---===WSE_1506_00003_0001.djvu===--- (EURO 5. EURO V) For Chile Pub.No.00ELT0089, JUNE 2015 4P10 diesel engine ---===WSE_1506_00003_0001.djvu===--- (EURO 5. EURO V) For Chile Pub.No.00ELT0089, JUNE 2015 4P10 diesel engine ---===WSE_1506_00003_0002.djvu===--- GROUP INDEX GENERAL......................................... ENGINE ............................................ LUBRICATION.................................. FUEL AND ENGINE CONTROL ...... ENGINE CONTROL.......................... COOLING ......................................... INTAKE AND EXHAUST .................. EMISSION CONTROL ...................... DPF (Diesel Particulate Filter) SYSTEM ........................................... FOREWORD This Shop Manual is published for the information and guidance of personnel responsible for maintenance of Mitsubishi Fuso CANTER series trucks, and includes pro- cedures for adjustment and maintenance services. We earnestly look forward to seeing that this manual is made full use of in order to perform correct services with no wastage. For more details, please consult your nearest authorized Mitsubishi FUSO dealer or distributors. Kindly note that the specifications and maintenance ser- vice figures are subject to change without prior notice in line with improvement which will be effected from time to time in the future. JUNE 2015 Applicable models 4P10T2, T4 ( EURO 5. EURO V ) For Chile 4P10 diesel engine ©2015 Mitsubishi Fuso Truck & Bus Corporation ---===WSE_1506_00003_0003.djvu===--- This Shop Manual contains the information classified into the following groups. If any system or equipment has two or more variations with significantly different construction, the variations are handled as different groups. These groups are identified by different alphabets preceded by the same number. 1. ENGINE volume (Pub.No.00ELT0089) 2. CHASSIS volume (Pub.No.00ELT0090) 3. ELECTRICAL volume (Pub.No.00ELT0091) Group No. Group subject 00 GENERAL 11 ENGINE 12 LUBRICATION 13 FUEL AND ENGINE CONTROL 13E ENGINE CONTROL 14 COOLING 15 INTAKE AND EXHAUST 17 EMISSION CONTROL 17E DPF (Diesel Particulate Filter) SYSTEM Group No. Group subject 00 GENERAL 21 CLUTCH 22 TRANSMISSION 25 PROPELLER SHAFT 26 FRONT AXLE 27 REAR AXLE 31 WHEEL, TIRE 33 FRONT SUSPENSION 34 REAR SUSPENSION 35 BRAKE 35E ANTI-LOCK BRAKE SYSTEM (ABS) 36 PARKING BRAKE 37 STEERING 41 BUMPER, FRAME 42 CAB MOUNTING, TILT 43 DOOR 51 EXTERIOR 52 INTERIOR 52E SUPPLEMENTAL RESTRAINT SYSTEM (SRS) AIRBAG 55 HEATER Group No. Group subject 54 ELECTRICAL 54EA IDLING STOP AND START SYSTEM 54EM METER CLUSTER 54ES SIGNAL DETECTED AND ACTUATION MODULES ---===WSE_1506_00003_0004.djvu===--- 00-1 GROUP 00 GENERAL VEHICLE MODEL CODING SYSTEM ................................................ 00-2 EQUIPMENT TYPE CODES LIST .. .................................................... 00-3 POWER TRAIN TABLE . ..................................................................... 00-4 HOW TO READ THIS MANUAL ......................................................... 00-6 CHASSIS NUMBER, ENGINE NUMBER AND VEHICLE IDENTIFICATION NUMBER ............................................. 00-14 PRECAUTIONS FOR MAINTENANCE OPERATION 1. General Precautions ................................................................... 00-16 2. Handling of Battery..................................................................... 00-19 3. Handling of Sensors, Relays and Electronic Control Units ......... 00-20 4. Handling Precautions for Electric Circuits .................................. 00-21 5. Service Precautions for Alternators ............................................ 00-24 6. Intermittent Faults ...................................................................... 00-25 7. Precautions for Arc Welding ....................................................... 00-26 8. Precautions When Repainting .................................................... 00-26 9. Precautions on Cleaning When Servicing the Engine ................. 00-27 JACKING UP THE VEHICLE ............................................................ 00-30 DIAGNOSIS CODES 1. Diagnosis Codes ........................................................................ 00-32 2. Reading and Erasing the Diagnosis Code................................... 00-38 TABLE OF STANDARD TIGHTENING TORQUES 1. Tightening Torques..................................................................... 00-42 2. Table of Standard Tightening Torque <JIS > ............................... 00-42 ---===WSE_1506_00003_0005.djvu===--- 00-2 1 Basic vehicle type F Cab over truck 2 Driving wheels E 4 2 3 Cab/frame type, development sequence A Standard width cab, frame width: 700mm B Wide cab, frame width: 750mm C Wide cab, frame width: 850mm 4 Chassis, suspension (front/rear), classification of GVW 5 Rigid/rigid, GVW: 5 -- 6 tons 7 Rigid/rigid, GVW: 6.05 -- 7.5 tons 9 Rigid/rigid, GVW: 7.5 tons over X Rigid/rigid, GVW: 8.55 tons 5 Engine 1 4P10 6 Wheelbase C 2800 mm E 3400 mm G 3850 mm H 4300 mm 7 Steering L LHD 8 Floor height, transmission type 4 High floor, Manual transmission 9 Cab configuration S Single cab W Crew cab 10 11 Country code NH Chile 12 Engine class B 4P10(T2) 96 kW C 4P10(T4) 110 kW 1 7 4 35 2 9 810 6 FEA5 1CL S 11 12 4N H B VEHICLE MODEL CODING SYSTEM ---===WSE_1506_00003_0006.djvu===--- 00 00-3 Component Name plate marking Code description Engine 4P10T2 4 P 1 0 T 2 Power version number Turbocharged Order of development within same series Order of development among different series Diesel engine No. of cylinders (4) Clutch C3W28 C 3 W 28 Disc OD Facing material (W: Woven) Load capacity (in tonnes) of main model Initial letter of the clutch Transmission M038S5W M 038 S 5 W Variation (W: With directly-mounted transfer) Forward speeds Type of mesh (S: Synchromesh) Load capacity (in tonnes) of main model Initial letter of the transmission Propeller shaft P3 P 3 Load capacity (in tonnes) of main model Initial letter of the propeller shaft Front axle F200T F 200 T I Axle type Vehicle type (T: Truck) Load capacity of main model Initial letter of the front axle Rear axle R035T R 03 5 T Vehicle type (T: Truck) Order of development within same series Load capacity (in tonnes) of main model Initial letter of the rear axle Reduction and differential D035H D 03 5 H Tooth profile (H: Hypoid gear) Order of development within same series Load capacity (in tonnes) of main model Initial letter of the reduction & differential EQUIPMENT TYPE CODES LIST ---===WSE_1506_00003_0007.djvu===--- 00-4 Vehicle model Engine Clutch Transmission Propeller shaft Rear axle Reduction & differential FEA51CL4SNHB 4P10-T2 C3W28 M038S5 P3 R030T D3H FEA71EL4SNHB 4P10-T2 C3W28 M038S5 P3 R030T D3H FEB71GL4SNHC 4P10-T4 C4W30 M038S5 P3 R035T D035H FEB71GL4WNHC 4P10-T4 C4W30 M038S5 P3 R035T D035H FEC91HL4SNHC 4P10-T4 C4W30 M038S5 P3 R035T D035H FECX1HL4SNHC 4P10-T4 C4W30 M038S5 P3 R035T D035H POWER TRAIN TABLE ---===WSE_1506_00003_0008.djvu===--- MEMO 00-5 00 ---===WSE_1506_00003_0009.djvu===--- 00-6 This manual consists of the following parts: Specifications Structure and Operation Troubleshooting Circuits Electrical Equipment Installation Positions Inspection of Electrical Equipment On-vehicle Inspection and Adjustment Service procedures Connector configuration chart On-vehicle Inspection and Adjustment Procedures for inspection and adjustment of individual parts and assemblies as mounted on the vehicle are de- scribed including specific items to check and adjust. Specified or otherwise, inspection should be performed for looseness, play, backlash, crack, damage, etc. Service procedures Procedures for servicing components and parts off the vehicle are described centering on key points in their re- moval, installation, disassembly, reassembly, inspection, etc. Inspection Check items subject to "acceptable/unacceptable" judgement on the basis of service standards are all given. Some routine visual checks and cleaning of some reused parts are not described but must always be included in actual service work. Caution This service manual contains important cautionary instructions and supplementary information under the following four headings which identify the nature of the instructions and information: Terms and Units Front and rear The forward running direction of the vehicle is referred to as the front and the reverse running direction is referred to as the rear. Left and right Left hand side and right hand side, when facing the forward running direction of the vehicle, are respectively left and right. Standard value Standard value dimensions in designs indicating: the design dimensions of individual parts, the standard clear- ance between two parts when assembled, and the standard value for an assembly part, as the case may be. Limit When the value of a part exceeds this, it is no longer serviceable in respect of performance and strength and must be replaced or repaired. DANGER Precautions that should be taken in handling potentially dangerous substances such as battery fluid and coolant additives. WARNING Precautionary instructions, which, if not observed, could result in serious injury or death. CAUTION Precautionary instructions, which, if not observed, could result in damage to or de- struction of equipment or parts. NOTE Suggestions or supplementary information for more efficient use of equipment or better understanding. HOW TO READ THIS MANUAL ---===WSE_1506_00003_0010.djvu===--- 00 00-7 Tightening torque Values are directly specified for out-of-standard tightening torques for bolts and nuts. Where there is no specified figure for tightening torque, follow the table covering standard tightening torques. (Values for standard tightening torques are based on thread size and material.) When the item is to be tightened in a wet state, "wet" is indicated. Where there is no indication, read it as dry. Units Tightening torques and other parameters are given in SI* units with metric units added in brackets { }. *SI: Le Système International d'Unités Unit SI unit {metric unit} Conversion factor Force N {kgf} 9.80665 N {1 kgf} Moment of force N·m {kgf·m} 9.80665 N·m {1 kgf·m} Pressure Positive pressure kPa {kgf/cm 2 } 98.0665 kPa {1 kgf/cm 2 } Vacuum pressure kPa {mmHg} 0.133322 kPa {1 mmHg} Pa {mmH 2 O} 9.80665 Pa {1 mmH 2 O} Volume dm 3 {L} 1dm 3 {1 L} Heat quantity J {kcal} 4186.05 J {1 kcal} Heat flow W {kcal/h} 1.16279 W {1 kcal/h} Power kW {PS} 0.7355 kW {1 PS} Example: 390 N·m {40 kgf·m} Metric unit SI unit ---===WSE_1506_00003_0011.djvu===--- 00-8 Illustrated Parts Breakdown and Service Procedures Symbol Denotation Application Remarks Tightening torque Parts not tightened to standard torques (standard torques specified where neces- sary for servicing) Specified values shown in table See Table of Standard Tightening Torques for parts for which no tightening torques are speci- fied. Locating pin Parts to be positioned for installation Non-reusable parts Parts not to be reused Lubricant and/or sealant Parts to be coated with lubricant or sealant for assembly or installation Necessary lubricant and/or sealant, quantity re- quired, etc. are specified in table. Special tool Parts for which special tools are required for service operation Tool name/shape and part number are shown in table. *a Associated part Parts associated with those removed/disas- sembled for servicing HOW TO READ THIS MANUAL ---===WSE_1506_00003_0012.djvu===--- 00 00-9 ---===WSE_1506_00003_0013.djvu===--- 00-10 How to Read Circuits (Electrical) HOW TO READ THIS MANUAL ---===WSE_1506_00003_0014.djvu===--- 00 00-11 1.1 Index number: to Index numbers are used as reference numbers for electrical circuits. Each electrical circuit has been assigned its own index number. 1.2 Key number: A01 to Z99 Key numbers indicate electrical equipment installation locations. The installation location of an electrical equip- ment can be easily found using its key number shown in a circuit diagram. All of the electrical equipment installation locations are listed in Gr54-10. 1.3 Part name 1.4 Connector type (type indication) A list of the connectors used is included in Gr54-14. 1.5 Connector terminal number 1.6 Major harness division Major harness divisions are shown. 1.7 Wiring variations between different specifications Variations in wiring/circuit between different vehicle specifications are clearly indicated as shown. 1.8 Circuit number, wire diameter, wire color 1.9 Code number: #001 to #999 Code numbers are reference numbers to find individual electrical equipment inspection procedures. The inspec- tion procedure for an electrical equipment can be found using its code number shown in a circuit diagram. 1.10Grounding point: [1] to [99] Locations where wires are grounded to the vehicle. All of the grounding points are listed in . 1.11 Harness connection The arrow in the wiring diagram indicates where harnesses are connected, and NOT the flow of electricity. 100 999 130 ---===WSE_1506_00003_0015.djvu===--- 00-12 Wire color Wire color Base color + tracer BB l a c k BW Black/ white BY Black/ yellow BR Black/red BG Black/ green BL Black/ blue BO Black/ orange BP Black/ pink BV Black/ violet BBr Black/ brown Br Brown BrW Brown/ white BrB Brown/ black BrY Brown/ yellow BrR Brown/ red BrG Brown/ green BrL Brown/ blue BrGr Brown/ gray BrV Brown/ Violet GG r e e n GW Green/ white GR Green/ red GY Green/ yellow GB Green/ black GL Green/ blue GO Green/ orange GGr Green/ gray GBr Green/ brown GV Green/ violet Gr, Gy Gray GrL, GyL Gray/ blue GrR, GyR Gray/ red GrB, GyB Gray/ black GrG, GyG Gray/ green GrW, GyW Gray/ white GrY Gray/ yellow GrG Gray/ green GrBr Gray/ brown LB l u e LW Blue/ white LR Blue/red LY Blue/ yellow LB Blue/ black LO Blue/ orange LG Blue/ green LGr Blue/gray LBr Blue/ brown Lg Light green LgR Light green/ red LgY Light green/ yellow LgB Light green/ black LgW Light green/ white O Orange OL Orange/ blue OB Orange/ black OG Orange/ green PP i n k P B Pink/ black PG Pink/ green PL Pink/ blue PW Pink/ white PGr Pink/gray PV Pink/ violet Pu Purple RR e d RW Red/ white RB Red/ black RY Red/ yellow RG Red/ green RL Red/blue RO Red/ orange RBr Red/ brown Rgr Red/ Gray Sb Sky blue V Violet VY Violet/yel- low VW Violet/ white VR Violet/red VG Violet/ green VGr Violet/ gray VB Violet/ black WW h i t e WR White/ red WB White/ black WL White/ blue WG White/ green WO White/ orange WV White/ violet WBr White/ brown WY White/ yellow Y Yellow YR Yellow/ red YB Yellow/ black YG Yellow/ green YL Yellow/ blue YW Yellow/ white YO Yellow/ orange YP Yellow/ pink YV Yellow/ violet YGr Yellow/ gray YBr Yellow/ brown HOW TO READ THIS MANUAL ---===WSE_1506_00003_0016.djvu===--- MEMO 00-13 00 ---===WSE_1506_00003_0017.djvu===--- 00-14 Serial chassis and engine numbers are assigned to the vehicles and engines in manufacturing sequence. Every vehicle and engine has its own number. These numbers are required for registration and related inspection of the vehicle. Chassis number Engine number Vehicle identification number (V.I.N) The nameplate shows the following. Vehicle identification number (VIN) Maximum permitted laden mass of the vehicle Maximum permitted laden mass of the combination Maximum permitted load mass for 1st axle Maximum permitted load mass for 2nd axle The meanings of VIN are listed below. <Crew-cab model> CHASSIS NUMBER, ENGINE NUMBER AND VEHICLE IDENTIFICATION NUMBER ---===WSE_1506_00003_0018.djvu===--- 00 00-15 Example: (1) Country J: Japan (2) Make L: Mitsubishi Fuso (3) Vehicle type 6: Incomplete vehicle (4) GVW / Brake system K: 7,001 - 8,000 lbs / Hydraulic A: 10,001 - 14,000 lbs / Hydraulic B: 14,001 - 16,000 lbs / Hydraulic C: 16,001 - 19,500 lbs / Hydraulic (5) Line E: FEA01S F: FEA51S G: FEB71S H: FEB71W J: FEC91S K: FGB71S L: FECX1S (6) Series (wheel base) B:2.3-2.59m C:2.6-2.89m E:3.2-3.49m G:3.8-4.09m H:4.1-4.39m (7) Cab / Chassis type 6: Cab over (8) Engine A: 2.998 L Diesel turbo charged and charge air cooled (9) Check digit (10) Model year F: 2015 G: 2016 (11) Plant K: Kawasaki (12) Plant sequential number J6 L FK (1) (2) (3) (10) (11) (12) (9) A (8) 6 (7) G (6) B (4) G (5) ---===WSE_1506_00003_0019.djvu===--- 00-16 1. General Precautions Before performing service operations, inquire into the customer's complaints and ascertain the condition by checking the total distance traveled, the conditions under which the vehicle is operated, and other relevant factors on the vehicle. And note the necessary information. This information will help you to service the vehicle efficiently. Check the location of the fault, and identify its cause. Based on your findings, determine whether parts must be removed or dis- assembled. Then, follow the service procedure given in this manual. Perform service operations on a level surface. Before starting, take the following preparatory steps: To prevent soiling and damage, place covers over the seats, trim and floor in the cab and over the paintwork of the body. Prepare all the general and special tools necessary for the job. WARNING Special tools must be used wherever specified in this man- ual. Do not attempt to use other tools since they could cause injuries and/or vehicle damage. After manually tilting the cab, be sure to engage the stopper with the lock lever to secure the cab stay in a rigid state. Take extreme care when removing/installing heavy items such as engine, transmission and axle. When lifting heavy items using a cable etc., observe the following precautions. Identify the weight of the item being lifted. Use the cable that is strong enough to support the weight. PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0019.djvu===--- 00-16 1. General Precautions Before performing service operations, inquire into the customer's complaints and ascertain the condition by checking the total distance traveled, the conditions under which the vehicle is operated, and other relevant factors on the vehicle. And note the necessary information. This information will help you to service the vehicle efficiently. Check the location of the fault, and identify its cause. Based on your findings, determine whether parts must be removed or dis- assembled. Then, follow the service procedure given in this manual. Perform service operations on a level surface. Before starting, take the following preparatory steps: To prevent soiling and damage, place covers over the seats, trim and floor in the cab and over the paintwork of the body. Prepare all the general and special tools necessary for the job. WARNING Special tools must be used wherever specified in this man- ual. Do not attempt to use other tools since they could cause injuries and/or vehicle damage. After manually tilting the cab, be sure to engage the stopper with the lock lever to secure the cab stay in a rigid state. Take extreme care when removing/installing