CKP sensor for tightness.
Retest if the sensor was loose.
2. Remove the CKP sensor and check for
19 damage, metal particles on magnet and for —
flywheel circumference damage.

Replace the CKP sensor. Refer to Crankshaft
20 Position Sensor Replacement in this section. —
Important:



Circuit Description • The ECM cuts fuel injection.
The crankshaft position (CKP) sensor is located on top
of the flywheel housing. The engine control module Condition for Clearing the MIL/DTC
(ECM) calculates the engine speed and exact position • The ECM turns OFF the MIL when the diagnostic
of the crankshaft based on the signal from the CKP runs and does not fail.
sensor. If the ECM detects an engine overrun • A history DTC clears after 40 consecutive driving
condition, this DTC will set. cycles without a fault. Or clear with the Tech 2.
Condition for Running the DTC Diagnostic Aids

• The ignition switch is ON. • Ensure the sensor is tight and the flywheel
circumference is not damaged.
• The ECM detects that the engine speed is higher Notice:
than 5700 RPM for 0.2 seconds. • This DTC is caused by an engine overspeed
condition, which was most likely caused by driver
Action Taken When the DTC Sets error (i.e. downshifting a manual transmission on
• The ECM illuminates the malfunction indicator a steep grade). Ensure there are no signs of
lamp (MIL) when the diagnostic runs and fails. engine damage. Excessive engine overspeed
may damage internal engine components.
DTC P0335 (Symptom Code E) (Flash Code 43)

Tech 2.
2 4. Accelerate the engine between idle and 5000 RPM
Does the Engine Speed parameter ever exceed the

specified value? Go to Step 4 Go to Step 3
Ask the driver if overrun is caused by gear slip-out,
shift error, down-slope diving, etc. If engine
3 overrun has experienced, the engine must be —
inspected and repaired as necessary.

1. Remove the crankshaft position (CKP) sensor.
Refer to CKP Sensor replacement in this
section.
2. Visually inspect the CKP sensor for the
4 —
• For physical damage
• For being loose
• For improper installation

Visually inspect the flywheel circumference for
5 damage. —

Important:

7 5000 RPM
Tech 2.
Does the Engine Speed parameter ever exceed the

The engine control module (ECM) controls the glow • The ECM turns OFF the MIL when the diagnostic
relay which supplies power to the glow plugs based on runs and does not fail.
engine coolant temperature. In the after glow phase, • A history DTC clears after 40 consecutive driving
the glow indicator light is not illuminated but glow plugs cycles without a fault. Or clear with the Tech 2.
remain active for a certain period. If the ECM detects
an open circuit or short to ground on the glow relay Notice:
control circuit, this DTC will set. • The glow relay is commanded OFF with ignition
ON and engine OFF when the engine coolant
Condition for Running the DTC temperature is reached at 30°C (86°F).
• The ignition switch is ON. • The glow relay is commanded OFF with engine run
when the engine coolant temperature is reached at
Condition for Setting the DTC 30°C (86°F).
• The ECM detects that the low voltage condition on
the glow relay control circuit for longer than 3 DTC P0380 (Symptom Code 4) (Flash Code 66)
seconds when the relay is commanded OFF. Schematic Reference: Engine Controls Schematics
Action Taken When the DTC Sets Connector End Views or Engine Control Module (ECM)
• The ECM illuminates the malfunction indicator Connector End Views

3. Perform the Glow Relay test with the Tech 2.
2 4. Command the Glow Relay ON with the Tech —
2.
Does the glow relay click when commanded ON Go to Diagnostic

with the Tech 2? Aids Go to Step 3
2. Replace the glow relay with the starter relay or
replace with a known good relay.
3 —
4. Command the Glow Relay ON with the Tech
2.
Does the glow relay click when commanded ON

with the Tech 2? Go to Step 10 Go to Step 4
2. Remove the glow relay.
3. Connect a test lamp between the voltage feed
4 circuit of the glow relay coil side (pin 4 of X-20 —


2. Connect a test lamp between the control
circuit of the glow relay (pin 5 of X-20
connector) and battery voltage.
5 —
Does the test lamp continuously illuminate (the test

lamp blinks then goes out normally if the engine
coolant temperature lower than 30°C [86°F])? Go to Step 8 Go to Step 6
1. Keep the test lamp with connected.
6 2. —
Does the test lamp illuminate when commanded
ON with the Tech 2? Go to Step 10 Go to Step 9
Repair the voltage feed circuit between the ECM
main relay (pin 5 of X-14 connector) and the glow
7 relay (pin 4 of X-20 connector) for an open circuit or —
high resistance.

1. Test the control circuit of the glow relay
between the engine control module (ECM)
(pin 94 of B-233 connector) and the glow relay
8 (pin 5 of X-20 connector) for a short to ground. —

and the glow relay (pin 5 of X-20 connector)
9 for an open circuit or high resistance. —

connections on the glow relay terminals (pins
10 4 and 5 of X-20 connector). —

connection on the glow relay control circuit at
11 the harness connector of the ECM (pin 94 of —
B-233 connector).

Replace the glow relay.
12 —
Important:


1. Reconnect all previously disconnected relay
or harness connector(s).
14 4. Start the engine and warm up (allow engine —
coolant temperature to reach at least 35°C
[95°F]).

The engine control module (ECM) controls the glow • The ECM turns OFF the MIL when the diagnostic
relay which supplies power to the glow plugs based on runs and does not fail.
engine coolant temperature. In the after glow phase, • A history DTC clears after 40 consecutive driving
the glow indicator light is not illuminated but glow plugs cycles without a fault. Or clear with the Tech 2.
remain active for a certain period. If the ECM detects a
short to battery or ignition voltage on the glow relay Notice:
control circuit, this DTC will set. • The glow relay is commanded OFF with ignition
ON and engine OFF when the engine coolant
Condition for Running the DTC temperature is reached at 30°C (86°F).
• The ignition switch is ON. • The glow relay is commanded OFF with engine run
when the engine coolant temperature is reached at
Condition for Setting the DTC 30°C (86°F).
• The ECM detects that the high voltage condition
on the glow relay control circuit for longer than 1 DTC P0380 (Symptom Code 8) (Flash Code 66)
second when the relay is commanded ON. Schematic Reference: Engine Controls Schematics
Action Taken When the DTC Sets Connector End Views or Engine Control Module (ECM)
• The ECM illuminates the malfunction indicator Connector End Views

2 4. Command the Glow Relay ON with the Tech —
2.
Does the glow relay click when commanded ON Go to Diagnostic

with the Tech 2? Aids Go to Step 3
3 —
2.
Does the glow relay click when commanded ON

(pin 94 of B-233 connector) and the glow relay
(pin 5 of X-20 connector) for a short to battery
4 —
or ignition voltage.

5 —

Important:

4. Cool down the engine as necessary (allow
7 engine coolant temperature to cool down at —
least 25°C [77°F]).

The glow indicator lamp is located on the instrument • The ECM illuminates the malfunction indicator
panel cluster (IPC). The glow control system is lamp (MIL) when the diagnostic runs and fails.
operated when the engine coolant temperature is low,
which allows easier engine starting. If the ignition Condition for Clearing the MIL/DTC
switch is turned ON when the engine coolant • The ECM turns OFF the MIL when the diagnostic
temperature is low, the engine control module (ECM) runs and does not fail.
illuminates the glow indicator lamp and turns ON the
glow plugs. After a fixed time passes, the ECM turns
OFF the glow indicator lamp and the glow plugs. The
ECM monitors the glow indicator lamp control circuit for
Diagnostic Aids
conditions that are incorrect for the commanded state
of the glow indicator lamp. If the ECM detects an open • If an intermittent condition is suspected, refer to
circuit or short to ground on the glow indicator control Intermittent Conditions in this section.
circuit, this DTC will set.
Notice:
Condition for Running the DTC • The glow indicator lamp is commanded OFF with
• The ignition switch is ON. the ignition ON and engine OFF when the engine
coolant temperature is reached at 30°C (86°F).
• The ECM detects that the low voltage condition on
the glow indicator lamp control circuit for longer Schematic Reference: Engine Controls Schematics
than 3 seconds when the lamp is commanded Connector End View Reference: Engine Controls
OFF. Connector End Views or Engine Control Module (ECM)
Connector End Views

3. Perform the Glow Indicator test with the Tech
2.
2 —
4. Command the Glow Indicator ON with the
Tech 2.
Does the glow indicator lamp turn ON when

commanded ON with the Tech 2? Go to Step 3 Go to Step 4
Command the Glow Indicator OFF with the Tech 2.
3 —
Does the glow indicator lamp OFF? Go to Step 17 Go to Step 10
2. Inspect the Meter (10A) fuse (F-16) in the
4 glove box fuse block. —
Is the Meter (10A) fuse (F-16) open? Go to Step 5 Go to Step 6

Replace the Meter (10A) fuse (F-16). If the fuse
continues to open, repair the short to ground on
one of the circuits that fed by the Meter (10A) fuse
5 (F-16) or replace the shorted attached component —
fed by the Meter (10A) fuse (F-16).


harness connector.
6 4. Connect a 3-amp fused jumper wire between —
the glow indicator lamp control circuit of the
ECM harness connector (pin 43 of B-234
Does the glow indicator lamp illuminate? Go to Step 11 Go to Step 7

2. Remove the instrument panel cluster (IPC).
7 3. Remove the glow indicator bulb from the IPC —
(meter assembly).
Is the glow indicator bulb burned out? Go to Step 15 Go to Step 8

1. Disconnect the IPC harness B-51 connector.
circuit of the glow indicator lamp (pin 8 of B-51
8 connector) and a known good ground. —

2. Reconnect the ECM harness connector.
circuit and control circuit of the glow indicator
lamp (pins 6 and 8 of B-51 connector).
9 —
2.
Tech 2.
Does the test lamp turn ON when commanded ON

1. Test the control circuit of the glow indicator
lamp between the ECM (pin 43 of B-234
connector) and the IPC (pin 6 of B-51

connection on the glow indicator lamp control
11 circuit at the harness connector of the ECM —
(pin 43 of B-234 connector).

voltage feed circuit of the glow indicator lamp
12 between the IPC (pin 8 of B-51 connector) and —
Meter (10A) fuse (F-16).


1. Repair the open circuit or high resistance on
the control circuit of the glow indicator lamp
13 and the IPC (pin 6 of B-51 connector). —
Did you find and correct the condition? Go to Step 19 —

connections on the glow indicator lamp
14 circuits at the IPC (pins 6 and 8 of B-51 —
connector).

Replace the glow indicator bulb.
15 —
Repair or replace the IPC (meter assembly).
16 —
Did you complete the repair or replacement? Go to Step 19 —
2. Turn ON the ignition for 30 seconds, with the
17 engine OFF. —
Go to Diagnostic
Important:

1. Reconnect all previously disconnected fuse or

The glow indicator lamp is located on the instrument • The ECM turns OFF the MIL when the diagnostic
panel cluster (IPC). The glow control system is runs and does not fail.
operated when the engine coolant temperature is low, • A history DTC clears after 40 consecutive driving
which allows easier engine starting. If the ignition cycles without a fault. Or clear with the Tech 2.
switch is turned ON when the engine coolant
temperature is low, the engine control module (ECM) Diagnostic Aids
illuminates the glow indicator lamp and turns ON the
glow plugs. After a fixed time passes, the ECM turns
OFF the glow indicator lamp and the glow plugs. The
ECM monitors the glow indicator lamp control circuit for Notice:
conditions that are incorrect for the commanded state
of the glow indicator lamp. If the ECM detects a short • The glow indicator lamp is commanded OFF with
to battery or ignition voltage on the glow indicator the ignition ON and engine OFF when the engine
control circuit, this DTC will set. coolant temperature is reached at 30°C (86°F).
diagnostic table.
Condition for Setting the DTC 3. If the control circuit of the glow indicator lamp
between the ECM and the IPC is normal, the control
• The ECM detects that the high voltage condition circuit voltage low DTC P0381 (Symptom Code 4) will
on the glow indicator lamp control circuit for longer set.
than 1 second when the lamp is commanded ON.
Connector End Views

2.
2 —
Tech 2.
Does the glow indicator lamp turn ON when Go to Diagnostic

commanded ON with the Tech 2? Aids Go to Step 3
2. Remove the instrument panel cluster (IPC) in
order to disconnect the IPC harness B-51
connector.
3 4. Turn ON the ignition for 30 seconds, with the —
engine OFF.


1. Test the control circuit of the glow indicator
lamp between the engine control module
(ECM) (pin 43 of B-234 connector) and the
IPC (pin 6 of B-51 connector) for a short to
4 —
battery or ignition voltage.

5 —
Important:

4. Cool down the engine as necessary (allow
7 engine coolant temperature to cool down at —
least 25°C [77°F]).

The engine control module (ECM) controls the exhaust • The ECM illuminates the malfunction indicator
gas recirculation (EGR) flow amount based on the lamp (MIL) when the diagnostic runs and fails.
engine speed, engine coolant temperature, intake air • The ECM limits fuel injection quantity.
temperature, barometric pressure and fuel injection
quantity. The ECM controls the EGR valve by Condition for Clearing the MIL/DTC
controlling the EGR solenoid valve. The mass air flow
(MAF) sensor monitors EGR gas flow amount. An
expected MAF amount should be detected while the
engine running. If the ECM detects the actual MAF • A history DTC clears after 40 consecutive driving
amount is lower than desired MAF amount, this DTC cycles without a fault. Or clear with the Tech 2.
will set. This indicates excessive amount of EGR gas
flow. Diagnostic Aids
Condition for Running the DTC Intermittent Conditions in this section.
• The ignition switch is ON. • A sticking or intermittently sticking the EGR valve
• The engine is running. will cause this DTC to set.
• The barometric pressure (BARO) is between 880 • Misrouted vacuum hoses will cause this DTC to
hPa and 1100 hPa. set.
• The intake air temperature (IAT) is between 16°C
(61°F) and 34°C (93°F).
• The ECT is between 70°C (158°F) and 100°C Schematic Reference: Engine Controls Schematics
(211°F). Connector End View Reference: Engine Controls
Condition for Setting the DTC Connector End Views
• The ECM detects that the MAF amount is 150 mg/

strk lower than the desired MAF for 60 seconds.
This indicates excessive amount of EGR flow.

Is DTC P0100 (Symptom Code 7, 9, B or C) or Go to Applicable

P0400 (Symptom Code 4 or 8) set? DTC Go to Step 3
3. Start the engine and warm up (allow engine
[167°F]).
4. Perform the EGR Solenoid Valve test with the
3 Tech 2. —
5. Command the EGR Solenoid Valve ON and
OFF with the Tech 2 while observing the Mass
Air Flow (MAF) Sensor parameter.
Does the MAF Sensor parameter decrease by at

least 200 mg/strk within 2 seconds when the EGR Go to Diagnostic
Solenoid Valve is commanded ON? Aids Go to Step 4

2. Inspect for the following conditions:
• An EGR valve control vacuum hose is
damaged or kinked.
• An EGR solenoid valve vacuum hose
and ventilation hose that is damaged or
kinked.
• An EGR valve is stuck open.
• Any type of restriction in the exhaust
system.
• Air leakage around the MAF sensor or
debris in the sensor housing.
• Air leaking around any of the air induction
tubing between the MAF sensor and
intake manifold.
4 • Turbine shaft binding causing lower —
turbocharger shaft spinning speeds.
Refer to the Turbocharger in Engine
Mechanical section for diagnosis.
• Restricted air cleaner element, restricted
or collapsed air tubing between the air
cleaner and the turbocharger.
• Oil in the air tubing causing an incorrect
MAF sensor signal. When there is
adhesion of oil, inside of the tubing,
intercooler and turbocharger needs to be
wiped off.
• Contaminated, skewed or slow MAF
sensor.

2. Disconnect the EGR valve control vacuum
hose from the EGR valve.
3. Connect a hand-held vacuum pump (5-8840-
0279-0/J-23738-A) to the disconnected
vacuum hose.
4. Start the engine and let engine idle.
5 5. Perform the EGR Solenoid Valve test with the —
Tech 2.
OFF with the Tech 2.
Does the hand-held vacuum pump indicate more

than 50 cmHg (20 inHg) when commanding the ON
and less than 10 cmHg (4 inHg) when commanding
OFF? Go to Step 6 Go to Step 9

2. Disconnect the hand-held vacuum pump from
the vacuum hose.
3. Connect the hand-held vacuum pump to the
vacuum port of EGR valve.
6 4. Start the engine and let engine idle. —
5. Apply vacuum pressure to the EGR valve
while observing the MAF Sensor parameter.

least 200 mg/strk when the vacuum pressure is Go to Diagnostic
applied? Aids Go to Step 7
2. Disconnect the MAF sensor harness
connector.
connections and corrosion at the harness
connector of the MAF sensor (pins 2, 4 and 5
of J-182 connector).
harness connector.
7 5. Inspect for an intermittent, for poor —
connections and corrosion on each MAF
sensor circuit at the harness connector of the
ECM (pins 83 and 88 of B-233 connector).
6. Test for high resistance on each MAF sensor
circuit.
7. Test the MAF sensor signal circuit short to
intake air temperature (IAT) sensor signal.

Replace the EGR valve. Refer to EGR Valve
8 Replacement in engine mechanical section. —
Replace the EGR solenoid valve. Refer to EGR
9 Solenoid Valve Replacement in this section. —
10 —
[167°F]) while observing the MAF Sensor
Does the MAF Sensor parameter follow the

Desired MAF parameter within 50 mg/strk? Go to Step 11 Go to Step 2
engine running. If the ECM detects that an open circuit • A history DTC clears after 40 consecutive driving
or short to ground on the EGR solenoid valve control cycles without a fault. Or clear with the Tech 2.
Diagnostic Aids
Condition for Running the DTC • If an intermittent condition is suspected, refer to
• The ignition switch is ON. Intermittent Conditions in this section.
Condition for Setting the DTC DTC P0400 (Symptom Code 4) (Flash Code 32)
• The ECM detects that the low voltage condition on Schematic Reference: Engine Controls Schematics
the EGR solenoid valve control circuit for longer Connector End View Reference: Engine Controls
than 3 seconds when the solenoid valve is Connector End Views or Engine Control Module (ECM)
commanded OFF. Connector End Views

2 —
Go to Diagnostic
2. Disconnect the EGR control solenoid valve
harness connector.
3 circuit of the EGR control solenoid valve —
harness (pin 1 of J-105 connector) and a
known good ground.

circuit of the EGR solenoid valve harness (pin
2 of J-105 connector) and battery voltage.
4 Tech 2. —
3. Command the EGR Solenoid Valve ON with
the Tech 2.
Does the test lamp illuminate when commanded


Command the EGR Solenoid Valve OFF with the
Tech 2.
5 Does the test lamp continuously illuminate same as —

Step 4 when commanded OFF with the Tech 2 (the
test lamp slightly illuminates if the circuit is normal
when commanded OFF)? Go to Step 8 Go to Step 9
voltage feed circuit between the ECM main relay
6 (pin 5 of X-14 connector) and the EGR solenoid —
valve (pin 1 of J-105 connector).

1. Test the control circuit between the engine
connector) and the EGR solenoid valve (pin 2
of J-105 connector) for an open circuit or high
7 —
resistance.

1. Test the control circuit between the ECM (pin
97 of B-233 connector) and the EGR solenoid
valve (pin 2 of J-105 connector) for a short to
8 ground. —

2. Disconnect the EGR solenoid valve harness
connector.
9 connections at the harness connector of the —
EGR solenoid valve (pins 1 and 2 of J-105
connector).

connection on the EGR solenoid valve control

Important:


1. Reconnect all previously disconnected or


engine running. If the ECM detects the actual MAF • A history DTC clears after 40 consecutive driving
amount is higher than desired MAF amount, this DTC cycles without a fault. Or clear with the Tech 2.
will set. This indicates insufficient amount of EGR gas
flow. Diagnostic Aids
Condition for Running the DTC Intermittent Conditions in this section.
• The ignition switch is ON. • A sticking or intermittently sticking the EGR valve
• The engine is running. will cause this DTC to set.
• The barometric pressure (BARO) is between 880 • Misrouted vacuum hoses will cause this DTC to
hPa and 1100 hPa. set.
• The intake air temperature (IAT) is between 16°C • A vacuum pump problem will cause this DTC to
(61°F) and 34°C (93°F). set.
• The ECT is between 70°C (158°F) and 100°C
(211°F).
• The ECM detects that the MAF amount is 150 mg/
Connector End Views
strk higher than the desired MAF for 60 seconds.
This indicates insufficient amount of EGR flow.