heavy items such as engine, transmission and axle. When lifting heavy items using a cable etc., observe the following precautions. Identify the weight of the item being lifted. Use the cable that is strong enough to support the weight. PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0020.djvu===--- 00 00-17 If lifting eyes are not provided on the item being lifted, tie a ca- ble around the item taking into account the item's center of gravity. Do not allow anyone to pass or stay under a lifted item which may possibly fall. Never work in shoes that have oily soles. When working with a partner or in a group, use pre-arranged sig- nals and pay constant attention to safety. Be careful not to touch switches and levers unintentionally. Inspect for oil leakage etc. before washing the vehicle. If the or- der is reversed, any oil leakage or fault that may exist could go unnoticed during inspection. Prepare replacement parts ready for installation. ---===WSE_1506_00003_0021.djvu===--- 00-18 Oil seals, packings, O-rings and other rubber parts, gaskets, and split pins must be replaced with new ones after removal. Use only genuine MITSUBISHI replacement parts. When disassembling parts, visually check them for wear, cracks, damage, deformation, deterioration, rust, corrosion, defective ro- tation, fatigue, clogging and any other possible defect. To facilitate correct reassembly of parts, make alignment marks on them before disassembly and arrange disassembled parts neatly. Make punch marks and other alignment marks where they will not detract from parts' functionality and appearance. After removing parts from the vehicle, cover the area to keep it free of dust. CAUTION Be careful not to mix up identical parts, similar parts and parts that have left/right alignments. Keep new replacement parts and original (removed) parts separately. Apply the specified oil or grease to U-seals, oil seals, dust seals and bearings before reassembly. Always use the specified oils and greases when performing in- spection or replacement. Immediately wipe away any excess oil or grease with a rag. To prevent trouble, do not spill engine oil on the belts and starter. Wear safety goggles when using a grinder or welder. Wear gloves when necessary, and watch out for sharp edges and oth- er items that might wound your hands. PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0022.djvu===--- 00 00-19 2. Handling of Battery 2.1 Handling of battery cable Before working on the electrical system, disconnect the (--) bat- tery cable to prevent short circuits. CAUTION Make sure that the starter switch and lighting switches are OFF before disconnecting or connecting bat- tery cable. (Semiconductor components may otherwise be damaged.) Connect the (+) and (--) battery cables correctly. If the polarity of the battery connections was reverse, the power switch would be damaged, leading to a vehicle fire. Disconnect the (--) battery cable, then insulate the (--) terminal of the battery and (--) battery cable with in- sulating tape or the like. 2.2 Removal and installation of battery Removal and installation of the battery cover Press the stopper A at the arrow to release the battery cover from the stopper A. Draw the battery cover toward you to detach it from the stop- pers B. To install the battery cover, follow the removal sequence in re- verse. After installing, make sure that the battery cover is se- curely attached. Removal and installation of battery Disconnect the battery cables at the battery terminals in the following sequence. Disconnect the battery cable at the (--) terminal (1). Disconnect the battery cable at the (+) terminal (2). To connect battery cable, follow the disconnection sequence in reverse. Press in the terminal of the battery cable all the way to the bottom of the battery terminal post and tighten the nut to secure the cable. Tightening torque: 5 to 7 N·m {0.5 to 0.7 kgf·m} Remove the nuts holding the battery, then remove the battery support. Remove the battery. To install the battery, follow the removal sequence in reverse. Af- ter installing, make sure that the battery is securely held in place. ---===WSE_1506_00003_0023.djvu===--- 00-20 3. Handling of Sensors, Relays and Electronic Control Units Carefully handle sensors relays, and other items that are sensi- tive to shock and heat. Do not remove or paint the cover of any control unit. When separating connectors, grasp the connectors themselves rather than the harnesses. To separate locking connectors, first push them in the direction of the arrows. To reconnect locking connectors, push them to- gether until they click. Before washing the vehicle, cover electrical parts to keep them dry. (Use plastic sheets or equivalent.) Keep water away from harness connectors and sensors and immediately wipe off any water that gets on them. When applying a voltage to a part for inspection purposes, check that the (+) and (--) cables are connected properly then gradually increase the voltage from zero. Do not exceed the specified voltage. Remember that control units and sensors do not necessarily op- erate on the battery voltage. PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0024.djvu===--- 00 00-21 4. Handling Precautions for Electric Circuits CAUTION Do not pierce wire insulation with test probes or alligator clips when performing electrical inspections. Doing so can, particularly with the chassis harness, hasten corrosion. 4.1 Inspection of harnesses (1) Inspections with connectors fitted together (1.1) Waterproof connectors Connect an inspection harness and connector A between the connectors B of the circuit to be inspected. Perform the inspec- tion by applying a test probe C to the connectors of the inspec- tion harness. Do not insert the test probe C into the wire-entry sides of the waterproof connectors since this would damage their waterproof seals and lead to rust. (1.2) Non-waterproof connectors Perform the inspection by inserting a test probe C into the wire- entry sides of the connectors. An extra-narrow probe is required for control unit connectors, which are smaller than other types of connector. Do not force a regular-size probe into control unit connectors since this would cause damage. (2) Inspections with connectors separated (2.1) Inspections on female terminals Perform the inspection by carefully inserting a test probe into the terminals. Do not force the test probe into the terminals since this could deform them and cause poor connections. (2.2) Inspections on male terminals Perform the inspection by applying test probes directly to the pins. CAUTION . Be careful not to short-circuit pins together with the test probes. With control unit connectors, short-circuiting of pins can cause damage to the control unit's internal circuit- ry. ---===WSE_1506_00003_0025.djvu===--- 00-22 When using a multimeter to check continuity, do not allow the test probes to touch the wrong terminals. 4.2 Inspection of connectors (1) Visual inspection Check that the connectors are fitted together securely. Check whether wires have been separated from their terminals due to pulling of the harness. Check that male and female terminals fit together tightly. Check for defective connections caused by loose terminals, by rust on terminals, or by contamination of terminals by foreign substances. PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0026.djvu===--- 00 00-23 (2) Checking for loose terminals If connector terminal retainers become damaged, male and fe- male terminals may not mate with each other when the connec- tor bodies are fitted together. To check for such terminals, gently pull each wire and see whether any terminals slip out of their connector housings. 4.3 Inspections when a fuse blows Remove the fuse, then measure the resistance between ground and the fuse's load side. Next, close the switch of each circuit connected to the fuse. If the resistance measurement between any switch and ground is zero, there is a short circuit between the switch and the load. If the resistance measurement is not zero, the circuit is not cur- rently short-circuited; the fuse probably blew due to a momen- tary short circuit. The main causes of short circuits are as follows: Harnesses trapped between chassis parts Harness insulation damage due to friction or heat Moisture in connectors or circuitry Human error (accidental short-circuiting of components) 4.4 Inspection of chassis ground A special ground bolt is used to tighten a ground terminal. When servicing the ground point, be sure to follow the procedures de- scribed below: When reinstalling the ground bolt Tighten the ground bolt to the specified torque. When relocating the ground point A special ground bolt must be used. Spot-weld a nut to a frame and tighten the ground bolt to the specified torque. Be sure to apply touch-up paint to the welded point. ---===WSE_1506_00003_0027.djvu===--- 00-24 5. Service Precautions for Alternators When servicing alternators, observe the following precautions: Never reverse the polarity of battery connections. If the polarity of the battery connections were to be reversed, a large current would flow from the battery to the alternator, damaging the diodes and regulator. Never disconnect the battery cables with the engine running. Disconnection of the battery cables during engine operation would cause a surge voltage, leading to deterioration of the di- odes and regulator. Never perform inspections using a high-voltage multimeter. The use of a high-voltage multimeter could damage the diodes and regulator. Keep alternators dry. Water on alternators can cause internal short circuits and dam- age. Never operate an alternator with the B and L terminals short-cir- cuited. Operation with the B and L terminals connected together would damage the diode trio. PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0028.djvu===--- 00 00-25 Disconnect the battery cables before quick-charging the battery with a quick charger. Unless the battery cables are disconnected, quick-charging can damage the diodes and regulator. 6. Intermittent Faults An intermittent fault typically occurs only under certain operating conditions. Once these conditions have been identified, the cause of the intermittent fault can be ascertained easily. First, ask the customer about the vehicle operating conditions and weather conditions under which the fault occurs. Also ask about the frequency with which the fault occurs and about the fault symptoms. Then, reproduce the fault based on this information. In accordance with the conditions under which the fault occurs, determine whether the fault is caused by vibration, heat or other factors. if vibration is a possible factor, see if the fault can be re- produced by performing the following checks on individual con- nectors and other parts: Gently move connectors up and down and to left and right. Gently move wiring harnesses up and down and to left and right. Gently wiggle sensors and other devices by hand. Gently wiggle wiring harnesses on suspension systems and other moving parts. Connectors and other parts to be checked are those included or given as likely fault locations in inspection procedures corre- sponding to diagnosis codes and/or fault symptoms. ---===WSE_1506_00003_0029.djvu===--- 00-26 7. Precautions for Arc Welding When arc welding is performed, current from the welder flows to ground via the vehicle's metal parts. Unless ap- propriate steps are taken, this current can damage control units, other electrical devices and wiring harnesses. And any electrical device near the point on the vehicle to which the (--) cable of the welder is connected, might be largely damaged. Current flows backward as shown below. 7.1 From battery (--) cable To prevent damage to the battery and to electrical devices that are connected directly to the battery, it is essential to disconnect the battery's (--) cable. 7.2 Procedure Turn the starter switch to the LOCK position. Disconnect the battery's (--) cable. Cover all parts of the vehicle that may be damaged by welding sparks. Connect the welder's (--) cable to the vehicle as close as possi- ble to the area being welded. Do not connect the welder's (--) ca- ble to the cab if the frame is being welded, and vice versa. Set the welding current in accordance with the part being weld- ed. 8. Precautions When Repainting When repainting, cover the following electronic control components with a masking material. If paint get on these components, functional reliability could be deteriorated as a result of the poor connection of connectors, internal circuit failure caused by heat build-up due to poor heat dissipation, erroneous sensor values due to clogged venti- lation holes. Engine electronic control unit and other electronic control units Sensors PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0029.djvu===--- 00-26 7. Precautions for Arc Welding When arc welding is performed, current from the welder flows to ground via the vehicle's metal parts. Unless ap- propriate steps are taken, this current can damage control units, other electrical devices and wiring harnesses. And any electrical device near the point on the vehicle to which the (--) cable of the welder is connected, might be largely damaged. Current flows backward as shown below. 7.1 From battery (--) cable To prevent damage to the battery and to electrical devices that are connected directly to the battery, it is essential to disconnect the battery's (--) cable. 7.2 Procedure Turn the starter switch to the LOCK position. Disconnect the battery's (--) cable. Cover all parts of the vehicle that may be damaged by welding sparks. Connect the welder's (--) cable to the vehicle as close as possi- ble to the area being welded. Do not connect the welder's (--) ca- ble to the cab if the frame is being welded, and vice versa. Set the welding current in accordance with the part being weld- ed. 8. Precautions When Repainting When repainting, cover the following electronic control components with a masking material. If paint get on these components, functional reliability could be deteriorated as a result of the poor connection of connectors, internal circuit failure caused by heat build-up due to poor heat dissipation, erroneous sensor values due to clogged venti- lation holes. Engine electronic control unit and other electronic control units Sensors PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0030.djvu===--- 00 00-27 9. Precautions on Cleaning When Servicing the Engine When servicing the engine care needs to taken with the following to prevent failures caused by dust and foreign ob- jects. Works that require care to prevent the entry of dust and foreign objects are marked with and indicated as "Work that requires dust protection". 9.1 Work area The working place needs to be well organized and kept clean. Do not work outdoors. Take dust prevention measures when working indoors. Do not place parts directly on the floor. Put covers on parts to protect them from dust. Keep the over head doors closed unless necessary such as when a vehicle comes in or goes out. 9.2 Clothing and protective wear Wear clean working clothes. Do not wear shoes smudged with oil or dirt when working. If oil gets on your clothes, immediately wipe it off. When a working glove or protective wear becomes dirty or ragged, immediately change it. 9.3 Tools Common tools, special tools and workbenches used for servicing should be cleaned with a cleaner and rags in advance. Whenever a tool or workbench gets damaged or dirty during servicing, immediately clean or replace it. 9.4 Washing and drying Thoroughly wash the outside of the engine before removing sub-assemblies from the engine. After that, remove and disassemble sub-assemblies, then wash each part. The detailed instructions on washing and drying are given in the sections describing washing and inspection procedures and precautions in the engine service manual. Carefully read these instructions to ensure the correct procedures are followed. Use the specified cleaner when washing. After washing, dry with compressed air to make sure that foreign objects (such as broken bristles of a cleaning brush) do not remain on parts. 9.5 Rust prevention and removal of rust-preventive agent (for engine) If parts are not used immediately after washing, apply the specified rust-preventive agent (such as engine oil). Remove rust-preventive agent when installing a part on the engine. When installing a new part to which rust-preventive agent has been applied (such as a crankcase), thoroughly wash it to remove rust and rust-preventive agent. Pay special attention to the fuel and oil lines in particular. Follow the procedure given in the engine service manual for the removal of rust-preventive agent. 9.6 New parts (MITSUBISHI FUSO genuine parts) Have new parts ready in advance. To prevent dust from attaching a new part, unpack immediately before the replacement work. Oil seals, packings, O-rings and other rubber parts, gaskets and split pins need to be replaced with new parts after each disassembly. Use MITSUBISHI FUSO genuine parts for replacement. Since cleanliness assurance requirements are specified to each part and quality is assured for the delivered parts, handle new parts with care so as not to allow the entry of foreign objects. 9.7 Reused parts 9.7.1 Precautions on removal Parts removed from engines as well as places where the parts have been removed (intake, exhaust, fuel, lubrica- tion, coolant and other systems) need to be covered with clean paper, rag, plastic sheet, etc. secured with a clean plastic tape if necessary, to prevent the entry of dust. Since it is not possible to visually check for dust that has entered pipes in particular, cover both ends of a pipe im- mediately after washing it. ---===WSE_1506_00003_0031.djvu===--- 00-28 9.7.2 Handling reused parts Put removed parts in order for each engine to allow efficient inspection and installation. Parts with machined surfaces should not be put directly on the floor. Put these parts on an appropriate wood sur- face so that the machined surfaces are not damaged. Also, other sub-assemblies removed should not be put directly on the floor. Put the sub-assemblies on a clean surface. 9.8 Installation Install parts by following the instructions given in the engine and chassis service manuals. To prevent the entry of dust and foreign objects during installation, thoroughly check that the parts to be installed are clean and free of foreign objects before installation. Blow air into reused parts (piping in the intake and injection systems, etc.) again before installation. 9.9 Fuel Use the specified fuel. Use only clean fuel. Do not use contaminated fuel. Be sure to observe the following if fuel is stored on the service site. Cover the filler cap of the storage tank to prevent water contamination. Keep the tank clean. In particular, the filler cap and area around the filler port should be kept clean. Position the tank so that it is slightly inclined toward the bottom drain. This facilitates discharging of accumulat- ed water and deposits. Drain off water at least once a month. Keep the tank as full as possible to minimize condensation. After filling the fuel storage tank, wait for a few hours before filling the equipment's tank. This allows contamina- tion to deposit. 9.10 Oils Use MITSUBISHI FUSO genuine products for the engine oil, transmission gear oil and automatic transmission flu- id. Use only clean oils. Do not use contaminated oils. It is not recommended to reuse drained oil or automatic transmission fluid. If it is judged that drained oil or auto- matic transmission fluid can be reused because it is within the replacement interval and is not excessively con- taminated, be sure to observe the following. Store the drained oil or automatic transmission fluid in a clean, dedicated container. Do not use containers that were used to store fuel or water. Make sure that the container is appropriately stored so as to prevent the entry of dust and foreign objects. 9.11 Coolant Use MITSUBISHI FUSO genuine products for the coolant. Use only clean coolant. Do not use contaminated cool- ant. It is not recommended to reuse drained coolant. If it is judged that coolant can be reused because it is within the replacement interval and is not excessively contaminated, be sure to observe the following. Store the drained coolant in a clean, dedicated container. Do not use containers that were used to store fuel or oil. Make sure that the container is appropriately stored so as to prevent the entry of dust and foreign objects. 9.12 Miscellaneous Thoroughly wash the vehicle before servicing. Do not service a dust covered vehicle. The garage air must be clean. Blow air onto white paper to check for the presence of water and/or oil in the air flow. If a problem is found, immediately check the compressor. PRECAUTIONS FOR MAINTENANCE OPERATION ---===WSE_1506_00003_0032.djvu===--- MEMO 00-29 00 ---===WSE_1506_00003_0033.djvu===--- 00-30 <Front of Vehicle> Jacking up procedure 1 Place chocks against the rear wheels. 2 Jack up the front of the vehicle with a bottle jack or garage jack. 3 If you use a bottle jack, set it at the jack-up point shown in the figure. If you use a garage jack, set it at the center of the front axle or suspension crossmember <Independent suspension>. 4 Support the front of the vehicle frame on jack stands. WARNING Chock the wheels firmly to prevent the vehicle from rolling away. Do not attempt to remove the chocks until the operation is completed. It is extremely dangerous to support the vehicle with only bottle jack or garage jack. Be sure to addition- ally support the front of the vehicle frame on jack stands. Never attempt to remove the bottle jack, garage jack, or jack stands until the operation is completed. JACKING UP THE VEHICLE ---===WSE_1506_00003_0034.djvu===--- 00 00-31 <Rear of Vehicle> Jacking up procedure 1 Place chocks against the rear wheels. 2 Jack up the rear of the vehicle using a bottle jack or garage jack as illustrated above. 3 Support the vehicle frame on jack stands on both sides. WARNING Chock the wheels firmly to prevent the vehicle from rolling away. Do not attempt to remove the chocks until the operation is completed. It is extremely dangerous to support the vehicle with only bottle jack or garage jack. Be sure to addition- ally support the vehicle frame on jack stands on both sides. Never attempt to remove the bottle jack, garage jack, or jack stands until the operation is completed. ---===WSE_1506_00003_0035.djvu===--- 00-32 1. Diagnosis Codes The diagnosis system consists of electronic control unit functions to detect failures of electrical components, com- municate with diagnosis tools, and update various data. When an electronic control unit detects a failure, it stores the failure information as a diagnosis code (that de- scribes a failure of the vehicle) and alerts the user by displaying a warning. By reading diagnosis codes and checking for problems accordingly (troubleshooting), failures in electronically controlled systems can be efficiently identified and remedied. Diagnosis codes (fault codes) can be displayed in the following two methods: Using the FUSO Diagnostics. (See later section.) Using the multi-information display in the meter cluster. (See later section.) 1.1 Reference Gr list for diagnosis codes 1.2 Types of diagnosis codes There are two types of diagnosis codes: current codes and past codes 1.2.1 Current diagnosis code The current failures in the vehicle can be checked by reading the current diagnosis codes. When a current diagnosis code is generated, the warning (or indicator) from the failed system is displayed and its electronic control unit initiates failure mode control such as stopping control or exercising backup control. 1.2.2 Past diagnosis code The past failures in the vehicle can be checked by reading the past diagnosis codes. When the indication changes from the current diagnosis codes to the past diagnosis codes, the warning (or indi- cator) showing a failure goes off and the electronic control unit recovers from failure mode control to normal con- trol. (The recovery timing varies depending on the diagnosis code.) If the failure has not been resolved, the electronic control unit will detect it again and generate a current diagnosis code. Warning System Reference Gr ENGINE CONTROL 13E DPF (Diesel Particulate Filter) SYSTEM ANTI-LOCK BRAKE SYSTEM (ABS) 35E SUPPLEMENTAL RESTRAINT SYSTEM (SRS) AIRBAG 52E IDLING STOP AND START SYSTEM 54EA METER CLUSTER 54EM SIGNAL DETECTED AND ACTUATION MODULES 54ES DIAGNOSIS CODES ---===WSE_1506_00003_0035.djvu===--- 00-32 1. Diagnosis Codes The diagnosis system consists of electronic control unit functions to detect failures of electrical components, com- municate with diagnosis tools, and update various data. When an electronic control unit detects a failure, it stores the failure information as a diagnosis code (that de- scribes a failure of the vehicle) and alerts the user by displaying a warning. By reading diagnosis codes and checking for problems accordingly (troubleshooting), failures in electronically controlled systems can be efficiently identified and remedied. Diagnosis codes (fault codes) can be displayed in the following two methods: Using the FUSO Diagnostics. (See later section.) Using the multi-information display in the meter cluster. (See later section.) 1.1 Reference Gr list for diagnosis codes 1.2 Types of diagnosis codes There are two types of diagnosis codes: current codes and past codes 1.2.1 Current diagnosis code The current failures in the vehicle can be checked by reading the current diagnosis codes. When a current diagnosis code is generated, the warning (or indicator) from the failed system is displayed and its electronic control unit initiates failure mode control such as stopping control or exercising backup control. 1.2.2 Past diagnosis code The past failures in the vehicle can be checked by reading the past diagnosis codes. When the indication changes from the current diagnosis codes to the past diagnosis codes, the warning (or indi- cator) showing a failure goes off and the electronic control unit recovers from failure mode control to normal con- trol. (The recovery timing varies depending on the diagnosis code.) If the failure has not been resolved, the electronic control unit will detect it again and generate a current diagnosis code. Warning System Reference Gr ENGINE CONTROL 13E DPF (Diesel Particulate Filter) SYSTEM ANTI-LOCK BRAKE SYSTEM (ABS) 35E SUPPLEMENTAL RESTRAINT SYSTEM (SRS) AIRBAG 52E IDLING STOP AND START SYSTEM 54EA METER CLUSTER 54EM SIGNAL DETECTED AND ACTUATION MODULES 54ES DIAGNOSIS CODES ---===WSE_1506_00003_0036.djvu===--- 00 00-33 1.3 Follow the flowchart below to inspect the system. ---===WSE_1506_00003_0037.djvu===--- 00-34 1.4 Precautions on troubleshooting Check the charging state and specific gravity of the battery before measuring voltage. If inspection is performed with insufficient charging or specific gravity, accurate measurements may not be displayed. Be sure to place the starter switch to the LOCK or OFF position and wait for about 5 minutes before removing bat- tery cables, harnesses or connectors. (This is because the BlueTec ® system is still in operation.) When installing battery cables, harnesses or connectors, place the starter switch and lighting switch to the LOCK or OFF position. Otherwise, electrical components could be damaged. When measuring with a multimeter, carefully handle the test bars so that the bars do not short-circuit between connector pins or with the body. Otherwise, electronic control units' internal circuits and electrical components could be damaged. Since resistance values are affected by temperature, refer to the descriptions on temperature in this manual as a guideline for pass/fail judgment. If temperature is not specified, normal temperature (10 to 35°C) is assumed. 1.5 Inspecting the input and output signals at the electronic control unit connector This inspection is to confirm that signals from electronic control units and electrical components are correctly transmitted to the harnesses and connectors on the vehicle side. This inspection includes the following checks: Measure the input voltage of switches and sensors and the output voltage of relays to check for open circuit and short cir- cuit to battery or ground by inserting the test bars from the back side of the connector with the harness (on the electronic control unit connector) on the vehicle side connected. Measure the resistance of temperature sensors, rotation sen- sors and solenoids to check for open circuit by disconnecting the electronic control unit connector and inserting the test bars into the harness on the vehicle side. Check the operation of magnetic valves for open circuit and valve failure by disconnecting the electronic control unit con- nector and applying a voltage from the harness on the vehicle side. Some electronic unit connectors are equipped with water- or dust-proofing treatment and do not allow test probes to be in- serted from the back side of the connectors. 1.6 Inspecting the electrical components This inspection is to check that electrical components are operating normally. This inspection includes the following checks: Check if electrical components actually operate. Check the internal circuits of electrical components for open and short circuit. Check the characteristics of the output signals from electrical components. Operation or signal characteristics checking is not easy on some electrical components, for which only electrical checking for open and short circuit is performed. As a result, there may be cases where a mechanical failure exists in these components even if they are electrically normal. Therefore, it is necessary to make a pass/fail judgment on these electrical components by checking the overall system operation and the related compo- nents such as harnesses and connectors. DIAGNOSIS CODES ---===WSE_1506_00003_0038.djvu===--- 00 00-35 1.7 Inspecting the harnesses This inspection is to check for faulty sections of harnesses and connectors. 1.7.1 Open circuit An open circuit means a harness is broken. [Inspection example 1] Measure the resistance between components to confirm that that there is continuity. Gently shake the harness up and down while measuring. If the connectors to be measured are far apart from each other, chassis ground may be used. Standard value: Less than 5  If the measurement is out of the standard value, there is an open circuit in the harness or a poor connection of pins in the connec- tor. [Inspection example 2] Measure voltage from the back side of each connector. Gently shake the harness up and down while measuring. If there is a voltage drop, there is an open circuit in the harness in that section or a poor connection of pins in the connector. [Inspection example 3] Connect a wire or equivalent to the component side and mea- sure the resistance between adjacent harnesses. Gently shake the harnesses up and down while measuring. If the measurement is out of the standard value shown above, there is an open circuit in the harnesses or a poor connection of pins in the connector. 1.7.2 Short circuit A short circuit means a harness is in contact with another har- ness. A large current may occur if the power supply harness di- rectly touches a grounding harness without going through a load. A short circuit to power refers to a short circuit to the power sup- ply line carrying the same voltage as the battery voltage. A short circuit to ground refers to a short circuit to a grounding line. [Inspection example] Check the following to confirm that there is no continuity. Gently shake the harness up and down while measuring. Measure the resistance between the pins to be inspected. Measure the resistance between the pin to be inspected and a power line. (short circuit to power) Measure the resistance between the pin to be inspected and a grounding line or chassis ground. (short circuit to ground) Standard value: More than 1 M If the measurement is out of the standard value, there is a short circuit in the harness or in the connector. ---===WSE_1506_00003_0039.djvu===--- 00-36 1.8 Intermittent faults An intermittent fault typically occurs only under certain operating conditions. Once these conditions have been identified, the cause of the intermittent fault can be ascertained easily. First, ask the customer about the vehicle operating conditions and weather conditions under which the fault occurs. Also ask about the frequency with which the fault occurs and about the fault symptoms. Then, reproduce the fault based on this information. In accordance with the conditions under which the fault occurs, determine whether the fault is caused by vibration, heat or other factors. if vibration is a possible factor, see if the fault can be re- produced by performing the following checks on individual con- nectors and other parts: Gently move connectors up and down and to left and right. Gently move wiring harnesses up and down and to left and right. Gently wiggle sensors and other devices by hand. Gently wiggle wiring harnesses on suspension systems and other moving parts. Connectors and other parts to be checked are those included or given as likely fault locations in inspection procedures corre- sponding to diagnosis codes and/or fault symptoms. DIAGNOSIS CODES ---===WSE_1506_00003_0040.djvu===--- 00 00-37 1.9 Diagnosis tool functions and available tests 1.9.1 Basic functions The basic functions of the diagnosis tools include the readout of diagnosis codes and control information from electronic control units. Efficient troubleshooting can be made by using these functions. A writing function is also provided to allow registering or changing information on electronic control units. If you perform a short test with the FUSO Diagnostics, the systems on the vehicle that support the FUSO Diag- nostics are automatically determined and a list of the current diagnosis codes (fault codes) is displayed. Failures can be efficiently identified and removed by reading diagnosis codes and taking actions (troubleshooting) accordingly. (1) Reading diagnosis codes By reading diagnosis codes, failures in the vehicle can be efficiently identified and remedied. (2) Reading service data (measured values) Service data shows the values and information used for control by an electronic control unit, allowing you to check if the switches, sensors, harnesses or connectors that provide the information are operating normally. The following types of service data are available (which varies depending on the electronic control unit): Input or calculated values from switches, sensors and other electronic control units Output values to relays and actuators Vehicle specifications stored in the electronic control unit If backup values are displayed as service data, the electrical component or harness associated with the service data is faulty. Since some systems store related service data when a diagno- sis code is generated as freeze frame data, there may be cases where the cause of a failure can be presumed without reproduc- ing the failure. (3) Performing the actuator test (control) By performing an actuator test, functions of an electrical component or electronic control unit can be easily acti- vated to check if the component or unit is faulty or not. Since operation checks can be performed without driving the vehicle, greater efficiency and safety of troubleshooting are assured. The following types of actuator tests are available (which varies depending on the electronic control unit): Make an electrical component operate to determine and check failures. Input pseudo signals to an electronic control unit (e.g. a signal that tells the unit that a switch is set to ON regardless of the actual position of the switch). In actuator tests, service data may be displayed as "Operating" even if the electrical component is not operating normally. Therefore, also check for operation sound, etc. to make sure. When an electronic control unit is exercising failure mode con- trol, the unit may not activate the actuator even if an actuator test is performed (depending on the electronic control unit and failure conditions). (4) Registering, changing and resetting the specifications and parameters of electronic control units and coding such as calibration It is possible to check the specifications and parameters stored in electronic control units, register, change, or re- set the parameters or data upon replacement of related components, and update learned values. ---===WSE_1506_00003_0041.djvu===--- 00-38 2. Reading and Erasing the Diagnosis Code 2.1 Using the FUSO Diagnostics Special tools (1) Connecting the FUSO Diagnostics Turn the starter switch to the LOCK position. Connect , , and LAN cable (cross cable; category 5 or higher). Connect the diagnostic connector to the connector. (2) Operating instructions for FUSO diagnostics See the instruction manual for FUSO diagnostics. Mark Tool name and shape Part No. Application PC FDS-R14-1.2 or higher (FUSO Diagnostics version) Data transmission between FUSO connect and PC FUSO Connect MH064036 Data transmission between electronic control unit and PC FUSO Diagnostics test harness MH062998 Power supply to FUSO connect and communication with electronic control unit DIAGNOSIS CODES ---===WSE_1506_00003_0042.djvu===--- 00 00-39 (3) Description of diagnosis code (fault code) screen. [CURRENT and STORED F] shown at the right end denote diagnosis codes issued presently and in the past re- spectively. [STORED f] denotes diag- nosis code issued in the past. 2.2 When FUSO diagnostics is not used Even if the FUSO Diagnostics is not available, you can display or erase diagnosis codes by using the multi-infor- mation display on the meter cluster as follows. (1) Preparations for system inspec- tion Stop the vehicle. Turn the starter switch ON. Press the SELECT, MODE and SET/ RES switches simultaneously. The multi-information display in the meter cluster enters the diagnosis mode. ---===WSE_1506_00003_0043.djvu===--- 00-40 (2) System (electronic control unit) selection mode Press the SELECT switch to select the system (electronic con- trol unit) to be checked. Press the SET/RES switch to enter the function selection mode. (3) Function selection mode Press the SELECT switch to select the desired mode. Press the SET/RES switch to enter one of the following modes: Current diagnosis code display mode Past diagnosis code display mode Diagnosis code erase mode When the MODE switch is pressed, the system (electronic con- trol unit) selection mode will be entered. DIAGNOSIS CODES ---===WSE_1506_00003_0044.djvu===--- 00 00-41 (4) Current and past diagnosis code display modes Generated diagnosis codes are displayed. When two or more di- agnosis codes have been generated, they are displayed in turns at 3-second intervals. If there is no diagnosis code, "NO DTC" is displayed. If "ERROR" or "CANNOT RECEIVE" is displayed during commu- nication, perform the operation again. When the MODE switch is pressed, the function selection mode will be entered. NOTE For the engine electronic control unit, check the diagnosis code shown in the "RQ CONFIRMED" screen. For the engine electronic control unit, "RQ ACTIVE" is not a diagnosis code indicating a failure. (5) Diagnosis code erase mode If the SET/RES switch is pressed in the "ERASE YES" screen, all diagnosis codes stored in the selected electronic control unit will be erased and "ERASE COMPLETE" will be displayed. If "CANNOT ERASE" or "ERROR" screen is displayed, connect the FUSO Diagnostics to check each system and take neces- sary actions. When the MODE switch is pressed, the function selection mode will be entered. When the SET/RES switch is pressed in the "ERASE NO" screen, the function selection mode will be entered. ---===WSE_1506_00003_0045.djvu===--- 00-42 1. Tightening Torques Tightening torques are roughly classified into the following two categories: Fasteners used in a location denoted by "wet" should always be tightened in a wet condition (lubricated with en- gine oil or grease). Any other fasteners than those so specified should be tightened in a dry condition. 