Is DTC P0100 (Symptom Code 7, 9, B or C) or Go to Applicable

P0400 (Symptom Code 4 or 8) set? DTC Go to Step 3
[167°F]).
3 Tech 2. —
OFF with the Tech 2 while observing the Mass
Air Flow (MAF) Sensor parameter.

least 200 mg/strk within 2 seconds when the EGR Go to Diagnostic
Solenoid Valve is commanded ON? Aids Go to Step 4

• An EGR valve control vacuum hose is
damaged or kinked.
• An EGR solenoid valve control vacuum
hose and ventilation hose that is
damaged or kinked.
• An EGR valve is stuck close.
• Restricted or collapsed EGR passage
between the exhaust manifold and EGR
valve.
4 • A vacuum hose from the vacuum pump is —
damaged or kinked.
• A vacuum pump is damaged.
• Oil in the air tubing causing an incorrect
MAF sensor signal. When there is
adhesion of oil, inside of the tubing,
intercooler and turbocharger needs to be
wiped off.
• Contaminated or skewed MAF sensor.

2. Disconnect the EGR valve control vacuum
hose from the EGR valve.
3. Connect a hand-held vacuum pump (5-8840-
0279-0/J-23738-A) to the disconnected
vacuum hose.
4. Start the engine and let engine idle.
5 5. Perform the EGR Solenoid Valve test with the —
Tech 2.
OFF with the Tech 2.
Does the hand-held vacuum pump indicate more

than 50 cmHg (20 inHg) when commanding the ON
and less than 10 cmHg (4 inHg) when commanding
OFF? Go to Step 6 Go to Step 9
2. Disconnect the hand-held vacuum pump from
the vacuum hose.
3. Connect the hand-held vacuum pump to the
vacuum port of EGR valve.
6 4. Start the engine and let engine idle. —
5. Apply vacuum pressure to the EGR valve
while observing the MAF Sensor parameter.

least 200 mg/strk when the vacuum pressure is Go to Diagnostic
applied? Aids Go to Step 7

2. Disconnect the MAF sensor harness
connector.
connection and corrosion at the harness
connector of the MAF sensor (pin 3 of J-182
connector).
7 harness connector. —
connection and corrosion on each MAF
sensor circuit at the harness connector of the
6. Test for high resistance on each MAF sensor
circuit.

Replace the EGR valve. Refer to EGR Valve
8 Replacement in engine mechanical section. —
10 —
[167°F]) while observing the MAF Sensor
Does the MAF Sensor parameter follow the

Desired MAF parameter within 50 mg/strk? Go to Step 11 Go to Step 2
Circuit Description • The ECM limits fuel injection quantity.
The engine control module (ECM) controls the exhaust
gas recirculation (EGR) flow amount based on the Condition for Clearing the MIL/DTC
engine speed, engine coolant temperature, intake air • The ECM turns OFF the MIL when the diagnostic
temperature, barometric pressure and fuel injection runs and does not fail.
quantity. The ECM controls the EGR valve by • A history DTC clears after 40 consecutive driving
controlling the EGR solenoid valve. The mass air flow cycles without a fault. Or clear with the Tech 2.
expected MAF amount should be detected while the Diagnostic Aids
engine running. If the ECM detects a short to battery or
ignition voltage on the EGR solenoid valve control
Test Description
diagnostic table.
3. If the control circuit of the EGR solenoid valve
between the ECM and the solenoid valve is normal, the
• The ECM detects that the high voltage condition control circuit voltage low DTC P0400 (Symptom Code
on the EGR solenoid valve control circuit for longer 4) will set.
than 3 seconds when the solenoid valve is
commanded ON. DTC P0400 (Symptom Code 8) (Flash Code 32)

2 [167°F]). —
Go to Diagnostic
2. Disconnect the EGR control solenoid valve
harness connector.
Does the DTC P0400 (Symptom Code 4) set, but

not DTC P0400 (Symptom Code 8)? Go to Step 5 Go to Step 4
connector) and the EGR solenoid valve (pin 2
of J-105 connector) for a short to battery or
4 —
ignition voltage.


Important:

7 4. Start the engine and warm up (allow engine —
[167°F]).

P0500 (Symptom Code 1, A) (Flash Code 24)
The vehicle speed sensor (VSS) is used by the engine • The ECM does not illuminate the malfunction
control module (ECM) and speedometer, which indicator lamp (MIL) when the diagnostic runs and
generates a speed signal from the transmission output fails.
shaft. The VSS has the following circuits. • The ECM uses a vehicle speed substitution of 5
• Ignition voltage feed circuit km/h (3 MPH) for engine control.
• VSS signal circuit
Condition for Clearing the DTC
• VSS low reference circuit
The VSS uses a hall effect element. It interacts with • A history DTC clears after 40 consecutive driving
the magnetic field created by the rotating magnet and cycles without a fault. Or clear with the Tech 2.
outputs square wave pulse signal. The ECM calculates
the vehicle speed by the VSS. If the ECM detects VSS Diagnostic Aids
signals are generated with high frequencies, this DTC • Electrical or magnetic interference may affect
will set. intermittent condition.
DTC P0500 (Symptom Code 1, A) (Flash Code 24)
• The ECM detects that the vehicle speed is higher Connector End View Reference: Engine Controls
than 190 km/h (119 MPH) for 5 seconds. Connector End Views or Engine Control Module (ECM)
(Symptom Code 1) Connector End Views
• The ECM detects that the vehicle speed sensor
signal frequency is too high for 0.6 seconds.
(Symptom Code A)

1. Inspect all of the circuits going to the vehicle
speed sensor (VSS) for the following:
• Routed too closely to fuel injection
solenoid wiring or components
• Routed too closely to after-market add-
2 on electrical equipment —
• Routed too closely to solenoids, relays,
and motors
2. If you find incorrect routing, correct the
harness routing.

2. Disconnect the VSS harness connector.
VSS (pins 1, 2 and 3 of J-32 connector).


harness connector.
4 connection on VSS circuit at the harness —
connector of the ECM (pin 68 of B-234
connector).

1. Remove the VSS. Refer to Vehicle Speed
Sensor (VSS) Replacement in this section.
2. Visually inspect the VSS for the following
conditions:
• Physical damage
• Being loose
5 • Improper installation —
3. The following conditions may cause this DTC
to set:
• Electromagnetic interference in the VSS
circuits

Replace the VSS. Refer to Vehicle Speed Sensor
6 (VSS) Replacement in this section. —
7 4. Drive the vehicle. —
5. Observe the Vehicle Speed parameter with
the Tech 2.
Does the Vehicle Speed parameter indicate correct

vehicle speed? Go to Step 8 Go to Step 2
The vehicle speed sensor (VSS) is used by the engine • The ECM does not illuminate the malfunction
control module (ECM) and speedometer, which indicator lamp (MIL) when the diagnostic runs and
generates a speed signal from the transmission output fails.
shaft. The VSS has the following circuits.
• Ignition voltage feed circuit Condition for Clearing the DTC
• VSS signal circuit • A history DTC clears after 40 consecutive driving
• VSS low reference circuit cycles without a fault. Or clear with the Tech 2.
The VSS uses a hall effect element. It interacts with
the magnetic field created by the rotating magnet and Diagnostic Aids
outputs square wave pulse signal. The ECM calculates • Electrical or magnetic interference may affect
the vehicle speed by the VSS. If the ECM detects VSS intermittent condition.
signals are not generated, this DTC will set. • If an intermittent condition is suspected, refer to
• The ignition switch is ON. DTC P0500 (Symptom Code B) (Flash Code 24)
• The engine speed is higher than 3600 RPM. Schematic Reference: Engine Controls Schematics
• The fuel injection quantity is more than 41 mg/strk. Connector End View Reference: Engine Controls
Condition for Setting the DTC Connector End Views
• The ECM detects that the vehicle speed is lower
than 1.5 km/h (1 MPH) for 60 seconds.

2. Drive the vehicle.
2 —
the Tech 2.
Does the Vehicle Speed parameter indicate correct Go to Diagnostic

vehicle speed? Aids Go to Step 3



1. Remove the vehicle speed sensor (VSS).
Refer to Vehicle Speed Sensor (VSS)
Replacement in this section.
2. Visually inspect the VSS for the following
conditions:
• Physical damage
5 • Being loose —
• Improper installation
• For transmission output shaft teeth
damage

6 voltage feed circuit of the VSS harness (pin 1 —
of J-32 connector) and a known good ground.

1. Keep the ignition switch ON.
voltage feed circuit and low reference circuit of
7 the VSS harness (pins 1 and 2 of J-32 —
connector).

2. Intermittently jump the signal circuit of the
VSS (pin 3 of J-32 connector) with a test lamp
that is connected to a known good ground
8 while monitoring the Vehicle Speed parameter —
with the Tech 2.
Does the Tech 2 indicate any vehicle speed when

the circuit is intermittently pulled to ground? Go to Step 12 Go to Step 11
1. Test the VSS ignition voltage feed circuit
between the VSS (pin 1 of J-32 connector)
and the instrument panel cluster (IPC) (pin 3
of B-55 connector) for an open circuit or high
resistance, then between the IPC (pin 8 of B-
9 —
51 connector) and the Meter (10A) fuse (F-16)
for an open circuit or high resistance.

Repair the open or high resistance in the VSS low
reference circuit between the VSS (pin 2 of J-32
10 connector) and ground terminal (B-7 terminal). —


1. Test the VSS signal circuit between the engine
connector) and the VSS (pin 3 of J-32
connector).
• An open circuit
• High resistance

VSS (pins 1, 2 and 3 of J-32 connector).

2. Disconnect the IPC B-51 and B-55 harness
connector.
IPC (pin 8 of B-51 and pin 3 of B-55
connector).

connection on the VSS signal circuit at the
234 connector).

Replace the VSS. Refer to Vehicle Speed Sensor
15 (VSS) Replacement in this section. —
Replace the IPC (meter assembly). Refer to Meter
16 Replacement in electrical section. —
Important:


18 4. Drive the vehicle. —
the Tech 2.
Does the Vehicle Speed parameter indicate correct

vehicle speed? Go to Step 19 Go to Step 3
Circuit Description Condition for Clearing the DTC
The engine control module (ECM) monitors the system • A history DTC clears after 40 consecutive driving
voltage on the ECM main relay load supply voltage cycles without a fault. Or clear with the Tech 2.
terminal to make sure that the voltage stays within the
proper range. If the ECM detects an excessively high Diagnostic Aids
system voltage, this DTC will set. • A charging system problem may set this DTC.
• Jump starting the vehicle or a battery charger may
have set this DTC.
• The ECM detects that the battery voltage feed
circuit voltage is more than 20 volts. DTC P0560 (Symptom Code 1) (Flash Code 35)
Schematic Reference: Engine Controls Schematics &
Starting and Charging Schematics
• The ECM does not illuminate the malfunction
indicator lamp (MIL) when the diagnostic runs and
fails.

2 —
Go to Diagnostic
Was the vehicle recently jump started from 24 volts
3 —
system? Go to Step 8 Go to Step 4
2. Observe the System Voltage parameter with
4 the Tech 2. 16 volts
Is the System Voltage parameter less than the Go to Diagnostic
specified value? Aids Go to Step 5
Test the charging system. Refer to Diagnosis of
The Charging System in the Charging System
5 Section. —
Did you find a charging system problem? Go to Step 6 Go to Step 7

Repair the charging system. Refer to Diagnosis of
6 Section. —

Important:


8 4. Start the engine. 16 volts
the Tech 2.
Is the System Voltage parameter less than the

The engine control module (ECM) monitors the system • A history DTC clears after 40 consecutive driving
voltage on the ECM main relay load supply voltage cycles without a fault. Or clear with the Tech 2.
terminal to make sure that the voltage stays within the
proper range. If the ECM detects an excessively low Diagnostic Aids
system voltage, this DTC will set. • If an intermittent condition is suspected, refer to
• A charging system problem may set this DTC.
• The ECM detects that the battery voltage feed
circuit voltage is less than 7 volts. DTC P0560 (Symptom Code 2) (Flash Code 35)
• The ECM does not illuminate the malfunction Connector End View Reference: Engine Control
indicator lamp (MIL) when the diagnostic runs and Module (ECM) Connector End Views
fails.

2 —
Go to Diagnostic
2. Load the electrical system by turning ON the
headlights, A/C, etc.
3 3. Observe the System Voltage parameter with 10 volts
the Tech 2.
Is the System Voltage parameter more than the Go to Diagnostic

specified value? Aids Go to Step 4
Test the charging system. Refer to Diagnosis of
4 Section. —
Did you find a charging system problem? Go to Step 5 Go to Step 6

Repair the charging system. Refer to Diagnosis of
5 Section. —

connection and corrosion on the battery
6 voltage feed at the harness connector of the —
necessary.


Important:

8 5. Load the electrical system by turning ON the 10 volts
headlights, A/C, etc.
the Tech 2.
Is the System Voltage parameter more than the

The fuel injection pump control unit (PCU) monitors the • A history DTC clears after 40 consecutive driving
system voltage on the engine control module (ECM) cycles without a fault. Or clear with the Tech 2.
main relay load supply voltage terminal to make sure
that the voltage stays within the proper range. If the Diagnostic Aids
ECM detects an excessively high or low system • If an intermittent condition is suspected, refer to
voltage, this DTC will set. Intermittent Conditions in this section.
• A charging system problem may set this DTC.
• Jump starting the vehicle or a battery charger may
• The PCU detects that the battery voltage feed
have set this DTC.
circuit voltage is less than 4.5 volts or more than
27 volts. Notice:
• The ECM does not illuminate the malfunction DTC P0560 (Symptom Code A) (Flash Code 35)
fails.
Connector End Views

2 —
Go to Applicable
Is DTC P0560 (Symptom Code 1 or 2) set? DTC Go to Step 3
Go to Diagnostic
connections and corrosion on the voltage feed
4 or ground at the harness connector of the —
PCU (pins 6 and 7 of E-110 connector).
necessary.

Important:
engine.
section.




The engine control module (ECM) main relay is • A history DTC clears after 40 consecutive driving
energized when the ECM receives an ignition voltage cycles without a fault. Or clear with the Tech 2.
switch ON signal. When the ignition switch is OFF, the
ECM main relay is de-energized after a certain length Diagnostic Aids
of time passed. If the ECM detects the ignition voltage • If an intermittent condition is suspected, refer to
switch signal is changed to OFF during the ECM is Intermittent Conditions in this section.
energized, this DTC will set.
• Faulty or sticking ECM main relay may set this
DTC.
• The ECM detects that the ignition voltage circuit is Notice:
changed ON to OFF during initialization. • Quick repetition ON and OFF of ignition switch
may set this DTC.
• The ECM does not illuminate the malfunction Test Description
indicator lamp (MIL) when the diagnostic runs and The numbers below refer to the step number on the
fails. diagnostic table.
• The ECM turns OFF the ECM if the ignition voltage 2. If DTC P1625 (Symptom Code B) is present, Tech 2
circuit is OFF even 1 second passes from the can communicate with the ECM when the ignition
judgement. switch is OFF.
• The ECM limits fuel injection quantity if the ignition
voltage circuit is returned ON within 1 second from DTC P0561 (Symptom Code A) (Flash Code 18)
the judgement. Schematic Reference: Engine Controls Schematics
Connector End Views

Go to Applicable
Is DTC P1625 (Symptom Code B) set? DTC Go to Step 3
2. Disconnect the ignition switch harness
connector (B-67) to the ignition switch (behind
the steering column).
3 connections and corrosion at the harness —
connector of the ignition switch (pins 2 and 3
of B-67 connector).


harness connector.
connection and corrosion on ignition voltage
feed circuit at the harness connector of the
4 ECM (pin 39 of B-234 connector). —
4. Test for high resistance on ignition voltage
feed circuit.
5. Repair the connection(s) or circuit(s) as
necessary.

Replace the ignition switch.
5 —
5. Observe the DTC Information with the Tech 2.

The engine control module (ECM) main relay is • The ECM does not illuminate the malfunction
energized when the ECM receives an ignition voltage indicator lamp (MIL) when the diagnostic runs and
switch ON signal. When the ignition switch is OFF, the fails.
ECM main relay is de-energized after a certain length • The ECM turns OFF the ECM.
of time passed. If the ECM detects the ignition voltage
switch signal is changed to OFF during the ECM is Condition for Clearing the DTC
energized, this DTC will set.
• The ECM detects internal ignition voltage feed Diagnostic Aids
circuit is failed after initialization.

2 —

Important:


P0602
Description Diagnostic Aids
The engine control module (ECM) has the ability to set Notice:
a diagnostic trouble code (DTC) if it detects that there is • Production and service ECM does not require
no vehicle identification (VIN) programmed. software programming when it is replaced except
calibration software update. This DTC indicates
that a production or service ECM does not
program VIN.
DTC P0602

2 —

Important:
Blank engine control module (ECM) must be
programmed.
3 Program the ECM. Refer to Engine Control Module —
Did you complete the programming? Go to Step 4 —


Important:


P0606 (Symptom Code A, B) (Flash Code 28)
Description Symptom Code B
This diagnostic applies to internal microprocessor • The ECM detects that the engine speed is higher
integrity conditions within the engine control module than 2000 RPM.
(ECM).
Condition for Running the DTC • The ECM illuminates the malfunction indicator
Symptom Code B lamp (MIL) when the diagnostic runs and fails.
• The accelerator pedal position is less than 1%. • The ECM cuts fuel injection.
• The desired fuel injection quantity is 0 mg/strk.
Condition for Setting the DTC • The ECM turns OFF the MIL when the diagnostic
Symptom Code A runs and does not fail.
• The ECM detects that the internal CPU does not
react.
DTC P0606 (Symptom Code A, B) (Flash Code 28)

2 —

Important:


The engine control module (ECM) controls the air • The ECM turns OFF the MIL when the diagnostic
conditioning (A/C) compressor relay, which supplies runs and does not fail.
power to the A/C compressor clutch based on A/C • A history DTC clears after 40 consecutive driving
request input to the ECM from the heating, ventilation cycles without a fault. Or clear with the Tech 2.
and air conditioning (HVAC) controls. The ECM
commands the A/C compressor relay ON at engine Diagnostic Aids
run. If the ECM detects an open circuit or short to
ground on the A/C compressor relay control circuit, this
DTC will set.
Notice:
• The A/C compressor relay is commanded OFF
• The ignition switch is ON. when the engine coolant temperature is reached
• The A/C compressor relay is once commanded around 115°C (239°F) and it commanded ON
ON. again below 110°C (230°F).
• The ECM detects a low voltage condition on the A/ Schematic Reference: Engine Controls Schematics
C compressor relay control circuit for longer than 3 Connector End View Reference: Engine Controls
seconds when the relay is commanded OFF. Connector End Views or Engine Control Module (ECM)
Connector End Views

3. Start the engine and let idle.
4. Turn ON the blower motor switch and the A/C
2 compressor switch. —
5. Turn OFF the A/C compressor switch.
Go to Diagnostic
2. Replace the A/C compressor relay with the
marker light relay or replace with a known
good relay.
3 4. Turn ON the blower motor switch and the A/C —
compressor switch.


2. Remove the A/C compressor relay.
circuit of the A/C compressor relay coil side
4 (pin 4 of X-24 connector) and a known good —
ground.

2. Connect a test lamp between the A/C
compressor relay control circuit (pin 2 of X-24
5 connector) and battery voltage. —

1. Keep the test lamp with connected.
6 —
compressor switch.
Does the test lamp illuminate when the A/C

Compressor Relay parameter is ON? Go to Step 10 Go to Step 9
7 (pin 5 of X-14 connector) and the A/C compressor —
relay (pin 4 of X-24 connector).