2. Table of Standard Tightening Torque <JIS > Threads and bearing surfaces shall be dry (tightened in a dry condition). If the mating nut and bolt (or stud bolt) are different in level of strength, tighten them to the torque specified for the bolt. Automotive screws refer to coarse screw thread with nominal diameter of 3 to 8 mm or fine screw thread with nominal diameter of 10 mm or larger. (1) Hexagon head bolts and stud bolts (Unit: N·m {kgf·m}) Tightening torque Definition Availability of torque specifica- tions in text How to determine tightening torque Standard tightening torque Tightening torque determined according to thread size and material of bolts and nuts None Locate a bolt or nut correspond- ing to actual part in the following standard tightening torque table. Specified tightening torque Tightening torque of bolts and nuts other than those defined in "Standard tightening torque", or that of bolts and nuts not identified in the following tables Provided Tightening torque is shown in the text. Strength 4T 7T 8T (stud) (stud) (stud) Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Nominal diameter mm M5 2to3 {0.2 to 0.3} -- 4to6 {0.4 to 0.6} -- 5to7 {0.5 to 0.7} -- M6 4to6 {0.4 to 0.6} -- 7to10 {0.7 to 1.0} -- 8to12 {0.8 to 1.2} -- M8 9to13 {0.9 to 1.3} -- 16to24 {1.6 to 2.4} -- 19to28 {1.9 to 2.9} -- M10 18to27 {1.8 to 2.8} 17to25 {1.7 to 2.5} 34to50 {3.5 to 5.1} 32to48 {3.3 to 4.9} 45to60 {4.6 to 6.1} 37to55 {3.8 to 5.6} M12 34to50 {3.5 to 5.1} 31to45 {3.2 to 4.6} 70to90 {7.1 to 9.2} 65to85 {6.6 to 8.7} 80 to 105 {8.2 to 11} 75to95 {7.6 to 9.7} M14 60to80 {6.1 to 8.2} 55to75 {5.6 to 7.6} 110 to 150 {11 to 15} 100 to 140 {10 to 14} 130 to 170 {13 to 17} 120 to 160 {12 to 16} M16 90 to 120 {9.2 to 12} 90 to 110 {9 to 11} 170 to 220 {17 to 22} 160 to 210 {16 to 21} 200 to 260 {20 to 27} 190 to 240 {19 to 24} M18 130 to 170 {13 to 17} 120 to 150 {12 to 15} 250 to 330 {25 to 34} 220 to 290 {22 to 30} 290 to 380 {30 to 39} 250 to 340 {25 to 35} M20 180 to 240 {18 to 24} 170 to 220 {17 to 22} 340 to 460 {35 to 47} 310 to 410 {32 to 42} 400 to 530 {41 to 54} 360 to 480 {37 to 49} M22 250 to 330 {25 to 34} 230 to 300 {23 to 31} 460 to 620 {47 to 63} 420 to 560 {43 to 57} 540 to 720 {55 to 73} 490 to 650 {50 to 66} M24 320 to 430 {33 to 44} 290 to 380 {30 to 39} 600 to 810 {61 to 83} 540 to 720 {55 to 73} 700 to 940 {71 to 96} 620 to 830 {63 to 85} TABLE OF STANDARD TIGHTENING TORQUES ---===WSE_1506_00003_0045.djvu===--- 00-42 1. Tightening Torques Tightening torques are roughly classified into the following two categories: Fasteners used in a location denoted by "wet" should always be tightened in a wet condition (lubricated with en- gine oil or grease). Any other fasteners than those so specified should be tightened in a dry condition. 2. Table of Standard Tightening Torque <JIS > Threads and bearing surfaces shall be dry (tightened in a dry condition). If the mating nut and bolt (or stud bolt) are different in level of strength, tighten them to the torque specified for the bolt. Automotive screws refer to coarse screw thread with nominal diameter of 3 to 8 mm or fine screw thread with nominal diameter of 10 mm or larger. (1) Hexagon head bolts and stud bolts (Unit: N·m {kgf·m}) Tightening torque Definition Availability of torque specifica- tions in text How to determine tightening torque Standard tightening torque Tightening torque determined according to thread size and material of bolts and nuts None Locate a bolt or nut correspond- ing to actual part in the following standard tightening torque table. Specified tightening torque Tightening torque of bolts and nuts other than those defined in "Standard tightening torque", or that of bolts and nuts not identified in the following tables Provided Tightening torque is shown in the text. Strength 4T 7T 8T (stud) (stud) (stud) Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Nominal diameter mm M5 2to3 {0.2 to 0.3} -- 4to6 {0.4 to 0.6} -- 5to7 {0.5 to 0.7} -- M6 4to6 {0.4 to 0.6} -- 7to10 {0.7 to 1.0} -- 8to12 {0.8 to 1.2} -- M8 9to13 {0.9 to 1.3} -- 16to24 {1.6 to 2.4} -- 19to28 {1.9 to 2.9} -- M10 18to27 {1.8 to 2.8} 17to25 {1.7 to 2.5} 34to50 {3.5 to 5.1} 32to48 {3.3 to 4.9} 45to60 {4.6 to 6.1} 37to55 {3.8 to 5.6} M12 34to50 {3.5 to 5.1} 31to45 {3.2 to 4.6} 70to90 {7.1 to 9.2} 65to85 {6.6 to 8.7} 80 to 105 {8.2 to 11} 75to95 {7.6 to 9.7} M14 60to80 {6.1 to 8.2} 55to75 {5.6 to 7.6} 110 to 150 {11 to 15} 100 to 140 {10 to 14} 130 to 170 {13 to 17} 120 to 160 {12 to 16} M16 90 to 120 {9.2 to 12} 90 to 110 {9 to 11} 170 to 220 {17 to 22} 160 to 210 {16 to 21} 200 to 260 {20 to 27} 190 to 240 {19 to 24} M18 130 to 170 {13 to 17} 120 to 150 {12 to 15} 250 to 330 {25 to 34} 220 to 290 {22 to 30} 290 to 380 {30 to 39} 250 to 340 {25 to 35} M20 180 to 240 {18 to 24} 170 to 220 {17 to 22} 340 to 460 {35 to 47} 310 to 410 {32 to 42} 400 to 530 {41 to 54} 360 to 480 {37 to 49} M22 250 to 330 {25 to 34} 230 to 300 {23 to 31} 460 to 620 {47 to 63} 420 to 560 {43 to 57} 540 to 720 {55 to 73} 490 to 650 {50 to 66} M24 320 to 430 {33 to 44} 290 to 380 {30 to 39} 600 to 810 {61 to 83} 540 to 720 {55 to 73} 700 to 940 {71 to 96} 620 to 830 {63 to 85} TABLE OF STANDARD TIGHTENING TORQUES ---===WSE_1506_00003_0045.djvu===--- 00-42 1. Tightening Torques Tightening torques are roughly classified into the following two categories: Fasteners used in a location denoted by "wet" should always be tightened in a wet condition (lubricated with en- gine oil or grease). Any other fasteners than those so specified should be tightened in a dry condition. 2. Table of Standard Tightening Torque <JIS > Threads and bearing surfaces shall be dry (tightened in a dry condition). If the mating nut and bolt (or stud bolt) are different in level of strength, tighten them to the torque specified for the bolt. Automotive screws refer to coarse screw thread with nominal diameter of 3 to 8 mm or fine screw thread with nominal diameter of 10 mm or larger. (1) Hexagon head bolts and stud bolts (Unit: N·m {kgf·m}) Tightening torque Definition Availability of torque specifica- tions in text How to determine tightening torque Standard tightening torque Tightening torque determined according to thread size and material of bolts and nuts None Locate a bolt or nut correspond- ing to actual part in the following standard tightening torque table. Specified tightening torque Tightening torque of bolts and nuts other than those defined in "Standard tightening torque", or that of bolts and nuts not identified in the following tables Provided Tightening torque is shown in the text. Strength 4T 7T 8T (stud) (stud) (stud) Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Nominal diameter mm M5 2to3 {0.2 to 0.3} -- 4to6 {0.4 to 0.6} -- 5to7 {0.5 to 0.7} -- M6 4to6 {0.4 to 0.6} -- 7to10 {0.7 to 1.0} -- 8to12 {0.8 to 1.2} -- M8 9to13 {0.9 to 1.3} -- 16to24 {1.6 to 2.4} -- 19to28 {1.9 to 2.9} -- M10 18to27 {1.8 to 2.8} 17to25 {1.7 to 2.5} 34to50 {3.5 to 5.1} 32to48 {3.3 to 4.9} 45to60 {4.6 to 6.1} 37to55 {3.8 to 5.6} M12 34to50 {3.5 to 5.1} 31to45 {3.2 to 4.6} 70to90 {7.1 to 9.2} 65to85 {6.6 to 8.7} 80 to 105 {8.2 to 11} 75to95 {7.6 to 9.7} M14 60to80 {6.1 to 8.2} 55to75 {5.6 to 7.6} 110 to 150 {11 to 15} 100 to 140 {10 to 14} 130 to 170 {13 to 17} 120 to 160 {12 to 16} M16 90 to 120 {9.2 to 12} 90 to 110 {9 to 11} 170 to 220 {17 to 22} 160 to 210 {16 to 21} 200 to 260 {20 to 27} 190 to 240 {19 to 24} M18 130 to 170 {13 to 17} 120 to 150 {12 to 15} 250 to 330 {25 to 34} 220 to 290 {22 to 30} 290 to 380 {30 to 39} 250 to 340 {25 to 35} M20 180 to 240 {18 to 24} 170 to 220 {17 to 22} 340 to 460 {35 to 47} 310 to 410 {32 to 42} 400 to 530 {41 to 54} 360 to 480 {37 to 49} M22 250 to 330 {25 to 34} 230 to 300 {23 to 31} 460 to 620 {47 to 63} 420 to 560 {43 to 57} 540 to 720 {55 to 73} 490 to 650 {50 to 66} M24 320 to 430 {33 to 44} 290 to 380 {30 to 39} 600 to 810 {61 to 83} 540 to 720 {55 to 73} 700 to 940 {71 to 96} 620 to 830 {63 to 85} TABLE OF STANDARD TIGHTENING TORQUES ---===WSE_1506_00003_0046.djvu===--- 00 00-43 (2) Hexagon flange bolts (Unit: N·m {kgf·m}) Strength 8.8 (Nut 4T) 8.8 (Nut 6T) Automotive screw thread Nominal diameter mm M10 18to27 {1.8 to 2.8} 45to60 {4.6 to 6.1} M12 34to50 {3.5. to 5.1} 80 to 105 {8.2 to 11} M14 60to80 {6.1 to 8.2} 130 to 170 {13 to 17} Strength 4T 7T 8T Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Nominal diameter mm M6 4to6 {0.4 to 0.6} -- 8to12 {0.8 to 1.2} -- 10to14 {1.0 to 1.4} -- M8 10to15 {1.0 to 1.5} -- 19to28 {1.9 to 2.9} -- 22to33 {2.2 to 3.4} -- M10 21to31 {2.1 to 3.2} 20to29 {2.0 to 3.0} 45to55 {4.6 to 5.6} 37to54 {3.8 to 5.5} 50to65 {5.1 to 6.6} 50to60 {5.1 to 6.1} M12 38to56 {3.9 to 5.7} 35to51 {3.6 to 5.2} 80 to 105 {8.2 to 11} 70to95 {7.1 to 9.7} 90 to 120 {9.2 to 12} 85 to 110 {8.7 to 11} Strength 8.8 (Nut 4T) 8.8 Automotive screw thread Nominal diameter mm M10 21to31 {2.1 to 3.2} 50to65 {5.1 to 6.6} M12 38to56 {3.9 to 5.7} 90 to 120 {9.2 to 12} ---===WSE_1506_00003_0047.djvu===--- 00-44 (3) Hexagon nuts (Unit: N·m {kgf·m}) (4) Hexagon flange nuts (Unit: N·m {kgf·m}) (5) Tightening torques of general flare nuts (Unit: N·m {kgf·m}) Strength 4T 6T (Bolt 7T) 6T (Bolt 8T) Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Automotive screw thread Coarse screw thread Nominal diameter mm M5 2to3 {0.2 to 0.3} -- 4to6 {0.4 to 0.6} -- 5to7 {0.5 to 0.7} -- M6 4to6 {0.4 to 0.6} -- 7to10 {0.7 to 1.0} -- 8to12 {0.8 to 1.2} -- M8 9to13 {0.9 to 1.3} -- 16to24 {1.6 to 2.4} -- 19to28 {1.9 to 2.9} -- M10 18to27 {1.8 to 2.8} 17to25 {1.7 to 2.5} 34to50 {3.5 to 5.1} 32to48 {3.3 to 4.9} 45to60 {4.6 to 6.1} 37to55 {3.8 to 5.6} M12 34to50 {3.5 to 5.1} 31to45 {3.2 to 4.6} 70to90 {7.1 to 9.2} 65to85 {6.6 to 8.7} 80 to 105 {8.2 to 11} 75to95 {7.6 to 9.7} M14 60to80 {6.1 to 8.2} 55to75 {5.6 to 7.6} 110 to 150 {11 to 15} 100 to 140 {10 to 14} 130 to 170 {13 to 17} 120 to 160 {12 to 16} M16 90 to 120 {9.2 to 12} 90 to 110 {9 to 11} 170 to 220 {17 to 22} 160 to 210 {16 to 21} 200 to 260 {20 to 27} 190 to 240 {19 to 24} M18 130 to 170 {13 to 17} 120 to 150 {12 to 15} 250 to 330 {25 to 34} 220 to 290 {22 to 30} 290 to 380 {30 to 39} 250 to 340 {25 to 35} M20 180 to 240 {18 to 24} 170 to 220 {17 to 22} 340 to 460 {35 to 47} 310 to 410 {32 to 42} 400 to 530 {41 to 54} 360 to 480 {37 to 49} M22 250 to 330 {25 to 34} 230 to 300 {23 to 31} 460 to 620 {47 to 63} 420 to 560 {43 to 57} 540 to 720 {55 to 73} 490 to 650 {50 to 66} M24 320 to 430 {33 to 44} 290 to 380 {30 to 39} 600 to 810 {61 to 83} 540 to 720 {55 to 73} 700 to 940 {71 to 96} 620 to 830 {63 to 85} Strength 4T Automotive screw thread Coarse screw thread Nominal diameter mm M6 4to6 {0.4 to 0.6} -- M8 10to15 {1.0 to 1.5} -- M10 21to31 {2.1 to 3.2} 20to29 {2.0 to 3.0} M12 38to56 {3.9 to 5.7} 35to51 {3.6 to 5.2} Pipe diameter mm 4.76 6.35 8 10 12 15 Tightening torque 17 {1.7} 25 {2.6} 39 {4.0} 59 {6.0} 88 {9.0} 98 {10} TABLE OF STANDARD TIGHTENING TORQUES ---===WSE_1506_00003_0048.djvu===--- 00 00-45 (6) Tightening torques of nylon tubes for general air piping (DIN) (Unit: N·m {kgf·m}) (7) Tightening torques of nylon tubes for general air piping (SAE) (Unit: N·m {kgf·m}) Nominal diameter  wall thickness mm 61 10  1.25 121.5 151.5 Tightening torque 20 {2.0 } 34 {3.5 } 49 {5.0 } 54 {5.5 } Nominal diameter in. 1/4 3/8 1/2 5/8 Tightening torque 13 {1.3 } 29 {3.0 } 49 {5.0 } 64 {6.5 } +6 0 +0.6 0 +10 0 +1.0 0 +10 0 +1.0 0 +5 0 +0.5 0 +4 0 +0.4 0 +5 0 +0.5 0 +5 0 +0.5 0 +5 0 +0.5 0 ---===WSE_1506_00003_0049.djvu===--- 11-1 GROUP 11 ENGINE SPECIFICATIONS................................................................................11-2 STRUCTURE AND OPERATION 1. Engine Proper................................................................................11-3 2. Timing System ...............................................................................11-3 3. Main Bearing .................................................................................11-5 4. Connecting Rod, Piston .................................................................11-5 5. Rocker Arms, Tappets ...................................................................11-7 TROUBLESHOOTING .........................................................................11-8 ENGINE REMOVAL AND INSTALLATION <TILT CAB> ......................................................................................11-10 <FIXED CAB> ...................................................................................11-14 WORK FOR OVERHAULING ENGINE .............................................11-18 TIMING GEAR CASE.........................................................................11-46 TIMING GEAR, CHAIN ......................................................................11-52 OVERHEAD, CYLINDER HEAD ........................................................11-66 PISTON AND CONNECTING ROD ...................................................11-86 FLYWHEEL ........................................................................................11-96 CRANKSHAFT AND CRANKCASE ................................................11-102 ---===WSE_1506_00003_0050.djvu===--- 11-2 Item Specifications Engine model 4P10T2 4P10T4 Type 4-cylinder, in-line, water-cooled, 4-cycle diesel engine Combustion chamber Direct injection type Valve mechanism Double overhead camshaft (DOHC) Maximum output kW {PS} / rpm 96 {130} / 3050 - 3500 110 {150} / 2840 - 3500 Maximum torque N·m {kgf·m} / rpm 300 {30.6} / 1300 - 3050 370 {37.7} / 1350 - 2840 Bore  stroke mm 95.8  104 Total displacement cm 3 {L} 2998 {2.998} Compression ratio 17.5 SPECIFICATIONS ---===WSE_1506_00003_0051.djvu===--- 11 11-3 1. Engine Proper 2. Timing System The timing system is the type with a twin camshaft in the head and four valves per cylinder with hydraulic tap- pets. The control is transmitted by two chains. A double chain by 3/8" is set in mo- tion by the driving shaft and sets the control shafts in motion: oil pump/ vacuum pump - high pressure pump. A single chain is set in motion by the high pressure control shaft gear and sets the camshafts in motion. The rocker arms, one for the valve, are kept in contact with the corre- sponding cam by an hydraulic tappet, thus eliminating the need for regular adjustments. STRUCTURE AND OPERATION ---===WSE_1506_00003_0051.djvu===--- 11 11-3 1. Engine Proper 2. Timing System The timing system is the type with a twin camshaft in the head and four valves per cylinder with hydraulic tap- pets. The control is transmitted by two chains. A double chain by 3/8" is set in mo- tion by the driving shaft and sets the control shafts in motion: oil pump/ vacuum pump - high pressure pump. A single chain is set in motion by the high pressure control shaft gear and sets the camshafts in motion. The rocker arms, one for the valve, are kept in contact with the corre- sponding cam by an hydraulic tappet, thus eliminating the need for regular adjustments. STRUCTURE AND OPERATION ---===WSE_1506_00003_0051.djvu===--- 11 11-3 1. Engine Proper 2. Timing System The timing system is the type with a twin camshaft in the head and four valves per cylinder with hydraulic tap- pets. The control is transmitted by two chains. A double chain by 3/8" is set in mo- tion by the driving shaft and sets the control shafts in motion: oil pump/ vacuum pump - high pressure pump. A single chain is set in motion by the high pressure control shaft gear and sets the camshafts in motion. The rocker arms, one for the valve, are kept in contact with the corre- sponding cam by an hydraulic tappet, thus eliminating the need for regular adjustments. STRUCTURE AND OPERATION ---===WSE_1506_00003_0052.djvu===--- 11-4 2.1 Timing system and auxiliary system diagram Replace both chains even if an abnor- mality occurs in only one chain. When replacing the chains, it is also neces- sary to replace the oil pump/vacuum unit gear, the drive gear, each skid (upper, upper side, lower side, and lower), the camshaft control gear and the chain stretcher. Replace the chain stretcher with anti- return device each time you disassem- ble the timing system. Once the lock of the main body opens and the piston is thrust outward, the chain stretcher can no longer be reinstalled in its original position. 2.2 Hydraulic chain stretcher upper STRUCTURE AND OPERATION ---===WSE_1506_00003_0053.djvu===--- 11 11-5 3. Main Bearing Undersize main bearings are provid- ed as spare parts. A thrust plate is installed on the central half-bearing. The pilot hole in bulkhead of #5 posi- tion is larger than the pilot holes in bulkheads of #1 to #4 positions. (#1 to #4 positions are the same size.) 4. Connecting Rod, Piston A replacement piston is supplied with piston rings, the piston pin and the snap ring. ---===WSE_1506_00003_0053.djvu===--- 11 11-5 3. Main Bearing Undersize main bearings are provid- ed as spare parts. A thrust plate is installed on the central half-bearing. The pilot hole in bulkhead of #5 posi- tion is larger than the pilot holes in bulkheads of #1 to #4 positions. (#1 to #4 positions are the same size.) 4. Connecting Rod, Piston A replacement piston is supplied with piston rings, the piston pin and the snap ring. ---===WSE_1506_00003_0054.djvu===--- 11-6 4.1 Piston Etched on the top of the piston are the following. The type of engine. Class selection and supplier. Piston mounting direction. Passed mark: "Test passed" sym- bol. 4.2 Connecting rod Each connecting rod has its cap marked with the following. A number indicating the weight class of the connecting rod mount- ed in production. A letter: O or X indicating the diam- eter class of the big end mounted in production. STRUCTURE AND OPERATION ---===WSE_1506_00003_0055.djvu===--- 11 11-7 5. Rocker Arms, Tappets The rocker arm assembly is com- posed of the rocker arm, hydraulic tap- pet, made integral with each other by the clip. 5.1 Cross section of the hydraulic tappet A=32.44mm±0.3mm,endofstroke B = 31.30 mm, working position C=29.75mm±0.25mm,startof stroke ---===WSE_1506_00003_0056.djvu===--- 11-8 Symptoms Reference Gr Possible causes Cylinder head and valve mechanism Rocker arm broken/out of place OO Rocker arm roll worn OO Hydraulic tappet leakage OO Hydraulic tappet blocked OO Worn valve and valve seat; carbon deposits OO Defective cylinder head gasket OO Weakened valve spring OO Defective timing chain-related parts O Timing sprockets/skids Incorrect tension on chain branches O Poor lubrication of timing gears and idler shaft O Camshaft Worn camshaft O Pistons and connecting rods Worn/damaged piston ring groove(s) OO Worn/damaged piston ring(s) OO Worn piston pin and connecting rod small end O Crankshaft Excessive end play in crankshaft O Incorrectly fitted crankshaft O Worn/damaged crankshaft pins and connecting rod bearings O Worn/damaged crankshaft journals and main bear- ings O Fuel system Defective high pressure pump OO Gr13 Faulty fuel spray from injector OO Inappropriate fuel injection timing OO Air trapped in fuel system components O Cooling system Malfunctioning cooling system O Gr14 Loose/damaged V-belts O Intake and exhaust system Clogged air cleaner O Gr15 Clogged muffler O Defective/incorrectly fitted alternator and other auxiliaries OOGr14 Incorrect oil viscosity O Gr12 Improper fuel O Gr13 Incorrectly fitted piping and hoses O Malfunctioning turbocharger OOGr15 TROUBLESHOOTING ---===WSE_1506_00003_0057.djvu===--- MEMO 11-9 11 ---===WSE_1506_00003_0058.djvu===--- 11-10 Removal sequence Installation sequence Follow the removal sequence in reverse. CAUTION When lifting the engine, make sure that the engine does not strike the cab and the rear body. Only use hoisting equipment appropriate for the engine weight (approximately 350 kg). Tightening torque (Unit: N·m {kgf·m}) Mark Parts to be tightened Tightening torque Remarks Nut (cushion rubber installation) 115 {12} -- Bolt (engine mounting support bracket installation) 58.7 {6.0} -- Bolt (engine mounting support bracket installation) 81.4 {8.3} -- Bolt (engine mounting support cross member installation) 106 {11} -- P501557 3 4 1 2 1 Engine 2 Cushion rubber 3 Engine mounting support cross member 4 Engine mounting support bracket ENGINE REMOVAL AND INSTALLATION <TILT CAB> ---===WSE_1506_00003_0058.djvu===--- 11-10 Removal sequence Installation sequence Follow the removal sequence in reverse. CAUTION When lifting the engine, make sure that the engine does not strike the cab and the rear body. Only use hoisting equipment appropriate for the engine weight (approximately 350 kg). Tightening torque (Unit: N·m {kgf·m}) Mark Parts to be tightened Tightening torque Remarks Nut (cushion rubber installation) 115 {12} -- Bolt (engine mounting support bracket installation) 58.7 {6.0} -- Bolt (engine mounting support bracket installation) 81.4 {8.3} -- Bolt (engine mounting support cross member installation) 106 {11} -- P501557 3 4 1 2 1 Engine 2 Cushion rubber 3 Engine mounting support cross member 4 Engine mounting support bracket ENGINE REMOVAL AND INSTALLATION <TILT CAB> ---===WSE_1506_00003_0059.djvu===--- 11 11-11 Removal procedure Work before removal Remove the transmission. (See Gr22.) Drain off the cooling water. (See Gr14.) Remove the wiring, pipes and related parts in the vicinity of the engine. Remove the rear mounting bridge. (See Gr42.) Removal: Engine Connect the wires to the chain block and onto the three hangers on the engine and lift the engine with a crane until they are tight. Support the transmission with a transmission jack. Check that all wiring and piping have been disconnected from the engine. Remove the bolts shown in the drawing from the bottom of the vehicle and separate the engine from the engine mounting sup- port cross member. 耦縕緫緱縑繮繢翎 翎芷舲艆芷舃 芮芾莆芷荕艆芷舲 荑莆苆苆芾荃荕 臏荃芾荑荑 芮舃芮膴舃荃 罡芾芎荕 罡芾芎荕 ---===WSE_1506_00003_0060.djvu===--- 11-12 Adjust the lifting angle of the engine as necessary in this step. Once the engine has cleared the rear of the cab, turn the engine 90 degrees clockwise so as to prevent it from hitting the frame and cab, then lower it to the right side of the vehicle. Inspection procedure Inspection: Cushion rubber Check the entire periphery of the cushion rubber for cracks, breakage, oil stains or any other defect. Replace the cushion rubber if it is defective. Installation procedure Installation: Cushion rubber Install the stopper and the shell cover on the cushion rubber, and then install them on the engine. Installation: Engine While finely adjusting the hoisting angle of the engine, install the engine taking care that it does not strike the frame or the cab. Install the engine on the engine mounting support cross mem- ber. Remove the wire and chain block from the engine hanger (3 points). 耦縕緫緱縑繮繮翎 聠舴舃芎芎 臏芾莍舃荃 聠荕芾苆苆舃荃 羑莆荑舴艆芾芷 荃莆膴膴舃荃 耔莆荕 聠臏荃舃莒 耔莆荕 翎芷舲艆芷舃 紣 荕荃膄芷荑芮艆荑艆芾芷 耦縕緫緱縕緫緫翎 翎芷舲艆芷舃 芮芾莆芷荕艆芷舲 荑莆苆苆芾荃荕 膴荃膄臏艏舃荕 翎芷舲艆芷舃 芮芾莆芷荕艆芷舲 荑莆苆苆芾荃荕 臏荃芾荑荑 芮舃芮膴舃荃 罡芾芎荕 ENGINE REMOVAL AND INSTALLATION <TILT CAB> ---===WSE_1506_00003_0061.djvu===--- 11 11-13 Work after installation Install the transmission. (See Gr22.) Reinstall the wiring, pipes and related parts in the vicinity of the engine. Reinstall the rear mounting bridge. (See Gr42.) Replenish cooling water. (See Gr14.) ---===WSE_1506_00003_0062.djvu===--- 11-14 Removal sequence Installation sequence Follow the removal sequence in reverse. CAUTION When removing and installing the engine, make sure that the engine does not strike the cab and the rear body. Secure the engine with the engine jack before removing each part. 耦縕緫緱縕緫緱 緱 縑 緹 縈 1 Engine 2 Cushion rubber 3 Engine mounting support cross member 4 Engine mounting support bracket ENGINE REMOVAL AND INSTALLATION <FIXED CAB> ---===WSE_1506_00003_0063.djvu===--- 11 11-15 Tightening torque (Unit: N·m {kgf·m}) Removal procedure Work before removal Jack up the vehicle. (See Gr00.) Remove the transmission. (See Gr22.) Remove the front axle. (See Gr26.) Drain off the cooling water. (See Gr14.) Remove the wiring, pipes and related parts in the vicinity of the engine. Removal: Engine Support the engine with an engine jack. Check that all wiring and piping are completely disconnected from the engine. Unscrew the nut out of the bolt at each section of the engine mounting while adjusting the lifting amount of the engine (jacked-up height), then take out the engine mounting support brackets from inside the engine room. Mark Parts to be tightened Tightening torque Remarks Nut (cushion rubber installation) 115 {12} -- Bolt (engine mounting support bracket installation) 58.7 {6.0} -- Bolt (engine mounting support bracket installation) 81.4 {8.3} -- Bolt (engine mounting support cross member installation) 106 {11} -- 耦縕緫緱縕緫緹翎 罡芾芎荕 翎芷舲艆芷舃 芮芾莆芷荕艆芷舲 荑莆苆苆芾荃荕 膴荃膄臏艏舃荕 翎芷舲艆芷舃 芮芾莆芷荕艆芷舲 荑莆苆苆芾荃荕 臏荃芾荑荑 芮舃芮膴舃荃 罡芾芎荕 耔莆荕 罡芾芎荕 ---===WSE_1506_00003_0064.djvu===--- 11-16 While keeping the engine level, fully lower the engine. Lift the vehicle with a jack and move the engine forward. Inspection procedure Inspection: Cushion rubber Check the entire periphery of the cushion rubber for cracks, breakage, oil stains or any other defect. Replace the cushion rubber if it is defective. Installation procedure Installation: Cushion rubber Support the engine with the engine lifter. While maintaining the engine horizontal, move the cushion rub- ber to the bottom of the frame, and then slowly raise the engine. While adjusting the lift of the engine (jacked-up height), install the nuts and bolts. Remove the engine lifter. 耦縕緫緱縕緫緹翎 罡芾芎荕 翎芷舲艆芷舃 芮芾莆芷荕艆芷舲 荑莆苆苆芾荃荕 膴荃膄臏艏舃荕 翎芷舲艆芷舃 芮芾莆芷荕艆芷舲 荑莆苆苆芾荃荕 臏荃芾荑荑 芮舃芮膴舃荃 罡芾芎荕 耔莆荕 罡芾芎荕 ENGINE REMOVAL AND INSTALLATION <FIXED CAB> ---===WSE_1506_00003_0065.djvu===--- 11 11-17 Work after installation Install the transmission. (See Gr22.) Install the front axle. (See Gr26.) Install the wiring, pipes and related parts in the vicinity of the en- gine. Jack down the vehicle. (See Gr00.) Replenish the cooling water. (See Gr14.) ---===WSE_1506_00003_0066.djvu===--- 11-18 Tightening torque (Unit: N·m {kgf·m}) Mark Parts to be tightened Tightening torque Remarks -- Bolt (oil return pipe mounting) 10 {1} -- Bolt (bracket mounting) -- Bolt (oil cooler mounting) 25 {2.5} -- Bolt (connection pipe mounting) Bolt (high pressure pipe bracket mounting) Bolt (mixing pipe mounting) Bolt (pulley mounting) Bolt (water pump mounting) M8 Bolt (alternator bracket mounting) M8 Bolt (water pipe mounting) Nut (air inlet pipe mounting) Bolt (oil level gauge mounting) Bolt (exhaust gas recirculation unit mounting) Bolt (intake manifold mounting) Bolt (thermostat mounting) Bolt (automatic tensioner mounting) Bolt (oil return hose mounting) Bolt (exhaust manifold and turbocharger mounting) Bolt (bracket mounting) Bolt (coolant outlet pipe clamp mounting) Eyebolt (coolant outlet pipe mounting) Eyebolt (water inlet pipe) -- Bolt (alternator mounting) 40 {4.0} -- Bolt (idle pulley mounting) Water temperature sensor -- Bolt (water pump mounting) M10 50 {5.0} -- Bolt (alternator bracket mounting) M10 Bolt (engine support mounting) -- Nut (exhaust gas recirculation valve pipe mounting) 30 {3.1} -- Connector (oil pipe mounting) -- Automatic cooling fan coupling 90 to 112 {9.2 to 11} -- -- Bolt (common rail mounting) 28 {2.8} -- -- Bolt (injector bracket mounting) 32 {3.2} -- -- Connector (fuel pipe mounting) Injector side 25±2{2.5±0.2} -- Common rail side 27±2{2.7±0.2} -- Connector (high pressure fuel pipe mounting) Common rail side 27±2{2.7±0.2} -- High pres- sure fuel pump side 25±2{2.5±0.2} -- Oil filter 25 to 30 {2.5 to 3.1} -- -- Air pulling out plug 1.5 ± 0.6 {0.15 ± 0.06} -- -- Vacuum pipe 35 {3.6} -- WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0067.djvu===--- 11 11-19 Lubricant and/or sealant Special tools Mark Points of application Specified lubricant and/or sealant Quantity -- O-ring Engine oil As required Bracket bolt (turbocharger mounting) Loctite 242 Mark Tool name and shape Part No. Application Engine rotary stand bracket MH063991 Securing engine (to be used in combi- nation) PRECAUTIONS ON USE 1. Holes in for securing are necessary. Drill holes in right and left rails of . Recommended drilled hole diame- ter :Φ13mm Recommended mounting bolts and nuts : M12×1.25 2. Fit the to the carefully with considering the balance of en- gine. 3. Never rotate engine when oil is re- maining inside. (Otherwise oil en- ters the combustion chamber, which will necessitate an over- haul.) Rotary stand MH063960 Torque wrench MH063089 Installation of injection pipe and fuel pipe Head, flare nut wrench (width across flats: 18 mm) MH063983 Head, flare nut wrench (width across flats: 19 mm) MH063982 Socket wrench MH064203 Removal and installation of injection pipe and fuel pipe <Four wheel drive> ---===WSE_1506_00003_0068.djvu===--- 11-20 Removal procedure If fine dust enters the high pressure fuel pump, engine perfor- mance will significantly be affected. Be sure to cover the open- ings after removing parts such as pipes. Coupling fan attachment MH064219 Removal and installation of pulley Injector extractor MH064377 Removal of injector (Removal of No.4 injector when it is on-board is possible.) : This work requires protection against dust. Mark Tool name and shape Part No. Application WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0069.djvu===--- 11 11-21 Removal: Engine cable, duct, starter To be able to fit the for the to the crankcase, it is nec- essary to carry out some preliminary operations as described below. Remove the engine cable together with the duct, disconnecting the electrical connections from the following parts. VGT (Variable Geometry Turbocharger) position sensor. Glow plugs. Pressure sensor. Pressure regulation valve. Camshaft timing sensor. Engine speed sensor. Oil pressure sensor. Remove the starter motor. NOTE Block the turbocharger air/exhaust gas inlets and outlets to prevent the entry of foreign material. Working from the left-hand side Remove the pipe for checking the oil level. Unscrew and remove the screw fastening the pipe to the intake manifold; unscrew and remove the screws fastening the pipe to the oil pan. Remove the engine support. Working from the right-hand side Remove the oil return pipe from the turbocharger and crank- case. Unscrew the engine support and the bracket. Remove the fixing screws and remove the engine support. Fit the to the crankcase and use these to secure the en- gine to the . Drain the oil from the engine by removing the plug from the oil pan. ---===WSE_1506_00003_0070.djvu===--- 11-22 Removal: Vacuum pipe Remove the eyebolt, and remove the vacuum pipe. Removal: Oil filter case, oil filter element Loosen the oil filter case (by approx. 2.5 turns). Remove the air bleeder plug. Remove the oil filter case. Remove the oil filter element and O-ring. Removal: Air inlet pipe Remove the nuts and detach the air inlet pipe. Removal: Mixing pipe Remove the mixing pipe. Removal: Connection pipe Remove the two nuts; disconnect the pipe from the intake mani- fold. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0071.djvu===--- 11 11-23 Remove the clamps from the connection pipe. Removal: Gasket, stud bolt Remove the gasket. Remove the stud bolts. Removal: Water pipe Remove the water pipe from the oil cooler. Removal: Thermostat, water temperature sensors Remove the thermostat and the water temperature sensor. Removal: Fuel return pipe Remove the clamp fastening the fuel return pipe to the common rail. Open the quick release union and remove the fuel return pipe for fuel return from the common rail. : This work requires protection against dust. ---===WSE_1506_00003_0072.djvu===--- 11-24 Removal: Boost pressure and temperature sensor Remove the boost pressure and temperature sensor from the in- take manifold. Removal: High pressure fuel pipe Loosen the bolts of the pipe retaining bracket and remove the high pressure fuel pipe. Removal: Low pressure pipe Remove the connectors on the injector side and the common rail side of the fuel pipe. Remove the common rail from the engine overhead. Removal: Bracket Remove the bracket. Removal: Low pressure fuel return pipe To remove the low pressure fuel return pipe from the injectors it is necessary to open the quick couplers. To open the quick couplers press on the side tabs and raise the central body as shown in the figure. : This work requires protection against dust. : This work requires protection against dust. : This work requires protection against dust. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0073.djvu===--- 11 11-25 Removal: Intake manifold Remove the intake manifold together with the gasket. Removal: Fuel pipe, common rail Remove the injector side connectors using <Four wheel drive>. Remove the common rail side connectors. Unscrew and remove the bolts. Detach the common rail from the engine overhead. Removal: Injector bracket Remove the injector bracket. Removal: Injector Remove the injector from the engine overhead using . (There is no gasket as the injector employs a direct sealing structure.) : This work requires protection against dust. : This work requires protection against dust. : This work requires protection against dust. ---===WSE_1506_00003_0074.djvu===--- 11-26 Removal: Oil cooler Remove the bolts and detach the oil cooler with its gasket. CAUTION Do not remove the four bolts inside the oil filter support. If you remove these bolts, the heat exchanger in the oil cooler will become loose, which will mix oil and water, posing a danger. The crankcase does not have a drain plug for draining off the cooling water, so when you remove the crankcase the cooling water will flow out. In this case, rotate the engine until all of the cooling water remaining in the engine flows out. Removal: Automatic cooling fan coupling, belt Install on the pulley, loosen the nut, and then remove the automatic cooling fan coupling. CAUTION The automatic cooling fan coupling has left hand thread. Using a wrench, by turning the automatic tensioner in the direc- tion of the arrow so as to slacken the belt. Insert a screwdriver, or the like, into the hole in the automatic tensioner, and lock the automatic tensioner in the "Stop" posi- tion. Remove the belt. Remove the screwdriver that you inserted, from the automatic tensioner. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0075.djvu===--- 11 11-27 Removal: Alternator, idler pulley, automatic tensioner Loosen bolt C, and remove the idler pulley. Loosen bolt D, and remove the automatic tensioner. Remove through bolt A fixing the alternator. Remove bolt B, and then remove the alternator. Removal: Support Remove the alternator support from the crankcase. Removal: Water pipe Free the clamp on the water outlet pipe, and remove the water pipe. Remove the eyebolt together with the copper gasket. Removal: Breather pipe Remove the breather pipe from the cover. Removal: Hose Free the clamp, separate it from the position where it was fixing the hose, then move it in the direction of the arrow and remove the hose. ---===WSE_1506_00003_0076.djvu===--- 11-28 Removal: Bracket Remove the bracket. Removal: Water inlet pipe, water outlet pipe, exhaust pipe, EBS (Exhaust Brake System) valve Remove the clamp at the top of the water outlet pipe. Remove the water inlet pipe form the EBS (Exhaust Brake Sys- tem) valve. Remove the water outlet pipe form the EBS (Exhaust Brake Sys- tem) valve. Loosen and remove the eyebolt. Remove the water outlet pipe from the turbocharger. CAUTION Be careful not to inhale particles of Loctite when removing the bolt A. Be careful not to damage threads when loosening the bolt A. Remove the air pipe from the turbocharger. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0077.djvu===--- 11 11-29 Loosen and remove the eyebolt. Leave the water inlet pipe on the engine side. Loosen the clamp and remove the exhaust pipe from the EBS (Exhaust Brake System) valve. Loosen the clamp and remove the EBS (Exhaust Brake System) valve from the turbocharger. Removal: Oil return hose Loosen the clamp on the oil return hose and remove the oil re- turn hose from the turbocharger. Removal: Hose Open the clamps and move them away from the position locking the pipe to the water outlet pipe and EGR (Exhaust Gas Recir- culation) unit. Remove the pipe. ---===WSE_1506_00003_0078.djvu===--- 11-30 Removal: Hose Remove the retaining clamps. Remove the hose from EGR (Exhaust Gas Recirculation) and from the cover. Removal: EGR (Exhaust Gas Recirculation) unit Loosen and remove the clamp bolts. Remove the EGR (Exhaust Gas Recirculation) connection pipe and gasket from the EGR (Exhaust Gas Recirculation) unit. Remove the bolt on the exhaust manifold side, then remove the EGR (Exhaust Gas Recirculation) valve pipe from the exhaust manifold. Remove the EGR (Exhaust Gas Recirculation) unit. Removal: Oil pipe, insulator Remove the oil pipe. Remove the insulator. Be careful not to lose the spacer. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0079.djvu===--- 11 11-31 Removal: Bracket Remove the bracket at the bottom of the turbocharger. Removal: Exhaust manifold, turbocharger Remove the exhaust manifold together with the turbocharger. Remove the gasket between the exhaust manifold and cylinder head. Removal: Turbocharger Remove the exhaust manifold from the turbocharger. Removal: Water pipe, supporting bracket Remove the water pipe together with the supporting bracket. Removal: Hose Remove the hose. ---===WSE_1506_00003_0080.djvu===--- 11-32 Removal: Water inlet pipe Loosen the pipe mounting bolt for the crankcase and turbo- charger eyebolt and remove the water inlet pipe together with the copper gasket. Removal: Pulley Hold the pulley using , then remove the pulley from the wa- ter pump. Removal: Water pump Remove the water pump, and remove the gasket. The crankcase does not have a drain plug for draining off the cooling water, so when you remove the crankcase the cooling water will flow out. In this case, rotate the engine until all of the cooling water remaining in the engine flows out. For further removal procedures, see later sections. Timing gear case Over head, cylinder head Pistons, connecting rod Flywheel Timing gears, chain Crankshaft, crankcase WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0081.djvu===--- 11 11-33 Installation procedure For further installation procedures, see later sections. Timing gear case Over head, cylinder head Pistons, connecting rod Flywheel Timing gears, chain Crankshaft, crankcase Installation: Water pump Install the water pump with a new gasket. Install in the screws and tighten them to the prescribed torque. Bolts M10  1.5  55 mm torque 50 N·m {5.0 kgf·m}. Bolts M8  1.25  45 mm torque 25 N·m {2.5 kgf·m}. Installation: Pulley Install the pulley on the water pump, hold the pulley using , and then install the bolts to a torque of 25 N·m {2.5 kgf·m}. Installation: Water inlet pipe Install the water inlet pipe on the crankcase. Installation: Hose Install the hose. ---===WSE_1506_00003_0082.djvu===--- 11-34 Installation: Water pipe Install the water pipe. Install the fixing screws and tighten it to a torque of 25 N·m {2.5 kgf·m}. Installation: Oil return pipe connector Install the oil return pipe connector on the turbocharger. Installation: Turbocharger, exhaust manifold Install the turbocharger together with the gasket on the exhaust manifold. Install a new gasket together with the exhaust manifold. Installation: Bracket Install the bracket at the bottom of the turbocharger. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0083.djvu===--- 11 11-35 Installation: Insulator, oil pipe Install the insulator together with the spacer. Install the exhaust manifold together with the spacer and insula- tor. Install the oil pipe on the turbocharger and cylinder head. Installation: EGR (Exhaust Gas Recirculation) unit Install the EGR (Exhaust Gas Recirculation) unit on the over- head and tighten the bolt. Install the EGR (Exhaust Gas Recirculation) connection pipe and gasket on the EGR (Exhaust Gas Recirculation) unit. Install the clamp as shown. Tighten the bolt. Installation: Hose Connect the hose with the heat exchanger and the cover. Retain it with the new clamps. Installation: Hose Connect the hose between the water pipe and the EGR (Ex- haust Gas Recirculation) unit. Fasten the hose to the adapters using the clamps. ---===WSE_1506_00003_0084.djvu===--- 11-36 Installation: EGR (Exhaust Gas Recirculation) valve pipe Install the EGR (Exhaust Gas Recirculation) valve pipe together with a new gasket on the exhaust manifold. Installation: Oil return hose Install the oil return hose on the turbocharger. Installation: Exhaust pipe, EBS (Exhaust Brake System) valve Install the EBS (Exhaust Brake System) valve on the turbo- charger. Install the exhaust pipe on the EBS (Exhaust Brake System) valve. Install the clamp and position it so that the bolt will not interfere with the EBS (Exhaust Brake System) valve when the valve op- erates. Tighten the eyebolt and install the water inlet pipe on the turbo- charger. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0085.djvu===--- 11 11-37 Installation: Air pipe Install the air pipe on the turbocharger. Installation: Bracket Install the bracket. Installation: Water inlet pipe, water outlet pipe Install the water outlet pipe on the turbocharger. Apply sealant to the bolt A, then install the bracket on the air pipe. (Loctite 242) CAUTION Be careful not to inhale particles of Loctite on the bolt A or aluminum chips. Be careful not to damage threads when tightening the bolt A. Install the bracket on the air pipe with the bolt A. Screw the eyebolt into the turbocharger and tighten it. Tighten the bolt B on the crankcase. Screw in the water inlet pipe and water outlet pipe to their stop positions, then install the clamps. ---===WSE_1506_00003_0086.djvu===--- 11-38 Install the upper part of the water outlet pipe. Install the clamp. Installation: Pipe Install the hose with the clamp. Installation: Breather pipe Install the breather pipe on the cover using a new clamp. Installation: Water pipe Install the water outlet pipe on the crankcase using a new clamp. Install the eyebolt together with a new gasket. Installation: Support Install the support on the crankcase. Install the bolts and tighten them to the prescribed torque. Bolts A M10  1.25 torque 50 N·m {5.0 kgf·m}. Bolts B M8  1.25 torque 25 N·m {2.5 kgf·m}. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0087.djvu===--- 11 11-39 Installation: Alternator, idler pulley, automatic tensioner Install the alternator on the bracket, and tighten bolts A and B to a torque of 40 N·m {4.0 kgf·m}. Install the automatic tensioner, and tighten bolt D to a torque of 25 N·m {2.5 kgf·m}. Install the idler pulley, and tighten bolt C to a torque of 40 N·m {4.0 kgf·m}. Installation: Belt, automatic cooling fan coupling Insert a screwdriver, or the like, into the hole in the automatic tensioner, and lock the automatic tensioner in the "Stop" posi- tion. Install the belt. After operating the automatic tensioner in the direction of the ar- row using a wrench, remove the driver. Install on the fan pulley. Holding , tighten the automatic cooling fan coupling to a torque of 90 to 112 N·m {9.2 to 11 kgf·m}. CAUTION The automatic cooling fan coupling has left hand thread. If it is difficult to check the tightening torque of the automatic cooling fan coupling, set a torque wrench at the while re- taining the automatic cooling fan coupling with a wrench, turn the wrench so as to fix the fan pulley, and check the tightening torque. In this case, the value of the tightening torque must take into ac- count of the 230 mm length of the . ---===WSE_1506_00003_0088.djvu===--- 11-40 Installation: Oil cooler Install the oil cooler together with a new gasket on the crank- case, and install it using a torque of 25 N·m {2.5 kgf·m}. Install a new dust guard on the injector. Install the injector on the engine overhead, and temporarily in- stall the injector bracket. (The injector is of a direct sealing type, so it does not use a gasket.) After installing the fuel pipe and the common line, tighten the in- jector bracket to a torque of 32 N·m {3.2 kgf·m}. Installation: Common rail, fuel pipe Install the common rail on the engine overhead. Tighten the bolt to a torque of 28 N·m {2.8 kgf·m}. Connect the new fuel pipes to the injectors and the common rail. Install the injector side connectors using . <Four wheel drive> Connector on the injector torque 25 ± 2 N·m {2.5 ± 0.2 kgf·m} Install the common rail side connectors using and . Connector on the common rail torque 27 ± 2 N·m {2.7 ± 0.2 kgf·m} Installation: Intake manifold Install the intake manifold with a new gasket. Tighten the screws to the prescribed torque: 25 N·m {2.5 kgf·m}. : This work requires protection against dust. : This work requires protection against dust. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0089.djvu===--- 11 11-41 Installation: Low pressure fuel return pipe Install the injectors low pressure fuel return pipe. Push down the center body of the quick coupler in the direction of the arrow. Installation: Bracket Fit the bracket. Tighten the screw to a torque of 25 N·m {2.5 kgf·m}. Installation: Low pressure pipe Clamp the quick coupling and the clamp of the low pressure fuel pipe to the high pressure fuel pump, and install the low pressure fuel pipe. Fix the low pressure fuel pipe to the clip. Installation: High pressure fuel pipe Install a new high pressure fuel pipe. Screw the bracket to the intake manifold using the bolt. Tighten the bolt to a torque of 25 N·m {2.5 kgf·m}. Screw the connector in the high pressure fuel pump and tighten itto atorque of25±2N·m{2.5±0.2kgf·m}using and . Screw the connector in the common rail and tighten it to a torque of27±2N·m{2.7±0.2kgf·m}using and . : This work requires protection against dust. : This work requires protection against dust. : This work requires protection against dust. ---===WSE_1506_00003_0090.djvu===--- 11-42 Installation: Boost pressure and temperature sensor Install the boost pressure and temperature sensor on the intake manifold. Installation: Fuel return pipe Install the fuel return pipe. Fasten the fuel return pipe to the common rail by means of a clamp. Connect the fuel return pipe with the quick coupling to the high pressure pump return pipe. Installation: Thermostat, water temperature sensors Install a new gasket between the thermostat and the cylinder head, and install the thermostat on the cylinder head using a torque of 25 N·m {2.5 kgf·m}. Install the water temperature sensor on the thermostat using a torque of 40 N·m {4.0 kgf·m}. Installation: Water pipe Apply engine oil to a new O-ring. Install the water pipe on the oil cooler using a torque of 25 N·m {2.5 kgf·m}. Installation: Connection pipe Install a new gasket. : This work requires protection against dust. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0091.djvu===--- 11 11-43 Install the connection pipe using a clamp. Install the connection pipe on the intake manifold using a torque of 25 N·m {2.5 kgf·m}. Installation: Mixing pipe Install a new gasket on the mixing pipe, and install the mixing pipe on the intake manifold using a torque of 25 N·m {2.5 kgf·m}. Installation: Air inlet pipe Install the air inlet pipe together with a new gasket on the intake manifold, using a torque of 25 N·m {2.5 kgf·m}. ---===WSE_1506_00003_0092.djvu===--- 11-44 Installation: Oil filter case, oil filter element Apply engine oil to a new O-ring, and install the O-ring on the oil filter case. Use the O-ring and air bleeder plug that are provided with the new oil filter element. Install the oil filter element with the hole facing downward. Install a new air bleeder plug on the oil filter case using a torque of 1.5 ± 0.6 N·m {0.15 ± 0.06 kgf·m}. CAUTION Do not overtighten the air bleeder plug. Otherwise, the air bleeder plug will be damaged. Install the oil filter case on the oil filter support using a torque of 25 to 30 N·m {2.5 to 30 kgf·m}. Installation: Vacuum pipe Install the vacuum pipe using a torque of 35 N·m {3.6 kgf·m}. Work after installation Removal: Rotary stand Install the suspension hook on the engine hanger, then fix the engine hanger to the hoist, and lower the engine from the . Remove the . Working by the engine right side Screw the oil return pipe of the turbocharger to the crankcase and torque the bolts to 50 N·m {5.0 kgf·m}. Attach the bracket to the crankcase and tighten the bolts to a torque of 50 N·m {5.0 kgf·m}. WORK FOR OVERHAULING ENGINE ---===WSE_1506_00003_0093.djvu===--- 11 11-45 Working on the left side of the engine Install the engine support using a torque of 50 N·m {5.1 kgf·m}. Install the oil level gauge guide on the intake manifold and the oil pan using a torque of 25 N·m {2.5 kgf·m}. Installation: Engine cable Install the engine assembly with the engine cable connecting the electrical connectors. VGT (Variable Geometry Turbocharger) position sensor. Glow plugs. Pressure regulation valve. Pressure sensor. Pressure regulation. Camshaft timing sensor. Engine speed sensor. Oil pressure sensor. ---===WSE_1506_00003_0094.djvu===--- 11-46 Removal sequence Installation sequence Follow the disassembly sequence in reverse. 1 Breather hose 2 Cover 3 O-ring 4 Seal ring 5 Snap ring 6 Air cleaner (centrifugal filter) 7 Damper pulley 8 Front oil seal 9 Plug 10 Distribution cover 11 Gasket 12 Camshaft timing sensor (See Gr54.) 13 Oil filter cap 14 O-ring 15 Cover 16 Gasket * a: Crankshaft : Non-reusable parts TIMING GEAR CASE ---===WSE_1506_00003_0095.djvu===--- 11 11-47 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Special tools Mark Parts to be tightened Tightening torque Remarks Bolt (cover mounting) 9{0.9} -- Nut (cover mounting) Bolt (distribution cover mounting) 25 {2.5} -- Plug Bolt (damper pulley mounting) 350 {35} -- Bolt (camshaft timing sensor mounting) 10 {1.0} -- Mark Points of application Specified lubricant and/or sealant Quantity O-ring Engine oil As required Crankshaft tip and front oil seal installer O-ring White industrial petroleum jelly As required Inside surfaces of air cleaner and seal ring Bolt Loctite 243 As required Mark Tool name and shape Part No. Application Retainer, flywheel MH063967 Stop the rotation of the flywheel <C3> Retainer, flywheel MH064205 Stop the rotation of the flywheel <C4> Seal ring remover MH063989 Removal of front oil seal Installer, front seal MH063962 Installation of front oil seal Handle MH063979 Centering of cover Shaft, cranking MH063969 Stop the rotation of the engine <Timing locating tool> ---===WSE_1506_00003_0096.djvu===--- 11-48 Removal procedure Removal: Air cleaner (centrifugal filter) Remove the nuts and the cover. Take off the snap ring. Pull out the air cleaner. NOTE The centrifugal filter and the seal ring of the cover must be changed at every removal. Removal: Damper pulley Using or , block rotation of the engine flywheel, through the starter opening. If is to be used, remove the snap ring provided for falling down prevention. <C3> Take out the bolt and remove the damper pulley. TIMING GEAR CASE ---===WSE_1506_00003_0097.djvu===--- 11 11-49 Removal: Distribution cover, front oil seal Screw in as far as it goes on the crankshaft and put each part of it in the removal position. Tighten the center bolt of to remove the front oil seal from the distribution cover Remove the gasket remaining on the crankshaft. Remove the distributor cover. CAUTION When you are hard to remove the front oil seal by , remove the distribution cover and then evenly tap the far side of the seal with a soft faced mallet to remove it. Use care not to damage the mating surface of the seal. Removal: Camshaft timing sensor, cover Take out the bolt and remove the camshaft timing sensor. Remove the bolts and nuts; remove the cover. Inspection procedure Inspection: O-ring Visually check the O-ring. Replace it with a new part if scratched, contaminated, cracked or otherwise damaged. Installation procedure Installation: Cover, camshaft timing sensor Install a new gasket on the cover. Fit the gasket in the housing for the cover with the "knife edge" facing the engine. Align the three references (A, B and C) on the gasket with the seats in the cover. Apply to the thread for bolt (7) only. Tighten the nuts and bolts in the sequence (1) to (9) indicated in the drawing, and install the cover on the overhead cover using a torque of 9 N·m {1.0 kgf·m}. Install the camshaft timing sensor on the cover using a torque of 10 N·m {1.0 kgf·m}. CAUTION When installing the camshaft timing sensor, take care that the O-ring does not break. ---===WSE_1506_00003_0098.djvu===--- 11-50 Installation: Distribution cover, front oil seal Install a new gasket on the distribution cover. Temporarily fix the distribution cover. Clean the distribution cover surface where the front oil seal is mounted. Install -A on the crankshaft and tighten the tool as far as it goes. Apply to the lip of a new front oil seal, -A, and the indi- cated area of the crankshaft. : Engine Oil Check which side the front oil seal should face during installa- tion. Install the front oil seal on the distribution cover by a hand and push it as far as it goes for temporal installation. Place -B over -A and turn -Bbyahandtopush the front oil seal onto the cover. Install a nut. Tighten the nut as far as -B goes. Install the in the housing of the air cleaner in order to cen- ter the cover. Turn the handle of the , and confirm that the rotates freely. Remove the plug. Using the , confirm that the engine timing remains un- changed. While checking the rotation of the , tighten the cover gradu- ally, and finally tighten it to the specified torque of 25 N·m {2.5 kgf·m}. Remove the , and . Install the plug using a torque of 25 N·m {2.5 kgf·m}. TIMING GEAR CASE ---===WSE_1506_00003_0099.djvu===--- 11 11-51 Installation: Damper pulley and air cleaner Install the damper pulley and temporarily tighten it. Install on the new air cleaner with a snap ring. Install a new seal ring and O-ring on the cover. Install the cover on the distribution cover. Tighten the nut to a torque of 10 N·m {1.0 kgf·m}. Installation: Damper pulley Prevent the flywheel from rotating using or through the starter opening. If is to be used, remove the snap ring provided for falling down prevention. <C3> Install the damper pulley. Tighten the bolt to a torque of 350 N·m {35 kgf·m}. ---===WSE_1506_00003_0100.djvu===--- 11-52 Removal sequence 1 Lock plug 2 Power steering oil hose (See Gr37.) 