1. Test the control circuit of the A/C compressor
relay between the ECM (pin 41 of B-234
connector) and the A/C compressor relay (pin
8 2 of X-24 connector) for a short to ground. —

relay between the engine control module
(ECM) (pin 41 of B-234 connector) and the A/
C compressor relay (pin 2 of X-24 connector)
9 —
for an open circuit or high resistance.

connections on the A/C compressor relay
10 terminal (pins 2 and 4 of X-24 connector). —

connection on the A/C compressor relay
11 control circuit at the harness connector of the —


Replace the A/C compressor relay.
12 —
Important:

1. Reconnect all previously disconnected fuse,
relay or harness connector(s).
14 —
compressor switch.

The engine control module (ECM) controls the air • The ECM turns OFF the MIL when the diagnostic
conditioning (A/C) compressor relay, which supplies runs and does not fail.
power to the A/C compressor clutch based on A/C • A history DTC clears after 40 consecutive driving
request input to the ECM from the heating, ventilation cycles without a fault. Or clear with the Tech 2.
and air conditioning (HVAC) controls. The ECM
commands the A/C compressor relay ON at engine Diagnostic Aids
run. If the ECM detects a short to battery or ignition
voltage on the A/C compressor relay control circuit, this
DTC will set.
Notice:
• The A/C compressor relay is commanded OFF
• The ignition switch is ON. when the engine coolant temperature is reached
• The A/C compressor relay is once commanded around 115°C (239°F) and it commanded ON
ON. again below 110°C (230°F).
• The ECM detects a high voltage condition on the Schematic Reference: Engine Controls Schematics
A/C compressor relay control circuit for longer than Connector End View Reference: Engine Controls
3 seconds when the relay is commanded ON. Connector End Views or Engine Control Module (ECM)
Connector End Views

2 compressor switch. —
Information with the Tech 2 when the A/C
Relay Command parameter is ON.
Go to Diagnostic
2. Replace the A/C compressor relay with the
marker light relay or replace with a known
good relay.
compressor switch.
5. Monitor the DTC Information with the Tech 2
when the A/C Relay Command parameter is
ON.


relay between the ECM (pin 41 of B-234
connector) and the A/C compressor relay (pin
2 of X-24 connector) for a short to battery or
4 —
ignition voltage.

Replace the A/C compressor relay.
5 —
Important:

compressor switch.
6. Monitor the DTC Information with the Tech 2
when the A/C Relay Command parameter is
ON.

Circuit Description • The ECM detects that the brake pedal 1 switch
The brake pedal switch is installed on the brake pedal (normally open type switch) signal and brake pedal
bracket. The brake pedal 1 switch is a normally open 2 switch (normally closed type switch) signal
type switch and the brake pedal 2 switch is a normally correlation error for longer than 30 seconds.
closed type switch. When the brake pedal is pressed, (Symptom Code B)
the brake pedal 1 switch signal is provided to the
engine control module (ECM) and the stoplights are Action Taken When the DTC Sets
turned ON. Then, the brake pedal 2 switch signal to • The ECM illuminates the malfunction indicator
the ECM is stopped (low voltage). If the ECM detects lamp (MIL) when the diagnostic runs and fails.
the brake switch signals out of correlation, this DTC will
set. Condition for Clearing the MIL/DTC
Condition for Running the DTC runs and does not fail.
• The engine speed is higher than 1500 RPM. cycles without a fault. Or clear with the Tech 2.
• The accelerator pedal position is more than 10%.
Diagnostic Aids
• The vehicle speed is higher than 15 km/h (9 MPH).
Condition for Setting the DTC Intermittent Conditions in this section.
• The ECM detects that the brake pedal 1 switch • Misadjusted brake pedal switch will cause this
(normally open type switch) signal and brake pedal DTC to set.
2 switch (normally closed type switch) signal
correlation error for longer than 30 seconds within DTC P0703 (Symptom Code A, B) (Flash Code 25)
the enabling conditions ever since ignition switch is Schematic Reference: Engine Controls Schematics
ON. (Symptom Code A) Connector End View Reference: Engine Controls
Connector End Views

3. Observe the Brake Pedal 1 Switch parameter
with the Tech 2 while fully depressing and
2 —
releasing the brake pedal.
Does the Tech 2 indicate Applied when the brake

pedal is applied and Released when the brake
pedal is released? Go to Step 10 Go to Step 3
1. Check to ensure the brake pedal switch is
adjusted correctly. The plunger should be all
the way in when the pedal is released, yet
should not impede with the brake pedal full
3 —
upward travel.
2. Adjust the brake pedal switch as necessary.

2. Inspect the Stop Light (10A) fuse (F-5) in the
Is the Stop Light (10A) fuse (F-5) open? Go to Step 5 Go to Step 6


Replace the Stop Light (10A) fuse (F-5). If the fuse
one of the circuits that is fed by the Stop Light (10A)
5 fuse (F-5) or replace the shorted attached —
component fed by the Stop Light (10A) fuse (F-5).

2. Disconnect the brake pedal switch harness
connector.
6 —
circuit of the brake pedal 1 switch harness (pin
1 of B-66 connector) and a known good
ground.

with the Tech 2 while momentarily jumping 3-
amp fused jumper wire across the brake pedal
7 1 switch harness connector between pins 1 —
and 4 of the B-66 connector.
Does the Tech 2 indicate Applied when the circuit is

jumpered and Released when the circuit is not
jumpered? Go to Step 16 Go to Step 9
voltage feed circuit between the Stop Light (10A)
8 fuse (F-5) and the brake pedal 1 switch (pin 1 of B- —
66 connector).

1. Test the brake pedal 1 switch signal circuit
and the brake pedal 1 switch (pin 4 of B-66
• An open circuit
9 —
• High resistance

Observe the Brake Pedal 2 Switch parameter with
the Tech 2 while fully depressing and releasing the
brake pedal.
10 —
pedal is applied and Released when the brake Go to Diagnostic
pedal is released? Aids Go to Step 11
11 —
upward travel.


connector.
12 4. Connect a test lamp between the voltage feed —
circuit of the brake pedal 2 switch harness (pin
ground.

13 2 switch harness connector between pins 2 —
Does the Tech 2 indicate Released when the circuit

is jumpered and Applied when the circuit is not
14 (pin 5 of X-14 connector) and the brake pedal 2 —
switch (pin 2 of B-66 connector).

• An open circuit
15 —
• High resistance

connector.
brake pedal switch (pins 1, 2, 3 and 4 of B-66
connector).

connections on the brake switch circuits at the

Replace brake pedal switch. Refer to Brake Switch
18 Replacement in this section. —

Important:

4. Observe the Brake Pedal 1 Switch and the
20 Brake Pedal 2 Switch with the Tech 2 while —
fully depressing and releasing the brake
pedal.

The clutch pedal switch is installed on the clutch pedal • The ECM illuminates the malfunction indicator
bracket. The clutch pedal switch is a normally closed lamp (MIL) when the diagnostic runs and fails.
type switch. When the clutch pedal is pressed, the
clutch pedal switch signal to the engine control module Condition for Clearing the MIL/DTC
(ECM) is stopped (low voltage). If the ECM detects the • The ECM turns OFF the MIL when the diagnostic
clutch pedal switch signal does not change during a runs and does not fail.
predetermined vehicle speed range, this DTC will set.
This DTC will only run once per ignition cycle within the
enabling condition.
Diagnostic Aids
Condition for Setting the DTC • Misadjusted clutch pedal switch will cause this
DTC to set.
• The ECM detects that the clutch pedal switch
signal does not change during the vehicle speed
changes between 5 km/h (3 MPH) and 80 km/h (50
MPH). This DTC will only run once per ignition Schematic Reference: Engine Controls Schematics
cycle within the enabling condition. Connector End View Reference: Engine Controls
Connector End Views

3. Observe the Clutch Pedal Switch parameter
2 —
releasing the clutch pedal.
Does the Tech 2 indicate Applied when the clutch

pedal is applied and Released when the clutch Go to Diagnostic
pedal is released? Aids Go to Step 3
1. Check to ensure the clutch pedal switch is
should not impede with the clutch pedal full
3 —
upward travel.
2. Adjust the clutch pedal switch as necessary.

2. Disconnect the clutch pedal switch harness
connector.
with the Tech 2 while momentarily jumping
4 —
across the clutch pedal switch harness
connector between pins 1 and 2 of B-89
connector.

jumped and Released when the circuit is not
jumped? Go to Step 10 Go to Step 5

voltage feed circuit of the clutch pedal switch
harness (pin 1 of B-89 connector) and a
5 known good ground. —

1. Connect a test lamp between the signal circuit
of the clutch pedal switch harness (pin 2 of B-
6 —

7 relay (pin 5 of X-14 connector) and the clutch pedal —
switch (pin 1 of B-89 connector).

1. Test the clutch pedal switch signal circuit
(pin 31 of B-234 connector) and the clutch
pedal switch (pin 2 of B-89 connector) for a
8 —

1. Test the clutch pedal switch signal circuit
and the clutch pedal switch (pin 2 of B-89
9 —
resistance.

10 clutch pedal switch (pins 1 and 2 of B-89 —
connector).

connection on the clutch pedal switch circuit at
11 the harness connector of the ECM (pin 31 of —
B-234 connector).

Replace the clutch pedal switch. Refer to Clutch
12 Pedal Switch Replacement in this section. —

Important:

14 —
releasing the clutch pedal.
Does the Tech 2 indicate Applied when the clutch

pedal is applied and Released when the clutch
The barometric pressure (BARO) sensor is installed • The ECM detects that the BARO sensor signal
inside of the engine control module (ECM) and voltage is more than 4.4 volts for 1 second.
converts the BARO into a voltage signal. The ECM
uses this voltage signal to calibrate the fuel injection Action Taken When the DTC Sets
quantity and injection timing for altitude compensation. • The ECM illuminates the malfunction indicator
If the ECM detects an excessively high BARO sensor lamp (MIL) when the diagnostic runs and fails.
signal voltage, this DTC will set.
• The ECM uses a BARO substitution of 1013 hPa.

2 —

Important:


The barometric pressure (BARO) sensor is installed • The ECM detects that the BARO sensor signal
inside of the engine control module (ECM) and voltage is less than 1.5 volts for 1 second.
converts the BARO into a voltage signal. The ECM
uses this voltage signal to calibrate the fuel injection Action Taken When the DTC Sets
quantity and injection timing for altitude compensation. • The ECM illuminates the malfunction indicator
If the ECM detects an excessively low BARO sensor lamp (MIL) when the diagnostic runs and fails.
signal voltage, this DTC will set.
• The ECM uses a BARO substitution of 1013 hPa.

2 —

Important:


The engine control module (ECM) controls the exhaust • The ECM turns OFF the MIL when the diagnostic
brake which energizes the intake throttle solenoid valve runs and does not fail.
and exhaust brake solenoid valve based on vehicle • A history DTC clears after 40 consecutive driving
running condition. The ECM commands each solenoid cycles without a fault. Or clear with the Tech 2.
valve to close each throttle valve by applying vacuum.
If the ECM detects that an open circuit or short to Diagnostic Aids
ground on the intake throttle solenoid valve control
Test Description
diagnostic table.
5. If the intake throttle solenoid valve control circuit
• The ECM detects a low voltage condition on the between the ECM and the solenoid valve is normal,
intake throttle solenoid valve control circuit for voltage level high DTC P1110 (Symptom Code 8) will
longer than 3 seconds when the solenoid valve is set.
commanded OFF.
Connector End Views

2 —
Go to Diagnostic
2. Disconnect the intake throttle solenoid valve
harness connector.
3 circuit of the intake throttle solenoid valve —
harness (pin 1 of J-40 connector) and a known
good ground.

circuit of the intake throttle solenoid valve
4 harness (pin 2 of J-40 connector) and battery —
voltage.


1. Connect a 3-amp fused jumper wire across
the intake throttle solenoid valve harness
connector between pins 1 and 2 of the J-40
connector.
2. Lift the driving wheels or drive the vehicle.
3. Let the vehicle run so that the exhaust brake
5 may operate while observing the Intake —
Throttle Solenoid Command parameter with
the Tech 2.
Does DTC P1110 (Symptom Code 8) set when the

exhaust brake is operating, but not DTC P1110
(Symptom Code 4)? Go to Step 9 Go to Step 7
6 (pin 5 of X-14 connector) and the intake throttle —
solenoid valve (pin 1 of J-40 connector).

connector) and the intake throttle solenoid
valve (pin 2 of J-40 connector) for an open
7 —
circuit or high resistance.

95 of B-233 connector) and the intake throttle
solenoid valve (pin 2 of J-40 connector) for a
8 short to ground. —

harness connector.
intake throttle solenoid valve (pins 1 and 2 of
J-40 connector).

connection on the intake throttle solenoid
10 valve control circuit at the harness connector —
of the ECM (pin 95 of B-233 connector).

Replace the intake throttle solenoid valve. Refer to
Intake Throttle Solenoid Valve Replacement in this
11 section. —


Important:



If the ECM detects that a short to battery or ignition Diagnostic Aids
voltage on the intake throttle solenoid valve control
Test Description
diagnostic table.
3. If the intake throttle solenoid valve control circuit
• The ECM detects a high voltage condition on the between the ECM and the solenoid valve is normal,
intake throttle solenoid valve control circuit for voltage level low DTC P1110 (Symptom Code 4) will
commanded ON.
Connector End Views

2 —
may operate while observing the Intake
Throttle Solenoid Command with the Tech 2.
Does the Diagnostic Trouble Code (DTC) fail this Go to Diagnostic

ignition when the exhaust brake is operating? Go to Step 3 Aids
harness connector.

connector) and the intake throttle solenoid
4 —

Replace the intake throttle solenoid valve. Refer to
Intake Throttle Solenoid Valve Replacement in this
5 section. —


Important:

7 —
may operate while observing the Intake
Throttle Solenoid Command with the Tech 2.
Does the DTC fail this ignition when the exhaust

brake is operating? Go to Step 3 Go to Step 8
The accelerator pedal position (APP) sensor is • The ECM detects that the APP sensor signal
mounted on the accelerator pedal bracket. The engine voltage is more than 4.9 volts for 0.5 seconds.
control module (ECM) uses the APP sensors to
determine the amount of acceleration or deceleration Action Taken When the DTC Sets
desired by the person driving the vehicle via the fuel • The ECM illuminates the malfunction indicator
injection control. The APP sensor has the following lamp (MIL) when the diagnostic runs and fails.
circuits.
• The ECM uses an engine speed substitution of
• 5 volts reference circuit 1400 RPM.
• APP sensor signal circuit Condition for Clearing the MIL/DTC
The ECM supplies 5 volts to the APP sensor on the 5 • The ECM turns OFF the MIL when the diagnostic
volts reference circuit. The ECM also provides a runs and does not fail.
ground on the low reference circuit. The APP sensor
provides a signal to the ECM on the APP sensor signal
circuit, which is relative to the position changes of the
accelerator pedal angle. The ECM monitors the APP
Diagnostic Aids
sensor signal for voltages outside the normal range of
the APP sensor. If the ECM detects an excessively • If an intermittent condition is suspected, refer to
high APP sensor signal voltage, this DTC will set. Intermittent Conditions in this section.
Condition for Running the DTC DTC P1120 (Symptom Code 1) (Flash Code 21)
• The ignition switch is ON. Schematic Reference: Engine Controls Schematics
Connector End Views

2 —
Go to Diagnostic
2. Disconnect the accelerator pedal position
(APP) sensor harness connector.
3 1%
4. Observe the Accelerator Pedal Position (APP)
Does the APP parameter less than the specified

reference circuit of the APP sensor harness
4 (pin 1 of B-80 connector) and battery voltage. —


circuit of the APP sensor harness (pin 3 of B-
5 80 connector) and a known good ground. 4.7 volts
Is the DMM voltage less than the specified value at
6 5.3 volts
step 5? Go to Step 7 Go to Step 10
Important:
The APP sensor may be damaged if the sensor
control module (ECM) (pin 38 of E-234
connector) and the APP sensor (pin 2 of B- 80
7 —
• A short to any 5 volts reference

ECM (pin 49 of B-234 connector) and the APP
sensor (pin 1 of B-80 connector) for an open

sensor (pin 3 of B-80 connector) for the

sensor (pin 3 of B-80 connector) for a short to
10 battery or ignition voltage. —

connection at the harness connector of the
11 APP sensor (pin 1 of B-80 connector). —


connection on the APP sensor circuit at the
234 connector).

Replace APP sensor. Refer to Accelerator Pedal
13 Position (APP) Sensor Replacement in this section. —
Important:

5. Fully depress and release the accelerator
pedal many times.

The accelerator pedal position (APP) sensor is • The ECM illuminates the malfunction indicator
mounted on the accelerator pedal bracket. The engine lamp (MIL) when the diagnostic runs and fails.
control module (ECM) uses the APP sensors to • The ECM uses an engine speed substitution of
determine the amount of acceleration or deceleration 1400 RPM.
desired by the person driving the vehicle via the fuel
injection control. The APP sensor has the following Condition for Clearing the MIL/DTC
circuits.
• 5 volts reference circuit runs and does not fail.
• Low reference circuit • A history DTC clears after 40 consecutive driving
• APP sensor signal circuit cycles without a fault. Or clear with the Tech 2.
The ECM supplies 5 volts to the APP sensor on the 5
volts reference circuit. The ECM also provides a Diagnostic Aids
ground on the low reference circuit. The APP sensor
accelerator pedal angle. The ECM monitors the APP
Test Description
sensor signal for voltages outside the normal range of
the APP sensor. If the ECM detects an excessively low The number below refers to the step number on the
APP sensor signal voltage, this DTC will set. diagnostic table.
4. If the APP sensor signal circuit between the ECM
Condition for Running the DTC and the sensor is normal, the sensor signal voltage
high DTC P1120 (Symptom Code 1) will set.
• The ECM detects that the APP sensor signal
voltage is less than 0.3 volts for 0.5 seconds.
Connector End Views

2 —
Go to Diagnostic
3 circuit of the APP sensor harness (pin 3 of B- 4.7 volts

the APP sensor connector between pins 2 and
4 3 of the B-80 connector. —

P1120 (Symptom Code 2)? Go to Step 7 Go to Step 6
connector) and the APP sensor (pin 3 of B-80
• An open circuit
• High resistance

38 of E-234 connector) and the APP sensor
(pin 2 of B-80 connector) for the following
conditions:
• An open circuit
• High resistance.

7 APP sensor (pins 2 and 3 of B-80 connector). —

connection on the APP sensor circuit at the

Replace APP sensor. Refer to Accelerator Pedal
9 Position (APP) Sensor Replacement in this section. —
Important:


pedal many times.

The accelerator pedal position (APP) sensor is • The ECM illuminates the malfunction indicator
mounted on the accelerator pedal bracket. The engine lamp (MIL) when the diagnostic runs and fails.
control module (ECM) uses the APP sensors to • The ECM uses an engine speed substitution of
determine the amount of acceleration or deceleration 1400 RPM.
injection control. The APP sensor has the following Condition for Clearing the MIL/DTC
circuits.
• 5 volts reference circuit runs and does not fail.
• Low reference circuit • A history DTC clears after 40 consecutive driving
• APP sensor signal circuit cycles without a fault. Or clear with the Tech 2.
The ECM provides 5 volts reference voltage through
the reference circuit to the APP sensor. The ECM Diagnostic Aids
monitors the voltage on the 5 volts reference circuit. If
the ECM detects an excessively high APP sensor 5
volts reference voltage, this DTC will set.
Connector End Views
The ECM detects that the APP sensor voltage supply
circuit is more than 5.2 volts for 0.5 seconds.

2 —
Go to Diagnostic
connector) and the accelerator pedal position
(APP) sensor (pin 3 of B-80 connector) for a
3 —

Important:


pedal many times.

Circuit Description • The ECM uses an engine speed substitution of
The accelerator pedal position (APP) sensor is 1400 RPM.
mounted on the accelerator pedal bracket. The engine
control module (ECM) uses the APP sensors to Condition for Clearing the MIL/DTC
determine the amount of acceleration or deceleration • The ECM turns OFF the MIL when the diagnostic
desired by the person driving the vehicle via the fuel runs and does not fail.
injection control. The APP sensor has the following • A history DTC clears after 40 consecutive driving
circuits. cycles without a fault. Or clear with the Tech 2.
• 5 volts reference circuit
• Low reference circuit Diagnostic Aids
• APP sensor signal circuit • If an intermittent condition is suspected, refer to
The ECM provides 5 volts reference voltage through Intermittent Conditions in this section.
the reference circuit to the APP sensor. The ECM
monitors the voltage on the 5 volts reference circuit. If Test Description
the ECM detects an excessively high APP sensor 5 The number below refers to the step number on the
volts reference voltage, this DTC will set. diagnostic table.
3. If the APP sensor 5 volts reference circuit between
Condition for Running the DTC the ECM and the sensor is normal, the sensor signal
• The ignition switch is ON. low DTC P1120 (Symptom Code 2) will set.
• The ECM detects that the APP sensor voltage Schematic Reference: Engine Controls Schematics
supply circuit is less than 4.6 volts for 0.5 seconds. Connector End View Reference: Engine Controls
Action Taken When the DTC Sets Connector End Views

2 —
Go to Diagnostic
3 4. Depress and release the accelerator pedal. —


connector) and the APP sensor (pin 3 of B-80

Replace the accelerator pedal position sensor.
Refer to Accelerator Pedal Position Sensor

Important:

pedal many times.