3 Spacer 4 Power steering oil pump (See Gr37.) 5 Coupling 6 Spacer 7 High pressure fuel pump (See Gr13.) 8 O-ring 9 Oil pump/vacuum unit (See Gr12 and Gr35.) 10 Gasket 11 Oil pump coupling 12 Upper chain stretcher 13 Lower chain stretcher 14 Mobile skid shaft 15 Upper mobile skid 16 Lower mobile skid 17 Camshaft control gear (exhaust) 18 Camshaft control gear (intake) 19 Single chain 20 Lock plug 21 Upper side skid 22 Lower side skid 23 Lower skid 24 Drive gear 25 High pressure fuel pump gear 26 Double chain 27 High pressure fuel pump control shaft 28 Locating pin 29 High pressure fuel pump support 30 O-ring (if fuel pump support has a notch) Gasket (if fuel pump support has no notch) 31 O-ring 32 Oil pump/vacuum unit gear 33 Power steering oil pump control shaft 34 Power steering oil pump support 35 O-ring 36 Gasket : Non-reusable parts TIMING GEAR, CHAIN ---===WSE_1506_00003_0101.djvu===--- 11 11-53 If fine dust enters the high pressure fuel pump, engine performance will significantly be affected. Be sure to cover the openings after removing parts such as pipes. NOTE Both chains and related parts must be replaced as a kit. A chain stretcher with self-locking mechanism needs to be replaced whenever it has been removed. The chain stretcher also needs to be replaced if the piston is inadvertently removed from the chain stretcher. Once the pump housing is unlocked and the piston protrudes, the chain stretcher cannot be assembled as before. Installation sequence 36353433313029282732262524232221 2019181716151413128761110954321 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant : This work requires protection against dust. Mark Parts to be tightened Tightening torque Remarks Nut (high pressure fuel pump support mounting) 25 {2.5} -- Nut (power steering oil pump support mounting) Bolt (lower side skid mounting) Bolt (lower skid mounting) Lock plug Bolt (high pressure fuel pump mounting) Bolt (oil pump/vacuum unit) Mobile skid shaft 40 {4.0} -- Bolt (power steering oil pump mounting) Lower chain stretcher 50 {5.0} -- Upper chain stretcher Bolt (oil pump/vacuum unit gear mounting) 130 {13} -- Bolt (camshaft control gear mounting) 110 {11} -- Bolt (drive gear mounting) 135 {13.5} -- Bolt (upper side skid mounting) 10 {1.0} -- Bolt (high pressure fuel pump mounting) Bolt (Power steering hose mounting) 37.8 ~ 54 {3.9 ~ 5.5} -- Mark Points of application Specified lubricant and/or sealant Quantity O-ring Engine oil As required Stud Loctite 243 As required ---===WSE_1506_00003_0102.djvu===--- 11-54 Special tools Removal procedure Work before removal Remove overhead lock plug. Crank the engine to turn the camshaft and align the threaded lock plug hole with cam notch, and then fit into the lock plug hole. Removal: Power steering oil pump Remove the bolts with the spacers and detach the power steer- ing oil pump. Mark Tool name and shape Part No. Application Cranking shaft MH063969 Stop the rotation of the engine <Timing locating tool> Power steering installer MH063965 Stop the rotation of the hydraulic pow- er steering pump control shaft Camshaft guide MH063968 Installation of overhead TIMING GEAR, CHAIN ---===WSE_1506_00003_0103.djvu===--- 11 11-55 Removal: High pressure fuel pump Set the engine to top dead center at the #1 cylinder. Loosen bolt A, and then remove it. Loosen bolt B, and remove it together with the spacer. Remove the high pressure fuel pump from the high pressure fuel pump support. Check the direction of the coupling installed on the high pres- sure fuel pump. Removal: Oil pump/vacuum unit Remove the oil pump/vacuum unit. Remove the oil pump coupling. Removal: Mobile skid shaft, mobile skid Remove the chain stretcher: upper and lower. Remove the mobile skid shaft and disassemble the mobile skid: lower and upper. Removal: Camshaft control gear and single chain Remove bolts A and B, and then remove the camshaft control gear (exhaust), camshaft control gear (intake) and single chain. (The single chain has no preferred mounting orientation (front/ back).) Removal: Lock plug, upper side skid Remove the rubber cap, the screws and the upper side skid. : This work requires protection against dust. ---===WSE_1506_00003_0104.djvu===--- 11-56 Removal: Lower side skid, lower skid Remove the bolts and the lower side skid. Remove the bolts and the lower skid. Removal: Drive gear, high pressure fuel pump gear, double chain Insert an appropriate wrench (T90 Torx bit socket) into the high pressure fuel pump control shaft to prevent the shaft from rotat- ing. Remove the screw and the single chain drive gear from the high pressure fuel pump control shaft. Remove the high pressure fuel pump gear double chain and the double chain from the high pressure fuel pump control shaft. (The double chain has no preferred mounting orientation (front/ back).) Removal: High pressure fuel pump control shaft, support Remove the high pressure fuel pump control shaft. Remove the nuts and the support. TIMING GEAR, CHAIN ---===WSE_1506_00003_0105.djvu===--- 11 11-57 Removal: Oil pump/vacuum unit gear Stop the rotation of the power steering oil pump control shaft by inserting in the shaft and fastening the on the support by means of the bolts. Remove the bolt and the gear from the hydraulic power steering pump control shaft. Removal: Power steering oil pump control shaft, support Remove the . Remove the hydraulic power steering pump control shaft. Remove the nuts and the support. ---===WSE_1506_00003_0106.djvu===--- 11-58 Installation procedure Installation: Cranking shaft Using the , rotate the crankshaft and install it by inserting it into the crankshaft hole from the cylinder lock hole. When rotating the crankshaft, be careful that it does not interfere with the valve. Stop rotating the engine when it is in a condition that enables the subsequent parts to be installed on it. Installation: Support, power steering oil pump control shaft Lubricate the new O-ring with engine oil and install it on the sup- port. Take care not to damage the O-ring. Apply Loctite 243 to the engine mating hole when the stud is re- placed with a new one. Install a new gasket and the power steering oil pump support, screw in the nuts, and then tighten them to a torque of 25 N·m {2.5 kgf·m}. Install the positioning pin on the power steering oil pump control shaft. Install the power steering oil pump control shaft on the inside of the power steering oil pump support. Stop the hydraulic power steering pump control shaft rotation of the hydraulic power steering pump by inserting in the latter the and fastening the on the support by means of the bolts. TIMING GEAR, CHAIN ---===WSE_1506_00003_0107.djvu===--- 11 11-59 Installation: High pressure fuel pump support, high pres- sure fuel pump control shaft If the high pressure fuel pump support has a notch for O-ring, in- stall the O-ring. If it has no notch, install the gasket. If it has a notch, apply engine oil to the new O-ring and install it to the high pressure fuel pump support. Be careful not to damage the O-ring during installation. If it has no notch, install the new gasket to the high pressure fu- elpump support. There is a housing for the locating pin in the through hole in the high pressure fuel pump gear. The through hole in the high pressure fuel pump gear has a ref- erence point which needs to be kept in a vertical position when timing the pump. There is a housing for the locating pin in the high pressure fuel pump control shaft. The position of the housing for the locating pin in the shaft has been determined so as to ensure the timing between the pump and crankshaft. Apply Loctite 243 to the engine mating hole when the stud is re- placed with a new one. Install the support and the nuts and tighten them to the pre- scribed torque (25 N·m {2.5 kgf·m}). Install the high pressure fuel pump control shaft of the high pres- sure fuel pump. Installation: Oil pump/vacuum unit gear Install the oil pump/vacuum unit gear on the power steering oil pump control shaft. Remove the bolt, and then remove the . ---===WSE_1506_00003_0108.djvu===--- 11-60 Installation: Drive gears, double chain As far as possible, install the high pressure fuel pump control shaft with the locating pin facing directly upward. Position the high pressure fuel pump gear so that the chamfered side is facing the drive gear, and install the double chain on the high pressure fuel pump gear. Align the high pressure fuel pump gear with the locating pin of the high pressure fuel pump control shaft, and then install it on the control shaft. After installing the fuel pump gear, press C of the double chain, and confirm that the chain is taut at sections A and B, and also that the locating pin of the high pressure fuel pump gear is facing directly upward. Clean the contacting faces of the drive gear and the high pres- sure fuel pump gear. Install the drive gear on the high pressure fuel pump control shaft, and temporarily tighten the bolt (to the extent that the drive gear can be easily rotated by hand). Installation: Lower side skid, lower skid Inspect the condition of each skid, and replace any worn skids. Install the lower skid, then screw in the bolt and tighten it to a torque of 25 N·m {2.5 kgf·m}. Install the lower side skid, and tighten the bolt to a torque of 25 N·m {2.5 kgf·m}. Installation: Upper side skid Install the upper side skid, and tighten the bolt to a torque of 10 N·m {1.0 kgf·m}. Tighten the bolt at the rear of the lock plug to a torque of 10 N·m {1.0 kgf·m}, then tighten the new lock plug to a torque of 25 N·m {2.5 kgf·m}. TIMING GEAR, CHAIN ---===WSE_1506_00003_0109.djvu===--- 11 11-61 Installation: Single chain, gear Install the camshaft control gears (intake and exhaust) with the stamped side of the gear facing the camshaft side. Install the camshaft control gear (intake) with the slot on the gear at the position shown in the illustration, and then temporarily tighten the bolt. Install the single chain on the drive gear and the camshaft con- troller gear (intake). Use the largest of the three dowel pin insertion holes in the cam- shaft control gear (exhaust). Place the single chain on the camshaft control gear (exhaust), and temporarily tighten the gear mounting bolt (to the extent that the drive gear can be easily rotated by hand). Then, check to see if the single chain between the exhaust and intake camshaft control gears can be tensioned by removing the play of the dowel pins in the insertion holes. Installation: Lower mobile skid, upper mobile skid Check the condition of the lower and upper mobile skids. If the skids are worn, replace them. Install the lower and upper mobile skids, and install the mobile skid shaft on the crankshaft. Tighten the mobile skid shaft to a torque of 40 N·m {4.0 kgf·m}. Installation: Lower chain stretcher Install the lower chain stretcher, and tighten it to a torque of 50 N·m {5.0 kgf·m}. ---===WSE_1506_00003_0110.djvu===--- 11-62 Installation: Upper chain stretcher A chain stretcher with self-locking mechanism needs to be re- placed whenever it has been removed. The chain stretcher also needs to be replaced if the piston is inadvertently removed from the chain stretcher. Install the new upper chain stretcher, and tighten it to a torque of 50 N·m {5.0 kgf·m}. Insert an appropriate screwdriver through the opening in the overhead and push the fin of the upper mobile skid until the pis- ton of the upper stretcher reaches its stroke end. Check that tension is given to the chain when the piston is dis- placed from the seat. Then, confirm that chains A, B and C are taut. (Tighten each gear when the chains are taut.) Installation: Camshaft control gear (intake) Tighten the temporarily installed camshaft control gear (intake) to a torque of 110 N·m {11 kgf·m}. Installation: Camshaft control gear (exhaust) Tighten the temporarily installed camshaft control gear (exhaust) to a torque of 110 N·m {11 kgf·m}. After installation, confirm that the part of the chain between the exhaust and intake sides is taut. Insert an appropriate wrench (T90 Torx bit socket) into the high pressure fuel pump control shaft to prevent the shaft from rotat- ing. TIMING GEAR, CHAIN ---===WSE_1506_00003_0111.djvu===--- 11 11-63 Installation: Drive gear Confirm that the part of the single chain between the drive gear and the camshaft control gear is taut, then tighten the drive gear to a torque of 135 N·m {14 kgf·m}, and remove the . Installation: High pressure fuel pump The relative positions of the control shaft and pump axis are de- termined by the flange installed on the pump. The high pressure pump needs to be installed in a balanced po- sition (bottom dead center), which is obtained by rotating the control shaft. Bosch provides a new high pressure pump in a stable and bal- anced position (bottom dead center) with the flange installed on the pump. Check that the pump shaft is unloaded (no tension). Apply engine oil to the O-ring, and then install the O-ring on the high pressure fuel pump. Be careful not to damage the O-ring when installing it. Install the pump so that the control shaft teeth are engaged with the coupling. Rotate the high pressure fuel pump (with the shaft and gear locked) to align the bolt holes in the high pressure fuel pump support and high pressure fuel pump. Fully tighten mounting bolt A on the high pressure fuel pump support. Tighten two sets of bolt B and spacer. : This work requires protection against dust. ---===WSE_1506_00003_0112.djvu===--- 11-64 Installation: Oil pump/vacuum unit Install the oil pump coupling on the inner side of the oil pump/ vacuum unit gear. Insert a new gasket, and install the oil pump/vacuum unit. Screw in the bolts of the oil pump/vacuum unit, and confirm that the unit is installed correctly. Tighten the bolts to a torque of 25 N·m {2.5 kgf·m}. Remove the . Installation: Power steering oil pump Apply engine oil to the new O-ring, install the O-ring on the pow- er steering oil pump, and then tighten the bolts of the power steering oil pump to a torque of 40 N·m {4.0 kgf·m}. Screw in the top bolt of the power steering oil pump with the spacer attached and tighten it to a torque of 40 N·m {4.0 kgf·m}. TIMING GEAR, CHAIN ---===WSE_1506_00003_0113.djvu===--- MEMO 11-65 11 ---===WSE_1506_00003_0114.djvu===--- 11-66 Removal sequence 1 Injector bracket 2 Injector 3 Dust guard 4 Overhead (See later section.) 5 Rocker arm and hydraulic tappet 6 Gasket 7 Glow plug 8 Cylinder head (See later section.) 9 Cylinder head gasket * a: Lock plug : Locating pin : Non-reusable parts If fine dust enters the high pressure fuel pump, engine performance will significantly be affected. Be sure to cover the openings after removing parts such as pipes. Installation sequence Follow the removal sequence in reverse. : This work requires protection against dust. OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0115.djvu===--- 11 11-67 Service standards (Unit: mm) Tightening torques (Unit: N·m {kgf·m}) Lubricant and/or sealant Special tools Location Maintenance item Standard value Limit Remedy 5 Rocker arm and hydraulic tappet Hydraulic tappet length End of stroke 32.44 ± 0.3 -- Replace Start of stroke 29.75 ± 0.25 -- Replace Outer diameter of hydraulic tappet 11.988 to 12.000 -- Replace 5,8 Clearance between rocker arm and hydraulic tappet and seats on cylinder head 0.016 to 0.046 -- Replace 8 Inner diameter of seats on cylinder head for hydraulic tappet 12.016 to 12.034 -- Replace Mark Parts to be tightened Tightening torque Remarks Bolt (overhead mounting) 25 {2.5} -- Bolt (cylinder head mounting) M8 Bolt (cylinder head mounting) M12 65{6.5}+90+60 -- Bolt (cylinder head mounting) M15 130{13}+90+90 -- Bolt (injector bracket mounting) 32 {3.3} -- Glow plug 8to10{0.8to1.0} -- Mark Points of application Specified lubricant and/or sealant Quantity Rocker arm and hydraulic tappet Engine oil As required Mark Tool name and shape Part No. Application Guide, camshaft MH063968 Installation of overhead Glow plug wrench MH064216 Removal and installation of glow plug Injector installer MH064377 Removal of injector (Removal of No.4 injector when it is on-board is possible.) ---===WSE_1506_00003_0116.djvu===--- 11-68 Removal procedure Removal: Injector Remove the injector bracket. Using the , remove the injector from the engine overhead. (The injector is of a direct sealing type, so it does not use a gas- ket.) Removal: Glow plug Using the , remove the glow plug from the cylinder head. : This work requires protection against dust. OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0117.djvu===--- 11 11-69 Removal: Overhead Remove the bolts and detach the overhead from the cylinder head. Removal: Rocker arm and hydraulic tappet Remove the rocker arm and the hydraulic tappets. Remove the gasket. NOTE Tappets must be marked for position if they are going to be reused. Removal: Cylinder head Remove the screws and remove the cylinder head. Removal: Cylinder head gasket Remove the cylinder head gasket. Check the protrusion of the pistons as described under the rele- vant heading to check the possibility of facing the crankcase if it has deformed. ---===WSE_1506_00003_0118.djvu===--- 11-70 Inspection procedure Inspection: Rocker arm and hydraulic tappet (1) Visual inspection The sliding surface of the tappets must have no scoring/dents; replace them if they do. (2) Hydraulic tappet length Measure the each length of hydraulic tappet for the end and start of stroke. A = 32.44 ± 0.3 mm, end of stroke B = 31.30 mm, working position: reference C = 29.75 ± 0.25 mm, start of stroke If the measurement is not within the standard valve range, re- place the hydraulic tappet. (3) Outer diameter of hydraulic tappet If the measurement is not within the standard valve range, re- place the hydraulic tappet. Inspection: Inner diameter of seats on cylinder head for hy- draulic tappet If the measurement is not within the standard value range, re- place the cylinder head. Installation procedure Installation: Cylinder head gasket Cylinder head gasket is a selective use part. Choose an appro- priate gasket as follows. Measure protrusion of the piston from the top surface in every cylinder. (See PISTON AND CONNECTING ROD.) Then, take an avarage of a cylinder head gasket protrusion and select the cylinder head gasket of the thickness corre- sponding to the average of the measured piston protrusions while referring to the following table. Unit: mm Check that the mating surfaces of the cylinder head and crank- case are clean. Keep the cylinder head gasket clean. Place the cylinder head gasket of the cylinder head with the thickness given in section "Check piston protrusion", with the "TOP" sign facing the head. Average piston protrusion Cylinder head gasket thickness Less than 0.3 -- 0.4 1.1 Less than 0.4 -- 0.5 1.2 Less than 0.5 -- 0.6 1.3 OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0119.djvu===--- 11 11-71 NOTE It is essential to keep the cylinder head gasket sealed in its package until just before assembly. Inspection: Cylinder head Mount the cylinder head. Apply engine oil to the threads of the cylinder head bolts and in- stall the bolts, and then tighten them in three phases as follows in the order shown in the drawing. Diagram of the tightening sequence for the cylinder head fixing bolts. 