P1120 (Symptom Code D) (Flash Code 21)
The accelerator pedal position (APP) sensor is • The ECM detects APP sensor angle is stationary
mounted on the accelerator pedal bracket. The engine more than 18%, then brake pedal is depressed for
control module (ECM) uses the APP sensors to longer than 2 seconds.
determine the amount of acceleration or deceleration
desired by the person driving the vehicle via the fuel Action Taken When the DTC Sets
injection control. The APP sensor has the following • The ECM illuminates the malfunction indicator
circuits. lamp (MIL) when the diagnostic runs and fails.
• 5 volts reference circuit • The ECM uses an engine speed substitution of
• Low reference circuit 1400 RPM.
• APP sensor signal circuit
The ECM supplies 5 volts to the APP sensor on the 5 Condition for Clearing the MIL/DTC
volts reference circuit. The ECM also provides a • The ECM turns OFF the MIL when the diagnostic
ground on the low reference circuit. The APP sensor runs and does not fail.
accelerator pedal angle.
The brake pedal switch is installed on the brake pedal
Diagnostic Aids
bracket. The brake pedal 1 switch is a normally open
type switch and the brake pedal 2 switch is a normally • If an intermittent condition is suspected, refer to
closed type switch. When the brake pedal is pressed, Intermittent Conditions in this section.
the brake pedal 1 switch signal is provided to the ECM • Misadjusted brake pedal switch may set this DTC.
and the stoplights are turned ON. Then, the brake • Misadjusted APP sensor may set this DTC.
pedal 2 switch signal to the ECM is stopped (low
• A sticking or intermittently sticking the pedal may
voltage).
set this DTC.
If the ECM detects accelerator pedal or APP sensor
signal is stuck while brake pedal is depressed, this
DTC P1120 (Symptom Code D) (Flash Code 21)
DTC will set.
Condition for Running the DTC Connector End View Reference: Engine Controls
Connector End Views
• The engine speed is higher than 1700 RPM.
• The vehicle speed is higher than 1.5 km/h (1
MPH).

Was DTC P0703 (Symptom Code A or B) or P1120 Go to Applicable

(Symptom Code 1, 7, 9 or E) set? DTC Go to Step 3
3 releasing the brake pedal. —

4 —
upward travel.

connector.
5 —
1 switch harness connector between pins 1

jumpered and Released when the circuit is not
• An open circuit
6 —

connection on the brake switch circuit at the
234 connector).

Replace the brake pedal switch. Refer to Brake
8 Pedal Switch Replacement in this section. —
pedal many times while observing the
Accelerator Pedal Position (APP) parameter
9 with the Tech 2. —
Is the APP parameter smoothly changed within 0 to

100% when the accelerator pedal is depressed and Go to Diagnostic
released? Aids Go to Step 10

• APP sensor is misadjusted.
10 • An accelerator pedal that is stuck —
depressed.


Important:

5. Observe the APP parameter while fully
depressing and releasing the accelerator
pedal many times.
13 6. Also observe the Brake Pedal 1 Switch —
parameter with the Tech 2 while depressing
and releasing the brake pedal.
Does the Tech 2 indicate the APP parameter

smoothly changed within 0 to 100% when the
accelerator pedal is depressed and released, then
Tech 2 indicate the Brake Pedal 1 Switch
parameter Applied when the brake pedal is
depressed and Released when the brake pedal is
released? Go to Step 14 Go to Step 2
The accelerator pedal position (APP) sensor is • The ECM detects APP sensor angle is more than
mounted on the accelerator pedal bracket. The engine 18%, then the idle switch is ON for longer than 0.6
control module (ECM) uses the APP sensors to seconds.
desired by the person driving the vehicle via the fuel Action Taken When the DTC Sets
injection control. The APP sensor has the following • The ECM illuminates the malfunction indicator
circuits. lamp (MIL) when the diagnostic runs and fails.
• 5 volts reference circuit • The ECM uses an engine speed substitution of
• Low reference circuit 1400 RPM.
• APP sensor signal circuit
The ECM supplies 5 volts to the APP sensor on the 5 Condition for Clearing the MIL/DTC
volts reference circuit. The ECM also provides a • The ECM turns OFF the MIL when the diagnostic
ground on the low reference circuit. The APP sensor runs and does not fail.
accelerator pedal angle.
The idle switch is also mounted on the accelerator
Diagnostic Aids
pedal bracket. The idle switch is a normally closed
type switch. When the accelerator pedal is released, • If an intermittent condition is suspected, refer to
the idle switch signal to the ECM is low voltage. Intermittent Conditions in this section.
If the ECM detects the APP sensor signal and the idle
switch out of correlation, this DTC will set. DTC P1120 (Symptom Code E) (Flash Code 21)
Condition for Running the DTC Connector End View Reference: Engine Controls
The ignition switch is ON. Connector End Views or Engine Control Module (ECM)
Connector End Views

2. Observe the Idle Switch parameter with the
Tech 2 while depressing and releasing the
2 accelerator pedal. —
Does the Tech 2 indicate OFF when the accelerator
pedal is depressed and ON when the accelerator
2. Disconnect the idle switch harness connector.
4. Observe the Idle Switch parameter with the
Tech 2 while momentarily jumping 3-amp
3 fused jumper wire across the idle switch —
harness connector between pins 1 and 2 of
the B-340 connector.
Does the Tech 2 indicate ON when the circuit is

jumpered and OFF when the circuit is not

1. Test the switch signal circuit between the
connector) and the idle switch (pin 1 of B-340

pedal many times while observing the
Accelerator Pedal Position (APP) parameter
5 with the Tech 2. —
Is the APP parameter smoothly changed within 0 to

100% when the accelerator pedal is depressed and Go to Diagnostic
released? Aids Go to Step 6
2. Disconnect the APP sensor harness
connector.
3. Inspect for an intermittent, for poor connection
and corrosion at the harness connector of the
APP sensor (pin 1 of B-80 connector).
6 5. Inspect for an intermittent, for a poor —
connection and corrosion on the APP sensor
circuit at the harness connector of the ECM
6. Test for high resistance on the APP sensor

Replace the idle switch. Refer to Idle Switch

Important:


5. Observe the Idle Switch and APP parameter
10 while fully depressing and releasing the —
accelerator pedal many times.
Does the Tech 2 indicate the APP parameter

smoothly changed within 0 to 100% when the
accelerator pedal is depressed and released, then
Tech 2 indicate the Idle Switch parameter OFF
when the accelerator pedal is depressed and ON
when the accelerator pedal is released? Go to Step 11 Go to Step 2
The engine coolant temperature (ECT) sensor is • The ECM does not illuminate the malfunction
installed to the thermostat housing. The ECT sensor is indicator lamp (MIL) when the diagnostic runs and
a variable resistor. The ECT sensor has a signal circuit fails.
the temperature of the engine coolant. The engine Condition for Clearing the DTC
control module (ECM) supplies 5 volts to the ECT • A history DTC clears after 40 consecutive driving
signal circuit and a ground for the ECT low reference cycles without a fault. Or clear with the Tech 2.
resistance is high. When the engine coolant Diagnostic Aids
decreases. With high sensor resistance, the ECM • If an intermittent condition is suspected, refer to
detects a high voltage on the ECT signal circuit. With Intermittent Conditions in this section.
lower sensor resistance, the ECM detects a lower • After starting the engine, the ECT should rise
voltage on the ECT signal circuit. If the ECM detects steadily to about 80°C – 85°C (176°F – 185°F)
an excessive high coolant temperature, this DTC will then stabilize when the thermostat opens.
set. • Use the Temperature vs. Resistance table to test
the ECT sensor at various temperature levels to
Condition for Running the DTC evaluate the possibility of a skewed sensor. A
• The ignition switch is ON. skewed sensor could result in poor driveability
concerns.
Notice:
• The ECM detects an excessive high coolant
• This DTC is caused by an engine overheat
temperature for longer than 30 seconds.
condition (i.e. low engine coolant level). Since this
DTC does not illuminate any lamps, clear the DTC
and ensure there are no signs of engine damage.
Excessive engine overheat may damage internal
engine components.

3. Start the engine and wait until engine is fully
warms upped.
2 100°C (212°F)
(ECT) parameter with the Tech 2.

Ask the driver if overheat is caused by low engine
coolant level, etc.
3 If engine overheat has experienced, the engine —
must be inspected and repaired as necessary.

1. Test the ECT sensor at various temperature
levels to evaluate the possibility if a skewed
sensor.
4 —
2. Replace the ECT sensor as necessary.


1. Test the engine cooling system for the
following condition. Refer to diagnosis of the
engine cooling system section for testing.
• Engine coolant level
• Engine coolant leakage
• Cooling fan belt slippage
5 • Cooling fan clutch working —
• Thermostat working
• Water pump working
• Radiator clogging
Go to Diagnostic
Did you find and correct the condition? Go to Step 6 Aids
6 4. Start the engine and wait until engine is fully 100°C (212°F)
warms upped.

P1173 (Symptom Code 7, A) (Flash Code 22)
The fuel temperature (FT) sensor is internal to the fuel • The ECM does not illuminate the malfunction
injection pump control unit (PCU). It detects fuel indicator lamp (MIL) when the diagnostic runs and
temperature in the fuel injection pump. If the PCU fails.
detects an excessively high or low fuel temperature, • The PCU limits fuel injection quantity. (Symptom
this DTC will set. Code 7)
Condition for Running the DTC Condition for Clearing the DTC
• The ECM detects an excessive high FT for longer Diagnostic Aids
than 30 seconds. (Symptom Code 7) • If an intermittent condition is suspected, refer to
• The ECM detects an excessive low FT for longer Intermittent Conditions in this section.
than 30 seconds. (Symptom Code A)
Notice:
• FT sensor is internal to the PCU and it is part of the
DTC P1173 (Symptom Code 7, A) (Flash Code 22)

2 —

Important:
engine.
section. (Fuel temperature [FT] sensor is internal
to the fuel injection pump control unit [PCU] and it
is part of the fuel injection pump assembly.)


Circuit Description • The ECM limits fuel injection quantity.
The crankshaft position (CKP) sensor is located on top
of the flywheel housing. There are 4 slits spaced 90° Condition for Clearing the MIL/DTC
on the flywheel circumference. The CKP sensor is a • The ECM turns OFF the MIL when the diagnostic
magnetic coil type sensor, which generates an AC runs and does not fail.
signal voltage based on the crankshaft rotational • A history DTC clears after 40 consecutive driving
speed. The engine control module (ECM) monitors cycles without a fault. Or clear with the Tech 2.
both the CKP sensor and injection pump camshaft
position (CMP) sensor signals to ensure they correlate Diagnostic Aids
with each other. If the fuel injection pump control unit
(PCU) receives faulty CKP sensor signal pulses, this
DTC will set.
Notice:
• The PCU detects CKP sensor signal from the ECM Connector End View Reference: Engine Controls
is faulty. Connector End Views or Engine Control Module (ECM)
Connector End Views

3. Start the engine (Note a slight start delay may
2 be noticed). —
Go to Applicable
Is DTC P0335 (Symptom Code B or D) set? DTC Go to Step 3
B-233 harness connector. Keep the B-234
harness connector with connected.
3. Connect a DMM between the crankshaft
3 position (CKP) sensor signal output circuit (pin 10 volts
ground.
Does the DMM voltage more than the specified


1. Test the CKP sensor signal output circuit
and the fuel injection pump (pin 8 of E-110
• An open circuit
4 —
• A short to ground
• High resistance

1. Test the CKP sensor signal output circuit
and the fuel injection pump control unit (PCU)
(pin 8 of E-110 connector) for a short to
Notice:
5 Perform this by connecting a test lamp between the —
ECM harness connector (pin 91 of B-233
connector) and a known good ground. If the test
lamp illuminates, circuit is short to battery or
ignition voltage.

2. Disconnect the PCU harness connector.
connection on the CKP sensor signal circuit at
6 the harness connector of the PCU (pin 8 of E- —
110 connector).

connection on the CKP sensor signal output

Important:
engine.
section.

Important:




sent from various sensors. These desired data are • The ECM limits fuel injection quantity.
timer piston position and fuel injection quantity, and • If an intermittent condition is suspected, refer to
actuates timing control valve (TCV) & fuel injection Intermittent Conditions in this section.
solenoid valve based on control maps in the PCU. The
PCU also compares the engine speed signal sent from Notice:
the ECM and the fuel injection pump speed. If the PCU • Fuel injection pump CMP sensor is internal to the
received faulty fuel injection pump CMP sensor signal, fuel injection pump assembly.
this DTC will set.
• The PCU received faulty fuel injection pump CMP
sensor signal for 1 second.

2 —

Important:
engine.
section.


The neutral switch is installed on the transmission gear Important:
control box. When the gear position is neutral, the • Following conditions must be met two consecutive
switch is closed and the switch signal is provided to the driving cycles. (One driving cycle: Ignition switch
engine control module (ECM). If the ECM detects the ON > Engine run > Vehicle run > Ignition switch
neutral switch signal is not changed from neutral during OFF for 10 seconds)
the predetermined engine speed and vehicle speed
- The engine speed is higher than 1500 RPM
range, this DTC will set.
- The vehicle speed is higher than 64 km/h (40
Condition for Running the DTC MPH)
• The ignition switch is ON. - The clutch pedal is released
• The engine speed is higher than 1500 RPM. - Other than neutral
• The vehicle speed is higher than 64 km/h (40 • After the above procedure is done, a history DTC
MPH). clears after 40 consecutive driving cycles without a
fault. Or clear with the Tech 2.
• The clutch pedal is released.
Diagnostic Aids
• The ECM detects that the neutral switch signal is Intermittent Conditions in this section.
continuously ON (neutral) during three consecutive
driving cycles. DTC P1520 (Symptom Code A) (Flash Code 47)

3. Observe the Neutral Switch parameter with
2 the Tech 2 while shift to neutral and other —
positions.
Does the Tech 2 indicate ON when the position is Go to Diagnostic

neutral and OFF when other than the neutral? Aids Go to Step 3
2. Disconnect the neutral switch harness
connector.
the Tech 2.
Does the Tech 2 indicate ON? Go to Step 4 Go to Step 5

1. Test the neutral switch input signal circuit
(pin 87 of B-233 connector) and the neutral
switch (pin 2 of J-50 connector) for a short to
4 —

Replace the neutral switch. Refer to Neutral Switch
5 Replacement in Transmission Section. —

Important:

Important:
Following conditions must be met two consecutive
driving cycles before clear with the Tech 2. (One
driving cycle: Ignition switch ON > Engine run >
Vehicle run > Ignition switch OFF for 10 seconds)
• The engine speed is higher than 1500 RPM
7 • The vehicle speed is higher than 64 km/h (40 —
MPH)
• The clutch pedal is released
• Other than neutral
the Tech 2 while shift to neutral and other
positions.
Does the Tech 2 indicate ON when the position is

neutral and OFF when other than the neutral? Go to Step 8 Go to Step 3
The neutral switch is installed on the transmission gear Important:
control box. When the gear position is neutral, the • Following conditions must be met two consecutive
switch is closed and the switch signal is provided to the driving cycles. (One driving cycle: Ignition switch
engine control module (ECM). If the ECM detects the ON > Engine run > Ignition switch OFF for 10
neutral switch signal is not changed from other than seconds)
neutral during the predetermined engine speed and
- The engine speed is higher than 665 RPM
vehicle speed range, this DTC will set. This DTC runs
only manual transmission. - The vehicle speed is lower than 2 km/h (3
MPH)
Condition for Running the DTC - The clutch pedal is released after once
• The ignition switch is ON. depressed
• The engine speed is higher than 665 RPM. - Neutral position
• The vehicle speed is lower than 2 km/h (3 MPH). • After the above procedure is done, a history DTC
clears after 40 consecutive driving cycles without a
• The clutch pedal is released after once depressed. fault. Or clear with the Tech 2.
Condition for Setting the DTC Diagnostic Aids
• The ECM detects that the neutral switch signal is • If an intermittent condition is suspected, refer to
continuously OFF (other than neutral) during three Intermittent Conditions in this section.
consecutive driving cycles.
Connector End Views

2 the Tech 2 while shift to neutral and other —
positions.
Does the Tech 2 indicate ON when the position is Go to Diagnostic

neutral and OFF when other than the neutral? Aids Go to Step 3
2. Disconnect the neutral switch harness
connector.
3 —
the Tech 2 while momentarily jumping across
the neutral switch harness connectors
between pins 1 and 2 of J-50 connector.
Does the Tech 2 indicate ON when the circuit is

jumped and OFF when the circuit is not jumped? Go to Step 7 Go to Step 4
voltage feed circuit of the neutral switch
4 good ground. —


5 relay (pin 5 of X-14 connector) and the neutral —
switch (pin 1 of J-50 connector).

1. Test the neutral switch signal circuit between
the engine control module (ECM) (pin 87 of B-
233 connector) and the neutral switch (pin 2 of
J-50 connector) for an open circuit or high
6 —
resistance.

connections at the harness connectors of the
7 neutral switch (pins 1 and 2 of J-50 —
connector).

connection on the neutral switch circuit at the
233 connector).

Replace the neutral switch. Refer to Neutral Switch
9 Replacement in Transmission Section. —
Important:


Important:
Following conditions must be met two consecutive
driving cycles before clear with the Tech 2. (One
driving cycle: Ignition switch ON > Engine run >
Ignition switch OFF for 10 seconds)
• The engine speed is higher than 665 RPM
• The vehicle speed is lower than 2 km/h (3
11 MPH) —
• The clutch pedal is released after once
depressed
• Neutral position
the Tech 2 while shift to neutral and other
positions.
Does the Tech 2 indicate ON when the position is

neutral and OFF when other than the neutral? Go to Step 12 Go to Step 3
If the ECM detects that an open circuit or short to Diagnostic Aids
ground on the exhaust brake solenoid valve control
Test Description
diagnostic table.
5. If the exhaust brake solenoid valve control circuit
• The ECM detects a low voltage condition on the between the ECM and the solenoid valve is normal,
exhaust brake solenoid valve control circuit for voltage level high DTC P1576 (Symptom Code 8) will
commanded OFF.
Connector End Views

2 —
Go to Diagnostic
2. Disconnect the exhaust brake solenoid valve
harness connector.
3 circuit of the exhaust brake solenoid valve —
good ground.

circuit of the exhaust brake solenoid valve
4 harness (pin 2 of J-31 connector) and battery —
voltage.


the exhaust brake solenoid valve harness
connector between pins 1 and 2 of the J-31
connector.
5 may operate while observing the Exhaust —
Brake Solenoid Command parameter with the
Tech 2.
Does DTC P1576 (Symptom Code 8) set when the

exhaust brake is operating, but not DTC P1576
(Symptom Code 4)? Go to Step 9 Go to Step 7
6 (pin 5 of X-14 connector) and the exhaust brake —
solenoid valve (pin 1 of J-31 connector).

connector) and the exhaust brake solenoid
valve (pin 2 of J-31 connector) for an open
7 —
circuit or high resistance.

40 of B-234 connector) and the exhaust brake
solenoid valve (pin 2 of J-31 connector) for a
8 short to ground. —

harness connector.
exhaust brake solenoid valve (pins 1 and 2 of
J-31 connector).

connection on the exhaust brake solenoid
10 valve control circuit at the harness connector —
of the ECM (pin 40 of B-234 connector).

Replace the exhaust brake solenoid valve. Refer
to Exhaust Brake Solenoid Valve Replacement in
11 this section. —


Important:



If the ECM detects that a short to battery or ignition Diagnostic Aids
voltage on the exhaust brake solenoid valve control
Test Description
diagnostic table.
3. If the exhaust brake solenoid valve control circuit
• The ECM detects a high voltage condition on the between the ECM and the solenoid valve is normal,
exhaust brake solenoid valve control circuit for voltage level low DTC P1576 (Symptom Code 4) will
commanded ON.
Connector End Views

2 —
may operate while observing the Exhaust
Brake Solenoid Command with the Tech 2.
Does the Diagnostic Trouble Code (DTC) fail this Go to Diagnostic

ignition when the exhaust brake is operating? Go to Step 3 Aids
harness connector.

connector) and the exhaust brake solenoid
4 —

Replace the exhaust brake solenoid valve. Refer
to Exhaust Brake Solenoid Valve Replacement in
5 this section. —


Replace the ECM. Refer to Engine Control Module
6 (ECM) Replacement in this section. —
7 —
may operate while observing the Exhaust
Brake Solenoid Command with the Tech 2.
Does the DTC fail this ignition when the exhaust

brake is operating? Go to Step 3 Go to Step 8
P1605 (Symptom Code C, D, E) (Flash Code 55)
Circuit Description • The ECM detects total sum of EEPROM data is not
This diagnostic applies to internal microprocessor equal to registered value during initialization
integrity conditions within the engine control module (Symptom Code E).
(ECM). The electronically erasable programmable
read only memory (EEPROM) memorize some data for Action Taken When the DTC Sets
engine control and communication with other control • The ECM illuminates the malfunction indicator
module. If the ECM detects memory area malfunction lamp (MIL) when the diagnostic runs and fails.
inside of the ECM, this DTC will set. • The ECM uses default EEPROM data substitution
of faulty EEPROM. (Symptom Code D & E).
• The ECM detects internal seed or key file in Condition for Clearing the MIL/DTC
EEPROM data is destroyed (Symptom Code C). • The ECM turns OFF the MIL when the diagnostic
• The ECM detects reading or writing from the runs and does not fail.
EEPROM data is failed during initialization • A history DTC clears after 40 consecutive driving
(Symptom Code D). cycles without a fault. Or clear with the Tech 2.
DTC P1605 (Symptom Code C, D, E) (Flash Code 55)

2 —

Important:


of time passed. If the ECM detects the ECM main relay • If an intermittent condition is suspected, refer to
is turned OFF before ECM commanded OFF, this DTC Intermittent Conditions in this section.
will set.
• Faulty ECM main relay may set this DTC.
• The ECM detects that the ECM main relay is
turned OFF before commanded turned OFF.
Connector End Views
• The ECM does not illuminate the malfunction
fails.

Go to Diagnostic
2. Disconnect the ECM main relay.
connections and corrosion at the harness
connector of the ECM main relay (pins 1, 2, 4
and 5 of X-14 connector).
harness connector.
3 —
connections and corrosion on ECM main relay
control and battery voltage feed circuit at the
harness connector of the ECM (pins 3 and 58
of B-234 connector).
6. Test for high resistance on each ECM main
relay circuit.
7. Repair the connection(s) or circuit(s) as
necessary.

4 —

5. Observe the DTC Information with the Tech 2.

of time passed. If the ECM detects the ECM main relay • If an intermittent condition is suspected, refer to
has been ON since the ignition switch was turned OFF, Intermittent Conditions in this section.
this DTC will set.
• Faulty or sticking ECM main relay may set this
DTC.
• The ignition switch is OFF. Test Description
The numbers below refer to the step number on the
diagnostic table.
• The ECM detects that the ECM main relay is 2. If this DTC is present, Tech 2 can communicate with
turned ON for longer than 2 seconds. the ECM when the ignition switch is OFF.
Action Taken When the DTC Sets DTC P1625 (Symptom Code B) (Flash Code 76)
• The ECM does not illuminate the malfunction Schematic Reference: Engine Controls Schematics
indicator lamp (MIL) when the diagnostic runs and Connector End View Reference: Engine Controls
fails. Connector End Views or Engine Control Module (ECM)
Connector End Views

Go to Diagnostic
Does the DTC fail with the ignition switch OFF? Go to Step 3 Aids
Does the DTC fail with the ignition switch OFF? Go to Step 6 Go to Step 4
4 circuit of the ECM main relay harness (pin 4 of —
X-14 connector) and battery voltage.
4. Keep the ignition switch OFF.

1. Test the control circuit of the ECM main relay
(pin 58 of B-234 connector) and the ECM
main relay (pin 4 of X-14 connector) for a short
5 —
to ground.

Repair the short to battery on the voltage feed
supply circuit to the ECM between the ECM (pin 3
6 of B-234 connector) and the ECM main relay (pin 5 —
of X-14 connector).


7 —
Important:

Does the DTC with the ignition switch OFF? Go to Step 3 Go to Step 10
The engine control module (ECM) calculates the • The ECM detects that the PCU monitored fuel
desired fuel injection quantity and timing using data injection solenoid valve control current is too high.
sent from various sensors. These desired data are (Symptom Code A)
sent to the fuel injection pump control unit (PCU) via a • The ECM detects that the PCU continuously flow
controller area network (CAN) communication bus. the control current to the fuel injection solenoid
The PCU also receives signals from the internal inputs: valve. (Symptom Code B)
inside the fuel injection pump to determine the cam ring Action Taken When the DTC Sets
sent from the ECM then PCU determines the injection • The ECM limits fuel injection quantity. (Symptom
timer piston position and fuel injection quantity, and Code A)
actuates timing control valve (TCV) & fuel injection • The ECM cuts fuel injection. (Symptom Code B)
The fuel injection solenoid valve is installed to the fuel Condition for Clearing the MIL/DTC
injection pump rear side. The fuel injection event is • The ECM turns OFF the MIL when the diagnostic
determined by this solenoid ON/OFF command. The runs and does not fail.
engine shutoff (ESO) solenoid valve is commanded • A history DTC clears after 40 consecutive driving
shutoff from the PCU. (The fuel injection solenoid cycles without a fault. Or clear with the Tech 2.
part. It calls ESO solenoid valve when fuel is shutoff.) Diagnostic Aids
When the ignition switch is turned OFF or commanded • If an intermittent condition is suspected, refer to
from fail-safe action, the ESO solenoid valve is Intermittent Conditions in this section.
ECM detects that the fuel injection solenoid valve Notice:
control current problem, this DTC will set. • Fuel injection solenoid valve is internal to the fuel
DTC P1630 (Symptom Code A, B) (Flash Code 51)

3. Start the engine
2 —

Important:
engine.
section.



sent from various sensors. These desired data are • The ECM cuts the fuel injection.
timer piston position and fuel injection quantity, and • If an intermittent condition is suspected, refer to
actuates timing control valve (TCV) & fuel injection Intermittent Conditions in this section.
The ECM monitors CAN operational status by DTC P1650 (Symptom Code A) (Flash Code 44)
expecting a constant flow of messages from the PCU.
If the ECM detects that the PCU receives from the CAN
controller rest or Bus Offline, this DTC will set.
Connector End Views
• The ECM detects that the PCU receives from the
CAN controller reset or Bus Offline.

2 —
Go to Applicable
Is DTC P1651 (Symptom Code A or B) set? DTC Go to Step 3
Monitor the DTC Information with the Tech 2.
3 — Go to Diagnostic
3. Connect a DMM across the controller area
4 network (CAN) harness (pins 1 and 2 of E-110 110 – 130 Ω
connector).
4. Measure the resistance across the CAN
terminals.
Is the resistance within the specified value? Go to Step 5 Go to Step 10

1. Connect a DMM between the CAN Low signal
good ground.
5 1.5 – 2.5 volts
Is the DMM voltage within the specified value? Go to Step 6 Go to Step 11


OFF.
2. Connect a DMM between the CAN High signal
6 circuit (pin 2 of E-110 connector) and a known 3.0 – 4.0 volts
good ground.

B-233 harness connector. Keep the ECM B-
234 harness connector with connected.
7 110 – 130 Ω
4. Connect a DMM across the CAN harness
(pins 99 and 100 of B-233 connector).
terminals.

circuit of the ECM harness (pin 99 of B-233
8 1.5 – 2.5 volts

OFF.
9 circuit of the ECM harness (pin 100 of B-233 3.0 – 4.0 volts

1. Test the CAN Low and High circuit between
the ECM (pins 99 and 100 of B-233
connector) and the PCU (pins 1 and 2 of E-
• An open circuit
10 —
• A short each other

1. Test the CAN Low circuit between the ECM
(pin 99 of B-233 connector) and the PCU (pin
1 of E-110 connector) for the following
conditions:

conditions:



Go to Diagnostic
Is DTC P0251 (Symptom Code E) set? Go to Step 16 Aids

connections on the CAN Low or High circuits
15 at the harness connector of the ECM (pins 99 —

Important:
engine.
section. (PCU is part of the fuel injection pump
assembly)

Important:


The engine control module (ECM) calculates the • The ECM detects internal CAN controller does not
desired fuel injection quantity and timing using data react.
• The ECM cuts the fuel injection.
The ECM monitors CAN operational status by Notice:
expecting a constant flow of messages from the PCU. • CAN controller is internal to the ECM.
If the ECM detects internal CAN controller does not
react, this DTC will set.

2 —

Important:


Circuit Description • The ECM does not receive the CAN messages
The engine control module (ECM) calculates the from the PCU. (Symptom Code B)
sent from various sensors. These desired data are Action Taken When the DTC Sets
sent to the fuel injection pump control unit (PCU) via a • The ECM illuminates the malfunction indicator
controller area network (CAN) communication bus. lamp (MIL) when the diagnostic runs and fails.
The PCU also receives signals from the internal inputs: • The ECM cuts the fuel injection.
The ECM monitors CAN operational status by • If an intermittent condition is suspected, refer to
expecting a constant flow of messages from the PCU. Intermittent Conditions in this section.
If the ECM fails to receive an expected message from
the PCU, this will set depending on what DTC P1651 (Symptom Code A, B) (Flash Code 45)
communication is lost.
• The ECM detects that the PCU does not receive Connector End Views
the CAN messages from the ECM. (Symptom
Code A)

2 —

3. Connect a DMM across the controller area
3 network (CAN) harness (pins 1 and 2 of E-110 110 – 130 Ω
connector).
terminals.

good ground.
4 1.5 – 2.5 volts


OFF.
5 circuit (pin 2 of E-110 connector) and a known 3.0 – 4.0 volts
good ground.

B-233 harness connector. Keep the ECM B-
234 harness connector with connected.
6 110 – 130 Ω
4. Connect a DMM across the CAN harness
(pins 99 and 100 of B-233 connector).
terminals

circuit of the ECM harness (pin 99 of B-233
7 1.5 – 2.5 volts

OFF.
8 circuit of the ECM harness (pin 100 of B-233 3.0 – 4.0 volts

1. Test the CAN Low and High circuit between
the ECM (pins 99 and 100 of B-233
connector) and the PCU (pins 1 and 2 of E-
• An open circuit
9 —
• A short each other
• High resistance

conditions:

conditions:



Go to Diagnostic
Is DTC P0251 (Symptom Code E) set? Go to Step 15 Aids

connections on the CAN Low or High circuits
14 at the harness connector of the ECM (pins 99 —

Important:
engine.
section. (PCU is part of the fuel injection pump
assembly)

Important:


The malfunction indicator lamp (MIL) is located on the • The ECM detects a low voltage condition on the
instrument panel cluster (IPC). The battery voltage is MIL control circuit for longer than 3 seconds when
supplied to the MIL. The engine control module (ECM) the MIL is commanded OFF.
turns the MIL ON by grounding the MIL control circuit.
After a fixed time passes, the ECM turns OFF the MIL Action Taken When the DTC Sets
with the ignition ON and the engine OFF. The MIL has • The ECM does not illuminates the MIL when the
the following functions: diagnostic runs and fails.
• The MIL informs the driver that a malfunction has
occurred and the vehicle should be taken in for Condition for Clearing the DTC
service as soon as possible.
• The MIL illuminates during a bulb test and a cycles without a fault. Or clear with the Tech 2.
system test.
• A DTC will be stored if a MIL is requested by the Diagnostic Aids
ECM. • If an intermittent condition is suspected, refer to
If the ECM detects an open circuit or short circuit on the Intermittent Conditions in this section.
MIL control circuit, this DTC will set.
• The ignition switch is ON. Connector End View Reference: Engine Controls
Connector End Views

3. Perform the Malfunction Indicator Lamp (MIL)
2 test with the Tech 2. —
4. Command the MIL ON with the Tech 2.
Does the MIL turn ON when commanded ON with

the Tech 2? Go to Step 3 Go to Step 4
Command the MIL OFF with the Tech 2.
3 —
Does the MIL OFF? Go to Step 17 Go to Step 10



harness connector.
6 4. Connect a 3-amp fused jumper wire between —
the MIL control circuit of the ECM harness
connector (pin 42 of B-234 connector) and a
known good ground.
Does the MIL illuminate? Go to Step 11 Go to Step 7

2. Remove the instrument panel cluster (IPC).
7 3. Remove the MIL bulb from the IPC (meter —
assembly).
Is the MIL bulb burned out? Go to Step 15 Go to Step 8

circuit of the MIL (pin 8 of B-51 connector) and
8 a known good ground. —

2. Reconnect the ECM harness connector.
circuit and control circuit of the MIL (pins 4 and
5. Perform the MIL test with the Tech 2.
Does the test lamp turn ON when commanded ON

1. Test the control circuit of the MIL between the
ECM (pin 42 of B-234 connector) and the IPC
(pin 4 of B-51 connector) for a short to ground.
10 —

connection on the MIL control circuit at the
234 connector).

voltage feed circuit of the MIL between the IPC (pin
12 8 of B-51 connector) and Meter (10A) fuse (F-16). —


control circuit of the MIL between the ECM (pin 42
13 of B-234 connector) and the IPC (pin 4 of B-51 —
connector).

connections on the MIL circuits at the IPC
14 (pins 4 and 8 of B-51 connector). —

Replace the MIL bulb. Did you complete the
15 —
replacement? Go to Step 19 —
16 —
2. Turn ON the ignition for 10 seconds, with the
engine OFF.
17 —
Go to Diagnostic
Important:



The malfunction indicator lamp (MIL) is located on the • The ECM does not illuminates the MIL when the
instrument panel cluster (IPC). The battery voltage is diagnostic runs and fails.
supplied to the MIL. The engine control module (ECM)
turns the MIL ON by grounding the MIL control circuit. Condition for Clearing the DTC
After a fixed time passes, the ECM turns OFF the MIL • A history DTC clears after 40 consecutive driving
with the ignition ON and the engine OFF. The MIL has cycles without a fault. Or clear with the Tech 2.
the following functions:
• The MIL informs the driver that a malfunction has Diagnostic Aids
occurred and the vehicle should be taken in for
service as soon as possible.
• The MIL illuminates during a bulb test and a
system test. Test Description
• A DTC will be stored if a MIL is requested by the The number below refers to the step number on the
ECM. diagnostic table.
If the ECM detects a short to battery or ignition voltage 3. If the control circuit of the MIL between the ECM and
on the MIL control circuit, this DTC will set. the IPC is normal, the control circuit voltage low DTC
P1690 (Symptom Code 4) will set.
• The ignition switch is ON. DTC P1690 (Symptom Code 8) (Flash Code 77)
• The ECM detects a high voltage condition on the Connector End Views or Engine Control Module (ECM)
MIL control circuit for longer than 1 second when Connector End Views
the MIL is commanded ON.

3. Perform the Malfunction Indicator Lamp (MIL)
2 test with the Tech 2. —
Does the MIL turn ON when commanded ON with Go to Diagnostic

the Tech 2? Aids Go to Step 3
2. Remove the instrument panel cluster (IPC) in
order to disconnect the IPC harness B-51
connector.


1. Test the control circuit of the MIL between the
connector) and the IPC (pin 4 of B-51
4 —
voltage.


5 —
Important:



Glow Control System Check
Description Glow Control Operation
The glow control system consists of the engine control • The pre glow control system operates when the
module (ECM), the glow relay and glow plugs. The engine coolant temperature is less than 30°C
glow control system is operated when the engine (86°F).
coolant temperature is low, which allows easier engine • The after glow control system operates when the
starting. The ECM commands the glow relay ON for a engine coolant temperature is less than 30°C
certain length of time at ignition switch is ON with (86°F).
engine OFF. In after glow phase, the glow plugs
remain energized for a certain period with engine run. Glow Control System Check
Connector End Views

Information of the engine control system with
2 the Tech 2 and check whether following —
DTC(s) is set:
• P0115 (Symptom Code 1 & 2)
Refer to Applicable
Are any of the above DTC(s) set? DTC Go to Step 3
2. Make sure the metal bus bar that connects
switched battery voltage supply terminal (J-
122) and all glow plugs is secured tightly.
3. Turn ON the ignition, with the engine OFF
4. Connect a test lamp between the metal bus
3 bar (glow plug power supply J-122 terminal) —
and a known good ground.
6. Command the Glow Relay ON with the Tech 2
while observing the test lamp.
Does the test lamp turn ON only when commanded

2. Remove the metal bus bar from the glow
plugs.
3. Measure resistance of each glow plug
between the glow plug terminals and a known
4 good ground. Make sure to record all 1Ω
measurements and take them quickly as to
not allow engine temperature changes
between measurements.
Are the resistances within the specified value each

other? System OK Go to Step 15

bar (glow plug power supply J-122 connector)
5 and a known good ground. —

Inspect the Glow (60A) slow blow fuse (SBF-3) in
6 the fuse & relay box. —
Is the Glow (60A) slow blow fuse (SBF-3) open? Go to Step 10 Go to Step 7
2. Remove the glow relay in the fuse & relay box.
7 circuit of the glow relay terminal (pin 3 of X-20 —

2. Connect a test lamp between the power
8 supply circuit of glow plugs (pin 2 of X-20 —

connections at the glow relay terminals (pins 2
9 and 3 of X-20 connector). —

1. Replace the Glow (60A) slow blow fuse (SBF-
3). If the slow blow fuse continues to open,
repair the short to ground on a circuit fed by
the slow blow fuse or check for a shorted
10 attached component. —
2. Repair the short to ground or replace the
component as necessary.

Repair the open circuit in the battery voltage supply
circuit between the Glow (60A) slow blow fuse
11 (SBF-3) and the glow relay (pin 3 of X-20 —
connector).

Repair the open circuit in the switched battery
voltage supply circuit between the glow relay (pin 2
12 of X-20 connector) and the glow plugs (J-122 —
terminal).


Important:
The glow plugs may be burnt out if the battery
voltage supply circuit is shorted to a voltage
source.
13 Repair the short to battery or ignition voltage on the —
switched battery voltage supply circuit between the
glow relay (pin 2 of X-20 connector) and the glow
plugs (J-122 terminal).

14 —
Replace the appropriate glow plug.
15 —
components, relay, fuse or harness
connector(s).
16 bar (glow plug power supply J-122 connector) —
and a known good ground.

Symptoms – Engine Controls

Symptoms – Engine Controls • Improperly mated connector halves
Important Preliminary Inspections Before Starting • Terminals that are not seated
Perform Diagnostic System Check – Engine Controls • Terminals that are damaged or improperly formed
before using the symptom tables, and verify that all of Reform or replace connector terminals in the problem
the following are true: circuit in order to ensure proper contact tension.
Remove the terminal from the connector body in order
• The engine control module (ECM) and malfunction to inspect for poor terminal wire connection.
indicator lamp (MIL) are operating correctly. Road test the vehicle with the DMM connected to the
• There are no diagnostic trouble codes (DTCs) suspected circuit. An abnormal reading that occurs
stored, or a DTC exists but without the MIL. when the malfunction occurs is a good indication that
• The Tech 2 data is within the normal operating there is a malfunction in the circuit being monitored.
range. Refer to the Tech 2 Data List in this section. Use the Tech 2 in order to help detect intermittent
• Verify the customer concern and locate the correct conditions. Useful features of the Tech 2 include the
symptom in the table of contents. Inspect the following:
items indicated under that symptom. • Trigger the Snapshot feature in order to capture
and store engine parameters when the malfunction
Visual and Physical Inspection occurs. Review this stored information in order to
Several of the symptom procedures ask for careful see the specific running conditions that caused the
visual and physical inspection. This step is extremely malfunction.
important. The visual and physical inspection can lead • Use the Plot Function on the Tech 2 in order to plot
to correcting a problem without further inspections, and selected data parameters. Review this stored
can save valuable time. Ensure that: information to aid in locating an intermittent
• The ECM grounds are clean, tight, and in their problem. Refer to the Tech 2 Users Guide for
proper location. more information.
• The vacuum hoses are not split or kinked, and Important:
properly connected. Inspect thoroughly for any If the intermittent condition exists as a start and then
type of leak or restriction. stall, test for DTCs relating to the vehicle theft deterrent
• The mass air flow (MAF) sensor is properly system. Test for improper installation of electrical
installed. The arrows on the plastic portion of the options such as lights, cellular phones, etc.
sensor must point toward the engine.
Any of the following may cause an intermittent MIL with
• The air intake ducts are not collapsed or damaged.
no stored DTC:
• There are no leaks at the MAF sensor, any
• The ECM grounds are loose or dirty. Refer to
connections or intake manifold sealing surfaces.
Engine Controls Schematics.
• The engine harness wiring and terminals are
• The MIL circuit intermittently shorted to ground.
properly connected and are not pinched or cut.
• Electrical system interference caused by a
Intermittent malfunctioning relay, ECM driven solenoid, or
switch. The electrical component can cause a
Important:
sharp electrical surge. Normally, the problem will
Inspect for improper installation of electrical
occur when the malfunctioning component is
components if an intermittent condition exists. Inspect
operating.
for aftermarket add-on electrical equipment devices,
lights, and cellular phones. Verify that no aftermarket • There is an open diode across the A/C compressor
equipment is connected to the keyword 2000 serial clutch or any other open diodes.
data circuit. If you cannot locate an intermittent
Important:
condition, a cellular phone communication signal may
The following symptom tables contain groups of
cause the condition.
possible causes for each symptom. The order of these
Important: procedures is not important. If the Tech 2 readings do
The problem may or may not turn ON the MIL or store a not indicate the problems, then proceed in a logical
DTC. order, easiest to check or most likely to cause first. In
order to determine if a specific vehicle is using a
Faulty electrical connections or wiring cause most particular system or component, refer to Engine
intermittent problems. Perform a careful visual and Controls Schematics for an application.
physical inspection of the suspect connectors for the Use the following tables when diagnosing a symptom
following conditions: complaint:
• Intermittent Conditions • Hesitation, Sag, Stumble
• Hard Start • Fuel Knock/Combustion Noise
• Rough, Unstable, or Incorrect Idle and Stalling • Poor Fuel Economy
• Cuts Out, Misses • Excessive Smoke (Black Smoke)
• Surge/Chuggles • Excessive Smoke (White Smoke)
• Lack of Power, Sluggishness, or Sponginess
Intermittent Conditions
Checks Action
DEFINITION: The problem is not currently present but is indicated in DTC History.
OR
There is a customer complaint, but the symptom cannot currently be duplicated, if the problem is not DTC related.
Preliminary Checks • Refer to Symptoms – Engine Controls before starting.
Harness/Connector Many intermittent open or shorted circuits are affected by harness/connector
movement that is caused by vibration, engine torque, bumps/rough pavement, etc.
Test for this type of condition by performing the applicable procedure from the following
list:
• Move related connectors and wiring while monitoring the appropriate Tech 2 data.
• Move related connectors and wiring with the component commanded ON, and
OFF, with the Tech 2. Observe the component operation.
• With the engine running, move related connectors and wiring while monitoring
engine operation.
If harness or connector movement affects the data displayed, component/system
operation, or engine operation, inspect and repair the harness/connections as
necessary.
Refer to Electrical Connections or Wiring.
Electrical Connections or Wiring Poor electrical connections, terminal tension or wiring problems cause most
intermittent. To perform the following inspections:
• Inspect for poor mating of the connector halves, or terminals improperly seated in
the connector body.
• Inspect for improperly formed or damaged terminals. Test for poor terminal tension.
• Inspect for poor terminal to wire connections including terminals crimped over
insulation. This requires removing the terminal from the connector body.
• Inspect for corrosion/water intrusion. Pierced or damaged insulation can allow
moisture to enter the wiring. The conductor can corrode inside the insulation, with
little visible evidence. Look for swollen and stiff sections of wire in the suspect
circuits.
• Inspect for wires that are broken inside the insulation.
• Inspect the harness for pinched, cut or rubbed through wiring.
• Ensure that the wiring does not come in contact with hot exhaust components.
Control Module Power and Grounds Poor power or ground connections can cause widely varying symptoms.
Component Power and Grounds • Test all control module power supply circuits. Many vehicles have multiple circuits
supplying power to the control module. Other components in the system may have
separate power supply circuits that may also need to be tested. Inspect
connections at the module/component connectors, fuses, and any intermediate
connections between the power source and the module/component. A test lamp or
a DMM may indicate that voltage is present, but neither tests the ability of the circuit
to carry sufficient current. Ensure that the circuit can carry the current necessary to
operate the component.
• Test all control module ground and system ground circuits. The control module
may have multiple ground circuits. Other components in the system may have
separate grounds that may also need to be tested. Inspect grounds for clean and
tight connections at the grounding point. Inspect the connections at the component
and in splice packs, where applicable. Ensure that the circuit can carry the current
necessary to operate the component.
Checks Action
Temperature Sensitivity • An intermittent condition may occur when a component/connection reaches normal
operating temperature. The condition may occur only when the component/
connection is cold, or only when the component/connection is hot.
• If the intermittent is related to heat, review the data for a relationship with the
following:
- High ambient temperatures
- Underhood/engine generated heat
- Circuit generated heat due to a poor connection, or high electrical load
- Higher than normal load conditions, towing, etc.
• If the intermittent is related to cold, review the data for the following:
- Low ambient temperatures – In extremely low temperatures, ice may form in a
connection or component. Test for water intrusion.
- The condition only occurs on a cold start.
- The condition goes away when the vehicle warms up.
• Information from the customer may help to determine if the trouble follows a pattern
that is temperature related.
Electromagnetic Interference (EMI) Some electrical components/circuits are sensitive to EMI or other types of electrical
and Electrical Noise noise. Inspect for the following conditions:
• A misrouted harness that is too close to high voltage/high current devices such as
injection components, motors, generator etc. These components may induce
electrical noise on a circuit that could interfere with normal circuit operation.
• Electrical system interference caused by a malfunctioning relay, or the engine
control module (ECM) driven solenoid or switch. These conditions can cause a
sharp electrical surge. Normally, the problem will occur when the malfunctioning
component is operating.
• Improper installation of non-factory or aftermarket add on accessories such as
lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell
phones, etc. These accessories may lead to an emission related failure while in
use, but do not fail when the accessories are not in use.
• Test for an open diode across the A/C compressor clutch and for other open
diodes. Some relays may contain a clamping diode.
• Test the generator for a bad rectifier bridge that may be allowing AC noise into the
electrical system.
Incorrect ECM Programming • There are only a few situations where reprogramming a ECM is appropriate:
Important:
DO NOT reprogram the ECM with the SAME software/calibration files that are already
present in the ECM. This is not an effective repair for any type of driveability problem.
- A ECM from another vehicle is installed.
- Revised software/calibration files have been released for this vehicle.
• Verify that the ECM contains the correct software/calibration. If incorrect
programming is found, reprogram the ECM with the most current software/
calibration.
Duplicating Failure Conditions • If none of the previous tests are successful, attempt to duplicate and/or capture the
failure conditions.
• An alternate method is to drive the vehicle with the DMM connected to a suspected
circuit. An abnormal reading on the DMM when the problem occurs, may help you
locate the problem.
Tech 2 Snapshot The Tech 2 can be set up to take a Snapshot of the parameters available via serial
data. The Snapshot function records live data over a period of time. The recorded
data can be played back and analyzed. The Tech 2 can also graph parameters singly
or in combinations of parameters for comparison. The Snapshot can be triggered
manually at the time the symptom is noticed, or set up in advance to trigger when a
DTC sets.
An abnormal value captured in the recorded data may point to a system or component
that needs to be investigated further. Refer to the Tech 2 user instructions for more
information on the Snapshot function.
Hard Start
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start but
immediately dies.
Preliminary Checks • Diagnostic System Check – Engine Controls.
• Ensure the driver is using the correct starting procedure.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Inspect that the harness connectors are correctly connected.
• Inspect the fuel type and quality.
• Inspect the Tech 2 Data List in this section.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
Checks Action
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or fuel leakage into the engine oil.
• Inspect the fuel lines between the fuel tank and fuel injection pump for tightness
and all fuel hoses for cuts, cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel injection pump is under a slight
vacuum with the engine running. As a result, air can enter the fuel system if these
connections are not tight. Air in the fuel system will cause fuel injection pump internal
pressure fluctuations especially at high engine speed and load.
• Inspect for air in the fuel system.
Notice:
If many air bubbles appear in the fuel, check the fuel system line connections between
the fuel tank and the fuel injection pump for tightness and all fuel hoses for cuts, cracks
and for the use of proper clamps.
a. Remove the fuel hose that connects to the fuel injection pump suction side.
b. Substitute a clear hose.
Notice:
c. Connect the clear hose to the fuel injection pump.
d. Bleed the fuel system.
e. Let the engine run at idle for at least 2 minutes.
f. Accelerator the engine between idle and W.O.T. (accelerator pedal full travel)
many times while observing the clear hose.
• Inspect the fuel tank vent hose for a plugged or kinked.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition. Draw fuel from the fuel tank at the
fuel line (as close to the fuel tank as possible) going to the fuel pickup tube to verify
a clean stream of fuel comes out (use the hand-held vacuum pump 5-8840-0279-0/
J-23738-A with a clear hose or equivalent). This will ensure the fuel pickup tube is
not cracked drawing air into the fuel line.
• Inspect the fuel injection pump operation.
Notice:
The fuel injection pump must be timed to the engine.
• Inspect the eye bolt for any type of restriction or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition that causes contaminated fuel,
such as the customer is using an aftermarket fuel filter or extended maintenance
interval. Also inspect fuel waxing or icing that is caused by an incorrect fuel type used
in winter season or water intrusion in the fuel system.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect for a restriction in the catalytic converter or exhaust pipes.
Checks Action
Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Improper mechanical timing (timing gear)
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
Electrical System Checks Inspect the engine electrical for the following conditions. Refer to the Engine Electrical
section.
• Inspect the glow plug control (preheating) system operation.
• Inspect for slow cranking speed.
• Inspect for weakened batteries.
Rough, Unstable, or Incorrect Idle And Stalling
Checks Action
DEFINITION: Engine runs unevenly at idle. If severe, the engine or vehicle may shake. Engine idle speed may vary in RPM.
Either condition may be severe enough to stall the engine.
Preliminary Checks • Diagnostic System Check – Engine Controls.
• Remove the air cleaner and check for dirt, or for air ducts being plugged or
restricted. Replace as necessary.
• Inspect the Engine Control Module (ECM) and fuel injection pump control unit
(PCU) grounds for being clean, tight, and in their proper locations.
skewed sensor.
Notice:
• Use the Tech 2 to compare the MAF Sensor parameter with the Desired MAF
parameter. Start the engine and warm up (allow engine coolant temperature to
reach at least 60°C [140°F]). The MAF Sensor parameter must follow the Desired
MAF parameter within 100mg/strk. If not, inspect the air intake system, EGR
system components and contaminated, skewed or slow MAF sensor.
Checks Action
Notice:
Notice:
Notice:
Notice:
Notice:
Notice:
• Inspect for a restriction or damage at MAF sensor.
section.
Checks Action
Mechanical section.
(309 psi).
• Improper mechanical timing
• Inspect for incorrect basic engine parts.
Additional Checks • Electromagnetic interference (EMI) on the reference circuit can cause an engine
miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed.
A sudden increase in speed with little change in actual engine speed change
indicates that EMI is present. If a problem exists, check routing of high voltage
components, such as fuel injection solenoid valve wiring, near the sensor circuits.
• Inspect for faulty engine mounts.
• Inspect faulty crank pulley.
• Inspect faulty generator & A/C compressor.
• Inspect the generator output voltage. Repair if less than 9 volts or more than 16
volts.
• Inspect the EGR system operating correctly.
• Inspect the A/C operation.
Cut Out, Misses
Checks Action
DEFINITION: A constant jerking that follows the engine speed, usually more pronounced as the engine load increase. The
exhaust has a steady spitting sound at idle, low speed, or hard acceleration for the fuel starvation that can cause the engine to
cut-out.
Preliminary Check • Diagnostic System Check — Engine Controls.
• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal
Position indicating angle parameter should change linearly from 0% to 100%
according to the accelerator pedal operation.
Checks Action
Notice:
Notice:
Notice:
Notice:
Notice:
• Inspect for a restriction or damage at mass air flow (MAF) sensor.
Additional Checks • Inspect the generator output voltage. Repair if less than 9 volts or more than 16
volts.
• Electromagnetic interference (EMI) on the reference circuit can cause an engine
miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed.
A sudden increase in speed with little change in actual engine speed change
indicates that EMI is present. If a problem exists, check routing of high voltage
components, such as fuel injection solenoid wiring, near the sensor circuits.
Surges/Chuggles
Checks Action
DIFINITION: The engine has a power variation under a steady throttle or cruise. The vehicle seems to speed up and slow down
with no change in the accelerator pedal.
Preliminary Checks • Diagnostic System Check — Engine Controls.
• Ensure the driver understands the A/C compressor operation.
• Use the Tech 2 in order to make sure the Vehicle Speed parameter reading
matches the vehicle speedometer.
• Use the Tech 2 to compare the Mass Air Flow (MAF) Sensor parameter with the
Desired MAF parameter. Start the engine and warm up (allow engine coolant
temperature to reach at least 60°C [140°F]). The MAF Sensor parameter must
follow the Desired MAF parameter within 100mg/strk. If not, inspect the air intake
system, EGR system components and contaminated, skewed or slow MAF sensor.
Position parameter should change linearly from 0% to 100% according to the
accelerator pedal operation. Also inspect the Accelerator Pedal Position indicating
angle when the accelerator pedal is steady. If the indicating angle fluctuates, check
for an intermittent open, high resistance in the circuits or for a skewed sensor.
Checks Action
Notice:
Notice:
Notice:
Notice:
Notice:
Notice:
• Inspect the timing device operating correctly. Observe the Actual Injection Timing
parameter with the Tech 2 while running the engine. The Actual Injection Timing
parameter must follow the Desired Injection Timing within 2°CA on each engine
speed. Engine idle > around 2000 RPM > around 3000 RPM. If not, inspect the fuel
system restriction, air in the fuel or fuel injection pump operation.
Checks Action
volts.
Lack of Power, Sluggishness, Sponginess
Checks Action
DEFINITION: The engine delivers less than expected power. There is little or no increase in speed when partially applying the
accelerator pedal.
• Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem.
• Are the tire sizes changed?
• Are excessively heavy loads being carried?
• Inspect for clutch slip.
• Inspect brake drag.
• Inspect the fuel quality (cetane index).
• Inspect the engine oil level and quality.
• Use the Tech 2 in order to make sure the Vehicle Speed parameter reading
matches the vehicle speedometer.
skewed sensor.
Notice:
reach at least 60°C [140°F]). The MAF sensor parameter must follow the Desired
MAF parameter within 100 mg/strk. If not, inspect the air intake system, EGR
accelerator pedal operation.
Checks Action
Notice:
Notice:
Notice:
Notice:
Notice:
Notice:
Checks Action
• Inspect for a restriction or leak in the intercooler.
• Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor
wheel. Refer to turbocharger inspection in the Engine Mechanical section.
• Inspect for turbocharger wastegate valve operation. Refer to wastegate valve
inspection in the Engine Mechanical section.
section.
Engine Mechanical Check Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
(309 psi).
volts.
• Inspect the engine overheat condition. Refer to the Engine Cooling section.
Hesitation, Sag, Stumble
Checks Action
DEFINITION: The vehicle has a momentary lack of response when pushing down on the accelerator. The condition can occur
at any vehicle speed. The condition is usually most severe when trying to make the vehicle move from a stop. If severe enough,
the condition may cause the engine to stall.
• Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem.
Checks Action
skewed sensor.
Notice:
reach at least 60°C [140°F]). The MAF Sensor parameter must follow the Desired
system components and contaminated, skewed or slow MAF sensor
accelerator pedal operation.
Checks Action
Notice:
Notice:
Notice:
Notice:
Notice:
Notice:
Checks Action
• Inspect for turbocharger wastegate valve operation. Refer to wastegate valve
inspection in the Engine Mechanical section.
section.
Mechanical section.
(309 psi).
volts.
Fuel Knock/Combustion Noise
Checks Action
DEFINITION: A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change
with the throttle opening.
• Ensure the vehicle has an actual problem.
• Inspect for smoke associated with the combustion noise.
Checks Action
skewed sensor.
Notice:
reach at least 60°C [140°F]). The MAF Sensor paramater must follow the Desired
Fuel System Checks • If excessive smoke is present, check for an injection nozzle(s). Remove each glow
plug from the cylinder head and inspect the tip of the glow plugs for wet by fuel.
Use the cylinder compression gauge. Proper compression is more than 2100 kPa
(309 psi). If poor compression is observed, inspect the engine mechanical.
Notice:
Mechanical section.
(309 psi).
• Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons,
etc.
• Inspect for any excessive oil entering combustion chamber.
Additional Checks • Inspect the EGR system operating correctly.
• Inspect other possible causes that can make similar noise such as loose
component parts, bracket, mount and weak clutch damper spring.
Poor Fuel Economy
Checks Action
DEFINITION: Fuel economy, as measured by actual road tests and several tanks of fuel, is noticeably lower than expected.
Also, the economy is noticeably lower than it was on this vehicle at one time, as previously shown by actual road tests.
Checks Action
Preliminary Checks • Remove the air cleaner and check for dirt, or for air ducts being plugged or
• Inspect the driving habits of the owner.
• Is the A/C ON full time, defroster mode ON?
• Are the tires at the correct pressure?
• Have the tire sizes changed?
• Are excessively heavy loads being carried?
• Is the acceleration too much, too often?
• Inspect for clutch slip.
• Inspect brake drag.
• Inspect dive belt tension.
• Suggest to the owner to fill the fuel tank and recheck the fuel economy.
• Suggest to the driver to read the Important Facts on Fuel Economy in the Owner
Manual.
• Inspect the odometer is correctly operated.
skewed sensor.
Notice:
• Check fuel leak.
Cooling System Checks Inspect the cooling system for the following conditions. Refer to the Cooling System
Section.
• Inspect the engine coolant level.
• Inspect the engine thermostat for always being open or for the wrong heat range.
• Inspect the engine cooling fan for always being ON.
section.
Mechanical section.
(309 psi).
Excessive Smoke (Black Smoke)
Checks Action
DEFINITION: Black smoke under load, idle or start up hot or cold.
Preliminary Check • Ensure the vehicle has an actual problem.
skewed sensor.
Notice:
reach at least 60°C [140°F] ). The MAF Sensor parameter must follow the Desired
system components and contaminated, skewed or slow MAF sensor
Position indicating angle parameter should change linearly from 0% to 100%
according to the accelerator pedal operation.
Notice:
section.
Checks Action
Mechanical section.
(309 psi).
etc.
• Inspect for any excessive oil entering combustion chamber.
Additional Checks • Inspect the EGR system operating correctly.
• Inspect the excessive blow-by gasses.
Excessive Smoke (White Smoke)
Checks Action
DIFINITION: White smoke under load, idle or start up hot or cold.
Preliminary Check • Ensure the vehicle has an actual problem.
Sensor Check Inspect the engine control sensors for the following conditions. Refer to the Tech 2
skewed sensor.
Notice:
Notice:
Checks Action
Mechanical section.
(309 psi).
etc.
• Inspect for any excessive fuel entering combustion chamber.
• Inspect for coolant entering the combustion chamber.
Electrical System Checks Inspect the engine electrical for the following conditions. Refer to the Engine Electrical
section.
• Inspect the glow plug control (preheating) system operation.
Repair Instructions
Engine Control Module (ECM) Vehicle Identification Number (VIN) Programming
Replacement Procedure
Engine Control Module (ECM) Replacement Important:

Procedure If the ECM from another vehicle is installed, VIN is not
programmed by the Tech 2. Use the SPS to change
Important: the original VIN. Refer to Service Programming
If the ECM is to be replaced the following programmed System (SPS) Description and Service Programming
contents MUST be reprogrammed into the new ECM. System (SPS) (Remote Procedure) or Service
Programming System (SPS) (Pass-Thru Procedure) in
• Vehicle identification number (VIN).
this section.
• Latest software/calibrations if released. Refer to
Service Programming System (SPS) Description Important:
and Service Programming System (SPS) (Remote If an updated software/calibrations is released, DO
Procedure) or Service Programming System NOT program the VIN now. The VIN is programmed at
(SPS) (Pass-Thru Procedure) in this section. SPS procedure. Refer to Service Programming
System (SPS) Description and Service Programming
Removal Procedure System (SPS) (Remote Procedure) or Service
1. Disconnect the negative battery cable. Programming System (SPS) (Pass-Thru Procedure) in
this section.
2. Remove the instrument cover.
3. Remove a bolt from the ECM bracket. 1. Connect the Tech 2 to the vehicle DLC, with the
4. Disconnect the two connectors from the ECM. engine and the Tech 2 OFF.
2. Turn ON the Tech 2.
3. Select Diagnostic > appropriate vehicle
1
identification > Powertrain > 4JH1-TC >
Programming > Program VIN.
4. Input correct VIN reading from stamped VIN or
affixed VIN plate on the vehicle.
5. Select Lock ECU and lock the programmed VIN.

Description
The service programming system (SPS) allows a
technician to program a control module through the
data link connector (DLC). The information transfer
circuit that is used at the DLC is the same serial data
2 circuit used be the Tech 2 for retrieving diagnostic
trouble codes (DTCs), displaying data, clearing DTCs
N6A3892E
etc. This procedure offers the ability to install software/
Legend calibrations matched to a particular vehicle.
1. ECM Most control modules have two types of memory. The
2. Bracket software/calibrations reside in the flash memory. The
two types of memory are listed below:
Installation Procedure • Electrically Erasable Programmable Read Only
Memory (EEPROM).
1. Connect the two connectors to the ECM.
This type of memory allows selected portions of
2. Put on the ECM to the bracket and tighten by a memory to be programmed while other portions
bolt. remain unchanged.
3. Refit the instrument cover by four screws. Certain learned values reside in the EEPROM,
4. Connect the negative battery cable. such as:
- The vehicle identification number (VIN)
- The software/calibrations identification
numbers
- The control module security information
• Flash Read Only Memory-Flash MemoryFlash • The ignition switch is in the proper position. The
memory has increased memory storage capacity. Tech 2 prompts you to turn ON the ignition, with
During programming, all information within this the engine OFF. DO NOT change the position of
type of memory is erased, and then replaced with the ignition switch during the programming
entirely new information. procedure unless instructed to do so.
• All tool connections are secure:
Service Programming Methods
- The RS-232 cable
The two methods of programming an engine control - The connection at the DLC
module (ECM) are listed below:
- The voltage supply circuits
• Remote Programming
• DO NOT disturb the tool harnesses while
• Pass Thru Programming programming. If an interruption occurs during the
For information on programming an ECM using one of programming procedure, programming failure or
the methods listed above, refer to Service ECM damage may occur.
Programming System (SPS) (Remote Procedure) or
Service Programming System (SPS) (Pass-Thru • If you are performing the Pass-Thru programming
Procedure). procedure using a notebook computer without the
power cord, ensure that the internal battery is fully
Before Programming a Control Module charged.
Important:
DO NOT program an existing ECM with the identical Service Programming System (SPS)
software/calibration package. This procedure is not a (Remote Procedure)
short cut to correct the driveability condition. This is an
ineffective repair. An ECM should only be programmed The Remote Service Programming System (SPS)
when the following occurs: method is a three-step process that involves the
following procedures:
• When a service procedure instructs you to replace
the ECM. When the ECM from another vehicle is 1. Connecting the Tech 2 to the vehicle and obtaining
installed, VIN must be changed. And change the information from the engine control module
vehicle information as necessary such as type of (ECM).
transmission. 2. Connecting the Tech 2 to the terminal and
• An updated software/calibrations is released. downloading a new calibration file from the
Ensure that the following conditions are met before terminal into the Tech 2 memory.
programming an ECM: 3. Reconnecting the Tech 2 to the vehicle and
• The Tech 2 PCMCIA card is programmed with the uploading the new calibration file into the ECM.
latest software.
Performing the Remote Procedure
• The TIS 2000 is installed with the latest software.
1. Connect the Tech 2 to the vehicle and obtain the
• The hardware key is plugged into the computer
ECM information using the following procedure:
port.
• Vehicle system voltage: Important:
- There are no charging system concerns. All Ensure the ECM is installed in the vehicle and the
charging system concerns must be repaired battery is fully charged before programming.
before programming the ECM.
a. Connect the Tech 2 to the vehicle data link
- The battery voltage is greater than 12 volts but
connector (DLC), with the engine and the Tech
less than 16 volts. The battery must be fully
2 OFF.
charged before programming the ECM.
b. Turn ON the Tech 2.
- A battery charger is NOT connected to the
vehicles battery. Incorrect system voltage or c. Press Enter at the title screen.
voltage fluctuations from a battery charger may d. Turn ON the ignition, with the engine OFF.
cause programming failure or ECM damage. e. Select Service Programming System at the
- Turn OFF or disable any system that may put a Main Menu.
load on the vehicles battery. Turn OFF or f. Select Request Info.
disable systems such as:
◊ Heating, ventilation, and air conditioning
(HVAC) systems
◊ Headlights
◊ Room lights
◊ Accessory equipment
g. If there is already stored in the Tech 2, the i. Complete the following information based on
existing data is displayed on the screen. The the service ID plate on the Validate Vehicle
Tech 2 asks user to keep existing data Keep Data screen until Next is highlighted:
Data or Continue to request new vehicle • Model
information from the ECM. If there is no data in
• Model Year
the Tech 2, it will immediately start vehicle
identification. • Engine
h. Enter the vehicle description by following the • Type of Transmission
on-screen instructions based on stamped VIN • Destination Code
or affixed VIN plate on the vehicle. j. Select Next.
i. During obtaining information, the Tech 2 is k. Verify your selection on the Summary screen.
receiving information from any modules at the
same time. But only ECM information is Important:
displayed on the screen. Refer to Service Bulletins before service programming
j. Turn OFF all accessories and select Continue. is performed if the bulletins are listed along with the
calibration files.
k. Verify that the correct VIN is entered on the
Tech 2. If the VIN is incorrect, write down the Important:
correct VIN. Select Cancel if you receive a message stating that the
2. Turn OFF the Tech 2. calibration selected is already the current calibration in
3. Disconnect the Tech 2 from the vehicle. the ECM and reprogramming with the same download
4. Turn OFF the ignition. is not allowed.
5. Transfer the data from the terminal to the Tech 2 l. Select Reprog.
using the following procedure:
m. The Transfer Data screen will appear until the
Important: progress bar reaches 100%.
The TIS supports service programming with the Tech 2 6. Close the application and return to the TIS
scan tool only. application selection screen after the download is
complete.
a. Connect the Tech 2 to the terminal. 7. Turn OFF the Tech 2.
b. Launch the TIS application at the terminal. 8. Disconnect the Tech 2 from the terminal.
c. Select the Service Programming System at the 9. Transfer the data from the Tech 2 to the ECM using
main screen. the following procedure:
d. Highlight the following information on the Select a. Connect the Tech 2 to the vehicle DLC, with the
Diagnostic Tool and Programming Process engine and the Tech 2 OFF.
screen:
b. Turn ON the Tech 2.
• Select Diagnostic Tool-Select Tech 2.
c. Press Enter at the Title screen.
• Select Programming Process-Identify
d. Turn ON the ignition, with the engine OFF.
whether an existing ECM is being
reprogrammed or an ECM is being replaced e. Select Service Programming System.
with a new one. f. Select the Program ECU on the Tech 2.
• Select ECU Location-Select Vehicle. g. Follow the on-screen instructions and select
e. Select Next. Continue.
f. Verify the connections on the Preparing for h. Programming in Process will appear until the
Communication screen and select Next. progress bar reaches 100%.
g. Verify the VIN on the Validate Vehicle Important:
Identification Number (VIN) screen and select The vehicle fitted with automatic transmission, Check
Next. Trans lamp may blink while programming the ECM
since communication between the ECM and TCM is
Important:
interrupted. Clear DTC in any module after
If the ECM is replaced to new one, VIN does not
programming.
displayed. Input correct VIN reading from stamped VIN
or affixed VIN plate on the vehicle. If the ECM from i. Select Continue and exit the program after the
another vehicle is installed, input correct VIN by same Tech 2 displays Programming Was Successful.
way.
h. Highlight Engine on the System Type screen 11. Turn OFF the Tech 2.
and select Next, if requested. 12. Disconnect the Tech 2 from the vehicle.
Service Programming System (SPS) (Pass- 12. Select Next.
Thru Procedure) 13. Verify your selection on the Summary screen.
Pass-Thru programming allows the Tech 2 to remain Important:
connected to the terminal and to the vehicle throughout Refer to Service Bulletins before service programming
the programming process. The vehicle must be in is performed if the bulletins are listed along with the
close proximity to the terminal while using Pass-Thru. calibration files.
Important: Important:
The TIS supports service programming with the Tech 2 Select Cancel if you receive a message stating that the
scan tool only. calibration selected is already the current calibration in
the Tech 2 and reprogramming with the same
1. Launch the TIS application at the terminal
download is not allowed.
application at the terminal.
2. Select the Service Programming System at the 14. Select Reprog.
main screen. 15. The Transfer Data screen will appear until the
3. Highlight the following information on the Select progress bar reaches 100%.
Diagnostic Tool and Programming Process screen:
• Select Diagnostic Tool-Select Pass-Thru Important:
The vehicle fitted with automatic transmission, Check
• Select Programming Process-Identify whether
Trans lamp may blink while programming the ECM
as existing engine control module (ECM) is
since communication between the ECM and TCM is
being reprogrammed or an ECM is being
interrupted. Clear DTC in any module after
replaced with a new one.
programming.
• Select ECU Location-Select Vehicle.
4. Select Next. 16. Select Close on the Programming Complete
5. Complete all vehicle data on the Preparing for screen.
Communication/Determine Vehicle screen until 17. Turn OFF the Tech 2.
Next is highlighted. 18. Disconnect the Tech 2 from the vehicle.
6. Select Next.
7. Follow the instruction on the Preparing for
Accelerator Pedal Position (APP) Sensor
Communication screen.
Replacement
Important: Removal Procedure
In order to reduce the potential for signal loss, the RS-
1. Disconnect the negative battery cable.
232 cable should not be more than 25 feet long.
2. Disconnect the APP and idle switch connector.
8. Select Next. 3. Remove the accelerator pedal assembly from the
9. Verify the VIN on the Validate Vehicle Identification bracket.
Number (VIN) screen and select Next. 4. Loosen two nuts and remove APP from the
accelerator pedal bracket.
Important:
If the ECM is replaced to new one, VIN does not
displayed. Input correct VIN reading from stamped VIN
or affixed VIN plate on the vehicle. If the ECM from
another vehicle is installed, input correct VIN by same
way.
10. Highlight Engine on the System Type screen and

select Next, if requested.
11. Complete the following information based on the
service ID plate on the Validate Vehicle Data
screen until Next is highlighted:
• Model
• Model Year
• Engine
• Type of Transmission
• Destination Code
2 1
N6A3893E N6A3894E
Legend Legend
1. Accelerator Pedal Position (APP) Sensor 1. Crankshaft Position (CKP) Sensor
2. Nut 2. Bolt
Installation Procedure Installation Procedure

1. Temporary tighten the APP by two nuts. 1. Install the CKP sensor to the clutch housing.
2. Refit the accelerator pedal bracket to the body. 2. Tighten CKP sensor by a bolt with specified
3. Connect the idle switch and APP connector. tightening torque.
4. Connect the Tech 2 to the vehicle. Tighten:
5. Connect the negative battery cable. Bolts to 8.0 – 12.0 N⋅m (0.8 – 1.2 kg⋅m / 5.9 – 8.9
lb⋅ft)
6. Select “Data Display” with the Tech 2.
7. Check the accelerator pedal position data and 3. Connect a CKP sensor connector to the CKP
adjust the APP position. sensor.
8. Tighten two nuts. 4. Connect the negative battery cable.
Crankshaft Position (CKP) Sensor EGR Solenoid Valve Replacement

Replacement Removal Procedure
Removal Procedure 1. Disconenct the negative battery cable.
1. Disconnect the negative battery cable. 2. Disconnect a EGR solenoid valve connector from
the EGR solenoid valve.
2. Disconnect connector from the CKP sensor.
3. Disconnect two hoses from the EGR solenoid
3. Loosen a bolt and remove the CKP sensor from
valve.
the clutch housing.
4. Loosen two bolts and remove the EGR solenoid
valve from the bracket.
N6A3895E N6A3896E
Legend Legend
1. EGR Solenoid Valve 1. Engine Coolant Temperature (ECT) Sensor
2. Intake Throttle Solenoid Valve
Installation Procedure
Installation Procedure 1. Apply sealer to threads of screw at the ECT
1. Tighten the purge solenoid by tow bolts. sensor.
2. Connect a connector to the EGR solenoid valve. 2. Tighten the ECT sensor with specified tightening
3. Connect two hoses to the EGR solenoid valve. torque.
4. Connect the negative battery cable. Tighten:
Bolt to 13 N⋅m (1.3 kg⋅m / 9.6 lb⋅ft)
Engine Coolant Temperature (ECT) Sensor 3. Connect a ECT sensor connector to the ECT
sensor.
Replacement
4. Fill the engine coolant.
Removal Procedure
5. Connect the negative battery cable.
2. Drain enough engine coolant so that the coolant Notice:
level will be below the ECT sensor. Verify any DTCs (diagnosis Trouble Code) are not
stored after replacement.
3. Disconnect connector from the ECT sensor.
Verify no engine coolant leaking from the sensor
4. Loosen and remove the ECT sensor from the threads after replacement.
thermostat housing.
Notice: Mass Air Flow (MAF) / Intake Air

Cool down the engine before above procedures are
Temperature (IAT) Sensor Replacement
carried out.
Removal Procedure
2. Disconnect a MAF & IAT sensor connector from
the MAF & IAT sensor assembly.
3. Loosen the clips and remove the MAF & IAT
sensor assembly from the intake duct housing.
N6A3897E N6A3905E
Legend Legend
1. Mass Air Flow (MAF) and Intake Air Temperature 1. Vehicle Speed Sensor (VSS)
(IAT) Sensor
2. Clip
Installation Procedure
1. Tighten the vehicle speed sensor to the specified
Installation Procedure tightening torque.
1. Install the MAF & IAT sensor assembly into intake
Tighten:
air duct.
Hexagonal part of the sensor: 25 N⋅m (2.5 kg⋅m /
2. Tighten the clips. 18 lb⋅ft)
3. Connect a MAF & IAT sensor connector to the
MAF & IAT sensor assembly. Caution:
4. Connect the negative battery cable. Tightening must be made at the hexagonal part of the
sensor. To tighten the connector itself would cause
damage.
Vehicle Speed Sensor (VSS) Replacement
2. Connect the vehicle speed sensor connector to the
Removal Procedure vehicle speed sensor.
1. Disconnect the negative battery cable. 3. Connect the negative battery cable.
2. Disconnect the vehicle speed sensor connector.
3. Loosen and remove the vehicle speed sensor.
Description and Operation

Engine Control Module (ECM) Description ECM Voltage Description
The ECM supplies a buffered voltage to various
switches and sensors. The ECM can do this because
resistance in the ECM is so high in value that a test
lamp may not illuminate when connected to the circuit.
An ordinary shop voltmeter may not give an accurate
reading because the voltmeter input impedance is too
low. Use a 10-megaohm input impedance DMM, to
ensure accurate voltage readings. The input and/or
output devices in the ECM include analog-to-digital
converters, signal buffers, counters, and special
drivers. The ECM controls most components with
electronic switches which complete a ground circuit
when turned ON.
Aftermarket Electrical and Vacuum Equipment

Aftermarket or add-on electrical and vacuum
equipment is defined as any equipment which connects
to the vehicle’s electrical or vacuum systems that is
N6A3830E
installed on a vehicle after the vehicle leaves the
The engine control module (ECM) is designed to factory. No allowances have been made in the vehicle
withstand normal current draws associated with vehicle design for this type of equipment. No add-on vacuum
operation. Avoid overloading any circuit. When testing equipment should be added to this vehicle. Add-on
for opens and shorts, do not ground or apply voltage to electrical equipment must only be connected to the
any of the ECM circuits unless instructed to do so. In vehicle’s electrical system at the battery power and
some cases, these circuits should only be tested using ground. Add-on electrical equipment, even when
a digital multimeter (DMM). The ECM should remain installed to these guidelines, may still cause the
connected to the ECM harness. powertrain system to malfunction. This may also
The ECM is located behind the radio via mounting include equipment not connected to the vehicle
bracket. The ECM mainly controls the following. electrical system such as portable telephones and
audios. Therefore, the first step in diagnosing any
• The fuel system control
powertrain fault is to eliminate all aftermarket electrical
• The exhaust gas recirculation (EGR) system equipment from the vehicle. After this is done, if the
control fault still exists, the fault may be diagnosed in the
• The preheating (glow) system control normal manner.
• A/C compressor control
Electrostatic Discharge Damage
• Exhaust brake control
Electronic components used in the ECM are often
• On-board diagnostics for engine control
designed to carry very low voltage. Electronic
The ECM constantly observes the information from
components are susceptible to damage caused by
various sensors. The ECM controls the systems that
electrostatic discharge. By comparison, as much as
affect vehicle performance. The ECM performs the
4,000 volts may be needed for a person to feel even
diagnostic function of the system. The ECM can
the zap of a static discharge. There are several ways
recognize operational problems, alert the driver
for a person to become statically charged. The most
through the malfunction indicator lamp (MIL), and store
common methods of charging are by friction and
diagnostic trouble codes (DTCs). DTCs identify the
induction.
system faults to aid the technician in making repairs.
• An example of charging by friction is a person
sliding across a vehicle seat.
Important:
To prevent possible electrostatic discharge damage,
follow these guidelines:
• Do not touch the ECM connector pins or soldered

components on the ECM circuit board.
• Do not open the replacement part package until
the part is ready to be installed.
• Before removing the part from the package, Engine Control Component Description
ground the package to a known good ground on
Accelerator Pedal Position (APP) Sensor & Idle
the vehicle.
Switch
• If the part has been handled while sliding across
the seat, while sitting down from a standing 2
position, or while walking a distance, touch a
known good ground before installing the part.
• Charge by induction occurs when a person with 3
1
well insulated shoes stands near a highly charged
object and momentarily touches ground. Charges
of the same polarity are drained off leaving the
person highly charged with opposite polarity.
Malfunction Indicator Lamp (MIL) Operation

The malfunction indicator lamp (MIL) is located in the
instrument panel cluster (IPC). The MIL will display the
CHECK ENGINE when commanded ON:
1 N6A3900E
Legend
1. Accelerator Pedal Position (APP) Sensor
2. Accelerator Pedal Bracket
3. Idle Switch
The accelerator pedal position (APP) sensor is

mounted on the accelerator pedal bracket. The engine
control module (ECM) uses the APP sensors to
injection control.
The idle switch is also mounted on the accelerator
N6A3899E pedal bracket. The idle switch is a normally closed
type switch. When the accelerator pedal is released,
Legend
the idle switch signal to the ECM is low voltage.
1. Malfunction Indicator Lamp (MIL)
Crankshaft Position (CKP) Sensor
The MIL indicates that an emission or performance
related fault has occurred and vehicle service is
required. The following is a list of the modes of
operation for the MIL:
• The MIL illuminates for approximately 2 seconds
when the ignition switch is turned ON, with the
engine OFF. This is a bulb test to ensure the MIL
is able to illuminate.
• The MIL remains illuminated after the engine is
started if the engine control module (ECM) detects
a fault. A DTC is stored any time the ECM
illuminates the MIL due to an emission or
performance related fault.
N6A3885E
The crankshaft position (CKP) sensor is located on top The engine coolant temperature (ECT) sensor is
of the flywheel housing. There are 4 slits spaced 90° installed to the thermostat housing. The ECT sensor is
on the flywheel circumference. The CKP sensor is a a variable resistor. The ECT sensor measures the
magnetic coil type sensor, which generates an AC temperature of the engine coolant. The engine control
signal voltage based on the crankshaft rotational module (ECM) supplies 5 volts to the ECT signal circuit
speed. The ECM monitors both the CKP sensor and and a ground for the ECT low reference circuit. When
injection pump camshaft position (CMP) sensor signals the ECT sensor is cold, the sensor resistance is high.
to ensure they correlate with each other. When the engine coolant temperature increases, the
The following waveform aids to diagnose when there is sensor resistance decreases. With high sensor
an oscilloscope or equivalent. resistance, the ECM detects a high voltage on the ECT
• Amplitudes of CKP sensor signal (CH1) increase signal circuit. With lower sensor resistance, the ECM
as engine speed increases. detects a lower voltage on the ECT signal circuit.
• Each waveform cycle shorten as the engine speed
Exhaust Gas Recirculation (EGR) Solenoid Valve
increases.
CH1
0V
CH2
0V
Terminal: 90 (CH1), 91 (CH2) (+) / GND (-)

Scale: 10V/div 2ms/div
Condition: Approximately 1000RPM
N6A3820E N6A3888E
Engine Coolant Temperature (ECT) Sensor The engine control module (ECM) controls the exhaust
gas recirculation (EGR) flow amount based on the
engine speed, engine coolant temperature, intake air
quantity. The ECM controls the EGR valve by
engine running.
N6A3887E
Legend
1. Engine Coolant Temperature (ECT) Sensor
Intake Air Temperature (IAT) Sensor The mass air flow (MAF) sensor is an air flow meter
that measures the amount of air that enters the engine.
It is fitted between the air cleaner and turbocharger. A
deceleration or idle. A large quantity of air that enters
the engine indicates acceleration or a high load
condition. The MAF sensor assembly consists of a
MAF sensor element and an intake air temperature
sensor that are both exposed to the air flow to be
measured. The MAF sensor element measures the
partial air mass through a measurement duct on the
sensor housing.
Vehicle Speed Sensor (VSS)
N6A3889E
The intake air temperature (IAT) sensor is fitted

the mass air flow (MAF) sensor. The IAT sensor is a
variable resistor. The IAT sensor measures the
temperature of the air entering the engine. The engine
control module (ECM) supplies 5 volts to the IAT signal
circuit and a ground for the IAT low reference circuit.
When the IAT sensor is cold, the sensor resistance is
high. When the air temperature increases, the sensor
resistance decreases. With high sensor resistance, the
ECM detects a high voltage on the IAT signal circuit.
With lower sensor resistance, the ECM detects a lower N6A3906E
voltage on the IAT signal circuit.
The vehicle speed sensor (VSS) is used by the engine
Mass Air Flow (MAF) Sensor control module (ECM) and speedometer, which
generates a speed signal from the transmission output
shaft. The VSS uses a hall effect element. It interacts
with the magnetic field created by the rotating magnet
and outputs square wave pulse signal. The ECM
calculates the vehicle speed by the VSS.
0V
N6A3889E
Terminal: 68 (+) / GND (-)
Scale: 5V/div 50ms/div
Condition: Approximately 20km/h (12MPH)
N6A3821E
Fuel Injection System Description
2 3 4
11 7
10 9 8
N6A3839E
Legend
1. Drive Shaft 7. Fuel Injection Solenoid Valve
2. Fuel Feed Pump 8. Constant Pressure Valve (CPV)
3. Pump Camshaft Position (CMP) Sensor 9. Timing Control Valve (TCV)
4. Fuel Injection Pump Control Unit (PCU) 10. Timer
5. Distributor Head 11. Radial Plunger
6. Constant Pressure Valve (CPV) Holder
Bosch VP44 Fuel Injection Pump The engine control module (ECM) calculates the
Instead of the previous face cam type, the radial desired fuel injection quantity and timing using data
plunger distributor type injection pump utilizes a cam sent from various sensors. These desired data are
ring to enable fuel injection at high-pressures, marking sent to the fuel injection pump control unit (PCU) via a
it suitable for small, high-speed direct injection diesel controller area network (CAN) communication bus.
engines. This pump was developed to provide the The PCU also receives signals from the internal inputs:
most suitable fuel injection quantity and injection timing pump camshaft position (CMP) sensor that is located
to satisfy the demand for engine reliability, driveability, inside the fuel injection pump to determine the cam ring
low smoke, low noise, high output and low exhaust rotation angle and the fuel injection pump speed. The
emissions. fuel temperature (FT) sensor is internal the PCU.
The timing device changes the optimum injection timing
against various engine conditions. The pressure of the
fuel fed from the feed pump is adjusted and it acts to
the timing plunger by TCV controlled fuel pressure.
8
(The TCV is installed to the fuel injection pump rear 7 9 6
8 1
side and it is controlled by duty ratio cycle from the
7
PCU.) The timing plunger is connected to the cam ring
by a ball pin. Axial movement of the timing plunger is 2
transferred to the cam ring in the form of rotational
movement.
10
6
4 5 4 3
5 5
3 13 4
12 11
N6A3841E
Legend
1. Rotor Shaft
7 2. Radial Plunger
3. High Pressure Passage
1 8 4. Low Pressure Inlet
6 5. Distribution Slit
2
11
6. Valve Needle
10 9
7. Barrel
8. Annular Passage
N6A3840E 9. Fuel Return
Legend 10. Fuel Injection Solenoid Valve
1. Drive Shaft 11. High Pressure Outlet
2. Feed Pump 12. Diaphragm Chamber
3. Pump Camshaft Position (CMP) Sensor 13. Accumulator Diaphragm
4. Fuel Injection Pump Control Unit (PCU)
5. Distributor Head
6. Constant Pressure Valve (CPV) Holder
7. Fuel Injection Solenoid Valve
8. Constant Pressure Valve (CPV)
9. Timing Control Valve (TCV)
10. Timer
11. Radial Plunger
Low Pressure Fuel Circuit Description Feed Pump
2 3 2
3
1 1
5
4
9
5
8
4 6
N6A3842E N6A3843E
Legend Legend
1. Fuel Suction 1. Rotor
2. Regulating Valve 2. Casing Ring
3. Overflow Valve 3. Fuel Supply
4. Feed Pump 4. Outlet
5. To Fuel Tank 5. Chamber
6. Vane
7. Driveshaft
The low pressure fuel circuit must supply sufficient fuel 8. Inlet
to the high pressure fuel circuit. The main components 9. Fuel Suction
are the feed pump, the regulating valve and the
overflow valve.
The feed pump is driven by the drive shaft, performs
suction and supply of fuel. The vanes assembled in the
rotor are pressed against the inside of the casing ring
by spring forces and centrifugal force during rotation to
form chambers. When the vanes rotate, the volume of
these chambers increase when they reach recesses
the casing ring connected to the inlet port. Pressure
then decreases and fuel is drawn in. When the
chambers have passed the inlets and recesses, the
volume decreases and the fuel is compressed. Fuel
pressure increases until the chamber reaches the
outlet, where the fuel passes through the regulating
valve to the high pressure fuel circuit.
Regulating Valve Overflow Valve
2 2
7
3
3
4
1
4
6
5 5
N6A3844E N6A3845E
Legend Legend
1. To Inlet 1. Valve Holder
2. Spring 2. Port
3. Valve Piston 3. To Fuel Tank
4. Port 4. Orifice Port
5. From Outlet 5. From Fuel Tank
6. Ball Valve
7. Spring
When feed pump speed increases so that the delivery
pressure of the fuel delivered from the outlet exceeds
the regulating valve spring force, the plunger is pushed When the pressure of the fuel, returned from the
upwards. Excess fuel passes through the ports and distributor head, exceeds the spring force, the overflow
returns to the inlet side, and the delivery pressure is valve’s ball valve is pushed up. Excess fuel presses
maintained within a specified range. When feed pump through the port and returns to the tank, and fuel
speed decreases so that the delivery pressure pressure inside the pump chamber does not exceed a
decreases, the plunger is pushed downwards by spring specified pressure. The flow of excess fuel serves
force to close the port. cooling and automatic bleeding of the fuel pump during
operation. Also the orifice port is installed to assist in
automatic air bleeding.
High Pressure Fuel Circuit Description Radial Plunger
1 2 1
2
4
7
4 5
6
5
N6A3846E N6A3847E
Legend Legend
1. Fuel Injection Pump Control Unit (PCU) 1. Radial Plunger
2. Distributor Head 2. Internal Cam
3. Fuel Injection Solenoid Valve 3. Cam Ring
4. Constant Pressure Valve (CPV) 4. Rotor Shaft
5. Radial Plunger 5. Plunger Chamber
6. Roller Shoe
7. Roller
In addition high pressure generating device, the high
pressure circuit also consists of fuel piping, and devices
to set the beginning of injection and fuel injection While the radial plungers assembled to the rotor shaft
quantity. The main components are as follows: rotate, they are held against the inside of the cam ring
• High pressure generation: Radial Plunger (via the roller shoes and rollers) by fuel delivery
pressure from the feed pump and centrifugal force.
• Fuel distribution: Distributor Head The radial plungers perform rotational movement as
• Beginning of injection timing: Timing Device well as internal cam induced reciprocating movement
• Prevention of secondary injection: Constant to suck in and compress the fuel in the plunger
Pressure Valve (CPV) chamber.
Distributor Head Fuel Injection Solenoid Valve
2 3 4 5
2
1
1
6
7
5 4
6
N6A3848E N6A3849E
Legend Legend
1. Rotor Shaft 1. Valve Seat
2. Valve Needle 2. Valve Closing Direction
3. Constant Pressure Valve (CPV) Holder 3. Valve Needle
4. High Pressure Outlet 4. Coil
5. Distributor Shaft 5. Magnet
6. Barrel 6. Magnet Anchor
7. Rotor Shaft
The distributor head distribute the high pressure fuel
that has flowed through the rotating rotor shaft’s The fuel injection solenoid valve consists of a valve
distributor slits and the barrel’s high pressure outlets (4 seat, a valve needle, and a magnet anchor (a movable
cylinders) to the engine cylinders via the constant iron core), a coil and a magnet. The valve needle
pressure valve (CPV) and the nozzle holder rotates together with the rotor shaft. When current
assemblies. The fuel injection solenoid valve needle controlled by the fuel injection pump control unit (PCU)
changes the passage to the radial plunger high flows to the coil, the magnet anchor and the valve
pressure pump between fuel suction and fuel needle are pushed towards the valve seat. When the
compression. valve seat is completely closed by the valve needle, the
fuel in the high pressure passage is isolated from the
low pressure passage, is compressed by the radial
plunger high pressure pump, and injected into the
engine cylinder through the nozzle holder assembly.
When the required injection quantity is reached, the
current to the coil is cut, the valve seat opens and
injection of fuel is completed.
Constant Pressure Valve (CPV) Timing Control Device Description
1 8
1 2 3 4 5 6 9
2
10
3
11
4
5
12
6
10 9 8 7
N6A3850E N6A3851E
Legend Legend
1. Plug 1. Cam Ring
2. Ball 2. Servo Valve
3. Seat 3. Timer Piston
4. Valve 4. Outlet
5. Spacer 5. Feed Pump
6. Holder 6. Inlet
7. Valve Spring 7. Fuel Suction
8. Oriffice 8. Ball Pin
9. Ball Support 9. Annular Chamber
10. Spring 10. Hydraulic Stopper
11. Return Passage
The constant pressure valve (CPV) consists of a 12. Timing Control Valve (TCV)
holder, a spacer, a valve spring, a valve, a seat, a ball,
a ball support, a spring and a plug. The valve is The timing device determines the optimum injection
equipped with an orifice to suppress the reflected timing against variations in engine speed. The
pressure wave (the cause of secondary injection) pressure of the fuel fed from the feed pump is adjusted
caused by nozzle closing at the end of the injection and in accordance with speed by the regulating valve. This
maintains a stable pressure in the injection pipe delivery pressure acts on the hydraulic stopper’s
(residual pressure) to ensure stabilized injection timing annular chamber as control pressure. The chamber
for subsequent injection. The valve is opened by pressure of the annular chamber is controlled by the
pressurized fuel and this high pressure fuel is delivered timing control valve (TCV). The timing plunger is
to the nozzle holder assembly. connected to the cam ring by a ball pin. Axial
movement of the timing plunger is transferred to the
cam ring in the form of rotational movement.
Movement to the right of the timing plunger (to the
spring side) advances injection timing. The main
components are timing plunger, the TCV and pump
camshaft position (CMP) sensor.
Beginning of Injection Staring The timing control valve (TCV) acts as a variable
throttle, using the rapid opening and closing (cycling) of
the valve needle in the TCV. At normal operation, the
TCV controls the pressure acting on the annular
chamber so that the hydraulic stopper cam move to any
position, from the retard position to the advance
Engine Load Fuel position. At this time, the duty ratio is set by the fuel
Engine Injection Timing injection pump control unit (PCU).
Control Pump Control When control current flows to the TCV coil, the valve
Engine Speed Valve
Module Control needle opens and the fuel annular chamber flows
(ECM) Unit (TCV)
Engine Coolant through the orifice to the feed pump inlet.
Temperature (PCU)
Consequently, the pressure of the annular chamber
decreases and the hydraulic stopper is moved to the
Pump Camshaft
retard side.
Position (CMP) When control current to the TCV coil is cut, the valve
Sensor needle closes and the return passage is closed.
Consequently, the pressure of the annular chamber
increases and the hydraulic stopper is moved to the
advance side.
N6A3852E
Pump Camshaft Position (CMP) Sensor
The engine control module (ECM) contains
characteristic maps of the beginning of injection,
corresponding to engine operating conditions (engine 1
load, engine speed and engine coolant temperature).
2
The fuel injection pump control unit (PCU) is constantly
comparing the set beginning of injection timing and the
actual beginning of injection timing. If there is a
difference, the timing control valve (TCV) is controlled 5
by the duty ratio. (The actual beginning of injection
timing is determined from the pump camshaft position
(CMP) sensor.)
Timing Control Valve
2 1
4 3
N6A3854E
Legend
3
1. Pump Camshaft Position (CMP) Sensor
2. Flexible Connecting Harness
3. Drive Shaft
4. Pump Camshaft Position (CMP) Sensor
4 Retaining Ring
5. Sensor Wheel
5
When the drive shaft rotates, the pump camshaft

position (CMP) sensor receives signal from the sensor
wheel, and an electric pulse is sent through the flexible
N6A3853E connecting harness to the fuel injection pump control
Legend unit (PCU). From these signals the PCU can determine
1. Coil the average pump speed and the momentary pump
2. From Annular Chamber speed. The pump CMP sensor is mounted to the cam
3. To Feed Pump ring. Thus, the relationship between the cam ring and
4. Orifice the pump CMP sensor signal is constant. The pump
5. Valve Needle CMP sensor signal is utilized for the following
purposes:
• To determine the momentary angular position of
the cam ring.
• To calculate the actual speed of the fuel injection
pump.
• To determine the actual timing plunger position.
7 8
3 9
10
4
11
5 12
N6A3855E
Legend
1. Pump Camshaft Position (CMP) Sensor Signal
2. Crankshaft Position (CKP) Sensor Signal
3. Fuel Injection Solenoid Valve Control Pulse
4. Fuel Injection Solenoid Needle Valve Lift
5. Cam Lift (Cam Profile)
6. Pulse Count
7. Fuel Injection Solenoid Valve Close
8. Fuel Injection Solenoid Valve Open
9. Start of Pressure Delivery
10. End of Pressure Delivery
11. Pressure Delivery Angle
12. Effective Stroke
• Momentary Cam Ring Angular Position

The momentary angular position of the cam ring is
input into the fuel injection PCU as a fuel injection
solenoid valve control signal. From momentary
input of angular position for fluctuations in running
conditions, the fuel injection solenoid valve open
and close intervals corresponding to the cam ring’s
cam lift can be accurately determined.
• Actual Injection Pump Speed
When the crankshaft speed (CKP) sensor is faulty,
the engine control module (ECM) uses the pump
CMP signal as a replacement signal.
• Actual Timing Plunger Position
The actual timing plunger position can be
determined by comparing the CKP sensor signal
with the pump CMP sensor angle. This position is
used for timer control.
Exhaust Gas Recirculation (EGR) System Description
1
2
4 5
9
8
6
N6A3890E
Legend
1. EGR Valve 6. CKP Sensor
2. EGR Cooler 7. ECM
3. ECT Sensor 8. EGR Solenoid Valve
4. MAF & IAT Sensor 9. Vacuum Pump
5. Air Cleaner
The EGR system recirculates a part of exhaust gas amount. An expected MAF amount should be detected
back into the intake manifold, which results in reducing while the engine running.
nitrogen oxide (NOx) emissions. The EGR control
system uses an electronic control system solenoid
valve and vacuum control EGR valve to ensure both
driveability and low emission. The engine control
module (ECM) controls the EGR flow amount based on
the engine speed, engine coolant temperature, intake
air temperature, barometric pressure and fuel injection
quantity. The ECM controls the EGR valve opening by
controlling the EGR solenoid valve drive duty. The
mass air flow (MAF) sensor monitors EGR gas flow
Turbocharger Description The charge air cooler also helps the performance of the
diesel. Intake air is drawn through the air cleaner and
into the turbocharger compressor housing.
3 4
Pressurized air from the turbocharger then flows
5 forward through the charge air cooler located in the
front of the radiator.
From the charge air cooler, the air flows back into the
1
intake manifold.
The charge air cooler is a heat exchanger that uses air
flow to dissipate heat from the intake air. As the
2 turbocharger increases air pressure, the air
6 temperature increases. Lowering the intake air
temperature increases the engine efficiency and power
by packing more air molecules into the same space.
N6A3891E
Legend
1. Exhaust Gas
2. Waste Gate Valve
3. Turbine Wheel
4. Compressor Wheel
5. Air Cleaner
6. Charge Air Cooler (Intercooler)
The turbocharger is used to increase the amount of air

that enters the engine cylinders. This allows a
proportional increase of fuel to be injected into the
cylinders, resulting in increased power output, more
complete combustion of fuel, and increased cooling of
the cylinder heads, pistons, valves, and exhaust gas.
This cooling effect helps extend engine life.
Heat energy and pressures in the engine exhaust gas
are utilized to drive the turbine. Exhaust gas is directed
to the turbine housing. The turbine housing acts as a
nozzle to direct the shaft wheel assembly. Since the
compressor wheel is attached directly to the shaft, the
compressor wheel rotates at the same speed as the
turbine wheel. Clean air from the air cleaner is drawn
into the compressor housing and wheel. The air is
compressed and delivered through a crossover pipe to
the engine air intake manifold, then into the cylinders.
The amount of air pressure rise and air volume
delivered to the engine from the compressor outlet is
regulated by a waste gate valve in the exhaust housing.
The position of the waste gate valve is controlled by the
amount of pressure built up on the intake side of the
turbocharger. The diaphragm on the inside of the
waste gate is pressure sensitive, and controls the
position of the valve inside the turbocharger. The
position of the valve will increase or decrease the
amount of boost to the turbocharger.
Special Tools and Equipment

Special Tools and Equipment Illustration Tool Number / Description
Illustration Tool Number / Description
5-8840-0279-0 (J-23738-A)
5-8840-2835-0 (J-35616-A) Vacuum Pump
Connector Test Adapter Kit
(With Test Lamp)
5884002790
5884028350
5-8840-0285-0 (J-39200)
Digital Multimeter
5884002850
Tech 2 Kit
7000081
C Breaker Box
Adapter Harness
5-8840-0607-0 (J-34142-B)
Test Lamp
5884006070

Sec6E 4JH1

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Sec6E 4JH1

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Engine Control System (4JH1) 6E-1

Schematic and Routing Diagrams

2 5 4 X-12 Fuse &

ECM Main Data Link Brake A/C A/C Meter

3 1 X-1 Fuse &

0.5 0.5 8 Fuse &

1 P-8 P-9 2 P-8

CAN CAN BAT (+) A/C Compressor Relay Relay Panel)

6 2 1 5 8 E-110 Glow Relay 0.5

2 0.5 0.5 0.5 0.5

100 99 105 91 B-233 3 58 39 B-234

3 0.3 0.3 5 0.5 0.5

B+ Diagnostic J1850 Diagnostic Keyword

3 1 B-55 10 8 9 B-52 2 6 4 B-51

0.3 0.5 0.85 0.3

B-7 0.5 B-1 0.5 0.5 0.5

CKP Idle APP

24 12 H-5 0.5 0.5

J-183 Idle APP

0.5 0.5 0.5

101 98 B-233 46 59 49 B-234

ground reference switch reference

MAF IAT ECT

0.5 0.5 0.5 0.5

0.5 0.5 0.5 16 H-14

RED RED BLU 0.5

1 J-105 5 4 2 1 J-182 1 E-16

4 H-18 3 4 X-20 1 4 X-26 1 4 X-24

A/C Relay Box

0.5 0.5 10 11 H-14

1 J-31 1 J-40 1 J-50 1 B-69 1 B-89 2 1 B-66

2 J-31 2 J-40 2 J-50 2 B-69 2 B-89 3 4

0.5 2 B-342 0.5 0.5 0.5 0.5

40 B-234 95 W/S-C 87 B-233 64 31 65 30 32 62 B-234

Neutral Exhaust Clutch Brake Brake Exhaust

W/S-C 0.5 BLK

0.5 BLK 19 0.5 BLK

3 BLK J/C-D 2 BLK W/S-E 0.5 BLK

W/S-C 0.5 BLK

0.85 0.5 BLK

5 ECM ECM Power

B-1 B-7 J-9 P-9 B-1 P-5

1. Accelerator Pedal Position (APP) Sensor Legend

Connector No. B-234

Connector No. B-234

Connector No. B-233

Connector No. B-233 Engine Controls Connector End Views

Crankshaft Position (CKP) Sensor

Connector No. B-89

Data Link Connector (DLC)

Connector No. J-183

1 WHT CKP Sensor Low Reference 9 10 11 12 13 14 15 16

2 RED CKP Sensor Signal

Connector No. B-79

Connector No. B-79 Engine Coolant Temperature (ECT) Sensor

Connector Color Black

EGR Solenoid Valve 2 BLK/PNK ECT Sensor Low Reference

Engine Warm Up Switch

Connector No. J-105 N6A3806E

Connector Color Black

Connector No. B-31 Fuel Injection Pump Control Unit (PCU)

Connector Color Gray

6 BRN/RED Engine Warm Up Switch Signal