1st phase: pre-tightening with torque wrench Bolts 1-2-3-4-5-6 to a torque of 130 N·m {13 kgf·m}. Bolts 7-8-9-10 to a torque of 65 N·m {6.6 kgf·m}. 2nd phase: angle closing Bolts 1-2-3-4-5-6 90. Bolts 7-8-9-10 90. 3 r dp h a s e : angle closing Bolts 1-2-3-4-5-6 90. Bolts 7-8-9-10 60. Bolts A, to a torque of 25 N·m {2.5 kgf·m}. Installation: Rocker arm and hydraulic tappet, overhead Make a fixture jig A as shown in the illustration. Thoroughly clean the hydraulic tappets, lubricate them and fit them in the cylinder head, positioning the rocker arms on the valves correctly. Install on the gasket. Insert the two jigs into the injector seats for subsequent center- ing of the overhead on the cylinder head. Position the camshafts so that the can be inserted in the camshaft slots through the overhead threaded holes. Assemble the overhead into position and secure it to the cylinder head. CAUTION Be sure to install the overhead by lowering it vertically. Slanting overhead can cause the rocker arms to tilt, pos- sibly resulting in seized engine parts. Rocker arms installed slant cannot be found out by visual checks. Perform the installation work with utmost care. ---===WSE_1506_00003_0120.djvu===--- 11-72 Mount the overhead together with the for the timing and tighten the fixing bolts to the prescribed torque: 25 N·m {2.5 kgf·m}. Take out the jig A. Installation: Glow plug Using the , install the glow plug on the cylinder head using a torque of 8 to 10 N·m {0.8 to 1.0 kgf·m}. Installation: Injector Install a new dust guard on the injector. Install the injector on the overhead. Install the injector bracket. Install in the bolt without tightening it. After installing the fuel pipes to the injector and to the common rail, tighten the injector bracket mounting bolt to the prescribed torque: 32 N·m {3.3 kgf·m}. : This work requires protection against dust. OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0121.djvu===--- 11 11-73 Overhead Disassembly sequence Assembly sequence 83716524 Service standards (Unit: mm) Location Maintenance item Standard value Limit Remedy 5, 6 Camshaft Journal alignment -- 0.04 Replace Outer diameter of supporting pin No.1 48.925 to 48.950 -- Replace No.2 46.925 to 46.950 -- No.3 35.925 to 35.950 -- Useful cam lobe height Exhaust 3.622 -- Replace Intake 4.328 -- 5, 6, 8 Camshaft pin-to-overhead supporting seat clearance 0.032 to 0.087 -- Replace 8 Inner diameter of camshaft pin seats in overhead No.1 48.988 to 49.012 -- Replace No.2 46.988 to 47.012 -- No.3 35.988 to 36.012 -- 1 Cover 2 Upper skid 3 Stud 4 Shoulder plate 5 Camshaft (exhaust) 6 Camshaft (intake) 7 Lock plug 8 Overhead : Non-reusable parts ---===WSE_1506_00003_0122.djvu===--- 11-74 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Removal procedure Remove the nuts and the upper skid. Remove the bolts and the shoulder plate. Tilt the overhead and take care not to damage the seats, then remove the camshafts from the overhead. Mark Parts to be tightened Tightening torque Remarks Nut (upper skid mounting) 10 {1.0} -- Bolt (shoulder plate mounting) Mark Points of application Specified lubricant and/or sealant Quantity Support pin of the camshaft Engine oil As required OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0123.djvu===--- 11 11-75 Inspection procedure Inspection: Camshaft and overhead (1) Camshaft pin-to-overhead supporting seat clearance The surfaces of the shaft supporting pins and of the cams must be finely honed; if there is any sign of wear or scoring, replace the shaft. Using a micrometer, measure the diameter of the pins of the camshaft and, using a bore meter, measure the diameter of the supporting seats in the overhead. The difference between these two measurements gives the ex- isting clearance. The nominal assembly clearance is 0.032 to 0.087 mm. (2) Camshaft useful cam lobe height and bend Place the shaft on the V-blocks and use a dial gauge fitted on the central support to check that the bend does not exceed 0.04 mm; otherwise, change the shaft. Check also the useful camshaft lobe height: it must correspond to the standard value; if different values are detected, change the shaft. ---===WSE_1506_00003_0124.djvu===--- 11-76 See the following "MAIN DATA, CAMSHAFT PINS AND SEATS". Installation procedure Installation: Camshaft Apply engine oil to the support pins of the intake camshaft and exhaust camshafts, and install the camshaft on the overhead. During this work, do not change over the mounting positions of the shafts. The intake camshaft can be identified by the number of dowel pins on the front face. (intake: 2 dowel pins, exhaust: 1 dowel pin) Be careful not to damage the support seat of the overhead shaft. Install the upper skid using a tightening torque of 10 N·m {1.0 kgf·m}. Install a new shoulder plate using a torque of 10 N·m {10 kgf·m}. OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0125.djvu===--- 11 11-77 Cylinder head Disassembly sequence 1 Cotters 2 Retainer 3 Spring 4 Stem seal 5 Valve guide 6 Intake valve 7 Exhaust valve 8 Connector 9 Stud 10 Lock plug 11 Gasket 12 Taper plug (diam: 1/2") 13 Taper plug (diam: 3/8") 14 Taper plug (diam: 1/8") 15 Taper plug (diam: 1/4") 16 Taper plug (diam: 1/2") 17 Valve seat 18 Cylinder head : Non-reusable parts Assembly sequence Follow the disassembly sequence in re- verse. Service standards (Unit: mm) Location Maintenance item Standard value Limit Remedy -- Protrusion Injector --0.10 to +0.20 -- Reface Glow plug 3.77 ± 0.30 -- Reface 3 Valve spring height Free spring 55.05 -- Replace Load of N320 ± 16 45 -- Replace Load of N657 ± 30 35 -- Replace 5 Valve guide Inside diameter 6.023 to 6.038 -- Reface or replace Outside diameter 10.028 to 10.039 -- Reface or replace 5,6,7 Clearance between valve stem and valve guide Intake 0.023 to 0.053 -- Inspect Exhaust 0.033 to 0.063 -- Replace 5, 18 Interference between valve guide and seats on cylinder head 0.028 to 0.059 -- Replace 6 Intake valve Stem outside diameter 5.985 to 6.000 -- Replace Seat angle 60±7' -- Reface 6,7 Valve recessing (intake and exhaust) 0.475 to 0.5250 -- Inspect Valve centering error -- 0.03 Replace 7 Exhaust valve Stem outside diameter 5.975 to 5.990 -- Replace Seat angle 60±7' -- Reface 17 Valve seats (intake and exhaust) Outside diameter 34.595 to 34.610 -- Replace Angle 59.5 ± 0.5 --R e p l a c e 17, 18 Interference between valve seat and cylinder head 0.08 to 0.12 -- Replace ---===WSE_1506_00003_0126.djvu===--- 11-78 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Special tools 18 Cylinder head Deformation of mating surface -- 0.20 Reface or replace Thickness from top to bottom 112 ± 0.1 111.8 Inside diameter of seat on cylinder head for valve seat (intake and exhaust) 34.490 to 34.515 -- Replace Inside diameter of valve guide seat 9.980 to 10.000 -- Replace Mark Parts to be tightened Tightening torque Remarks Rubber cap 25 {2.5} -- Mark Points of application Specified lubricant and/or sealant Quantity Valve guide Engine oil As required Stem of intake valve and exhaust valve Mark Tool name and shape Part No. Application Lifter, valve MH063966 Tool for removing and refitting valves Injector support seat cut- ter MH064257 Cleaning of injector seat surface Base, dial gauge MH063971 Measurement for piston protrusion, etc. Location Maintenance item Standard value Limit Remedy OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0127.djvu===--- 11 11-79 Removal procedure Removal: Valve Install part of onto the cylinder head and secure it with the screws. Install part of onto part, screw down the nut so that on com- pressing the springs it is possible to remove the cotters. Then take out the plates and the springs. Using suitable pliers, remove the stem seal. Repeat these operations on the remaining valves. Turn the cylinder head over. Inspection procedure Inspection: Cylinder head deformation of mating surface The mating surface of the head with the cylinder block is checked using a rule and a feeler gauge. The deformation found on the entire length of the cylinder head must be no greater than 0.2 mm. The nominal thickness A of the cylinder head is 112 ± 0.1 mm; the maximum permissible removal of metal must not exceed a thickness of 0.2 mm. After regrinding, check the valve recessing and if necessary re- grind the valve seats to make the prescribed valve recessing. Inspection: Intake valve, exhaust valve (1) Visual inspection Remove the carbon deposits on the valves with a wire brush. Check that the valves show no signs of seizure, cracking or burning. (2) Stem outside diameter Replace the valve stem if the measured value is not within the standard value range. (3) Valve seat angle Replace the valve seat if the measured value is not within the standard value range. Inspection: Valve spring (1) Free length Standard value: 55.05 mm If the measurement is out of the standard value, replace the valve spring. (2) Installed load (installed length) Standard value: 45 mm 320 ± 16 N {32.6 ± 1.6 kgf} :35mm657±30N{67.0±3.1kgf} If the measurement is out of the standard value, correct the valve. ---===WSE_1506_00003_0128.djvu===--- ---===WSE_1506_00003_0129.djvu===--- 11 11-81 Recondition the valve guide mounting hole to the diameter cor- responding to the diameter of the selected oversized valve guide. Unit: mm Make the fixture jig B as shown in the illustration. Warm up the cylinder head to 80 to 100C and, by means of beater jig A fitted with element jig B, fit the new valve guides pre- viously lubricated with engine oil. Driving force 4.2 to 12 kN {430 to 1250 kgf}. Measurement to be made after driving in the valve guides. If the above mentioned tools are not available, fit the valve guides by positioning them in the cylinder head according to the value shown in figure. Available oversize 0.05 0.1 0.25 Valve guide outside diameter 10.078 to 10.089 10.128 to 10.139 10.278 to 10.289 ---===WSE_1506_00003_0130.djvu===--- 11-82 Refacing the valve guide Make the fixture jig C as shown in the illustration. After driving in the valve guides, regrind them with the smoother jig C. Inspection: Valve seat (when replaced with a new part) (1) Outer diameter Standard value: 34.595 to 34.610 mm If the measurement is out of the standard value, replace the valve seat. (2) Angle Standard value: 59.5 ± 0.5° If the measurement is out of the standard value, replace the valve seat. Inspection: Valve seat OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0131.djvu===--- 11 11-83 Check the valve seats. On finding any slight scoring or burns, re- grind them with an appropriate tool according to the angles giv- en in figure. Having to replace them, with the same tool and taking care not to affect the cylinder head, remove as much material from the valve seats as possible until, with a punch, it is possible to ex- tract them from the cylinder head. Heat the cylinder head to 80 to 100C and, using a suitable drift, fit in it the new valve seats, previously chilled in liquid nitrogen. Using a specific tool, regrind the valve seats according to the an- gles given in figure. Mount the valves, block the seat of the electro-injectors and glow plugs; using a suitable tool, check the seal of the valves/ seats. Clearance between valve seat and cylinder head Standard value: 0.08 to 0.12 mm If the measurement is out of the standard value, replace defec- tive parts. Inspection: Injector support seat Check the injector support seat for carbon deposits. If carbon deposits are present, clean the injector support seat using . CAUTION Never grind the aluminum surface of the injector support seat. Inspection: Valve recessing, protrusion of injector and glow plug Using dial gauge and relevant base , check that, from the plane of the cylinder head, the valve recessing and the protru- sion of the injector and of the glow plug have the prescribed val- ue. Valve recessing: 0.475 to 0.5250 mm Injector protrusion: --0.10 to +0.20 mm Glow plug protrusion: 3.77 ± 0.30 mm If the measurement is not within the standard value range, re- place the defective parts. ---===WSE_1506_00003_0132.djvu===--- 11-84 Installation procedure Installation: Valve Make a fixture jig D as shown in the illustration. Lubricate the stem of the valves and insert them into the associ- ated valve guides according to the position marked during re- moval. Using jig D, mount the stem seals on the valve guides. NOTE The intake valves are different from the exhaust ones for a dimple () in the center of the valve head. Position the springs and plates on the cylinder head. Install the part of onto the cylinder head and secure it with the screws. Install the part of onto part, screw down the nut so that by compressing the springs it is possible to insert the retaining cot- ters; then unscrew the nut checking that the cotters have settled in correctly. Repeat these operations on the remaining valves. OVERHEAD, CYLINDER HEAD ---===WSE_1506_00003_0133.djvu===--- MEMO 11-85 11 ---===WSE_1506_00003_0134.djvu===--- 11-86 Removal sequences 1 Connecting rod cap 2 Lower connecting rod bearing 3 Upper connecting rod bearing 4 Snap pin 5 Piston pin 6 Connecting rod 7 1st ring 8 2nd ring 9 Oil ring 10 Piston * a: Crankcase * b: Crankshaft : Non-reusable parts Installation sequence Follow the disassembly sequence in re- verse. Service standards (Unit: mm) Location Maintenance item Standard value Limit Remedy 1 Upper rod half bearing thickness 1.882 to 1.892 -- Replace 1,2,3, 6, * b Bearing shells to crankpins clearance 0.035 to 0.083 -- Replace 1, 6 Connecting rod bearing seat 67.833 to 67.848 -- Replace 3 Lower rod half bearing thickness 1.878 to 1.888 -- Replace 5 Piston pin outside diameter 35.990 to 35.996 -- Replace 5, 6 Piston pin to connecting rod bushing clearance 0.014 to 0.030 -- Replace 5, 10 Piston pin to pin clearance 0.07 to 0.019 -- Replace 7to9 Piston ring thickness 1st ring (measured at 1.5 from ex- ternal diameter) 2.068 to 2.097 -- Replace 2nd ring 1.970 to 1.990 -- Replace Oil ring 2.470 to 2.495 -- Replace Piston ring end opening in cylinder liner 1st ring 0.20 to 0.35 -- Replace 2nd ring 0.60 to 0.80 -- Replace Oil ring 0.30 to 0.60 -- Replace PISTON AND CONNECTING ROD ---===WSE_1506_00003_0135.djvu===--- 11 11-87 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Special tools 7to10 Piston ring to slots clear- ance 1st ring 0.103 to 0.162 -- Replace 2nd ring 0.060 to 0.100 -- Replace Oil ring 0.045 to 0.090 -- Replace 10 Piston ring slots width 1st ring (measured on 92.8) 2.200 to 2.230 -- Replace 2nd ring 2.050 to 2.070 -- Replace Oil ring 2.540 to 2.560 -- Replace Piston outside diameter (measured at 10 from bot- tom of piston) Class A 95.705 to 95.715 -- Replace Class B 95.715 to 95.725 -- Replace Pistons seat diameter for pin 36.003 to 36.009 -- Replace 10, * a Piston protrusion from crankcase 0.3 to 0.6 -- Replace Mark Parts to be tightened Tightening torque Remarks Screw (connecting rod cap mounting) 50 {5.0} + 70 -- Mark Points of application Specified lubricant and/or sealant Quantity Piston pin outside surface Engine oil As required Piston outside surface Piston ring Cylinder liner of the crankcase Connecting rod bearing inside surface Mark Tool name and shape Part No. Application Base, dial gauge MH063971 Dial gauge base for various measure- ments Piston clamp (60 to 125 mm) MH063992 Installation of piston to cylinder liner Location Maintenance item Standard value Limit Remedy ---===WSE_1506_00003_0136.djvu===--- 11-88 Removal procedure Removal: Piston and connecting rod Before removing the piston, remove carbon deposits from the in- side of the cylinder so as to prevent the piston walls from be- coming damaged. Set the piston and connecting rod assembly to the bottom dead center. Loosen the connecting rod cap, and rotate the engine in the ver- tical position. Remove the connecting rod cap and the lower connecting rod bearing. CAUTION After removing the connecting rod cap, be sure to place the connecting rod cap and the connecting rod bearing with their sides facing downward. If you place them with the end face downward, the connecting rod bearing assembly will be damaged. If damage occurs, it will be necessary to re- place the connecting rod assembly. Withdraw the piston and the connecting rod assembly from the top of the crankcase. Next, install the connecting rod cap and the lower connecting rod bearing on the connecting rod. During this work, confirm that there is no foreign matter on the mating faces. CAUTION After removing a piston and its connecting rod assembly, install the connecting rod cap and the bearing on the same connecting rod before removing a different connecting rod cap. During this work, ensure that no clearance occurs be- tween the mating face to prevent these faces from being damaged. Because it is necessary to re-install all of the component parts in their original locations, make a note of the cylinder number and the front and rear directions of the engine on each connecting rod and the connecting rod cap before removing these parts. Al- so, after removing a connecting rod cap, make a mark using a scriber on the notch of the bearing shell to identify top and bot- tom, and also indicate the cylinder number. Push the connecting rod bearing from the side, and remove the bearing from the connecting rod. PISTON AND CONNECTING ROD ---===WSE_1506_00003_0137.djvu===--- 11 11-89 Hold the piston with the top facing downward, and place the pis- ton on a table. Using snap ring pliers, remove the snap ring from the piston. Slide the piston pin and remove it, then remove the connecting rod from the piston. Using piston ring pliers, remove the 1st ring and 2nd ring from the piston. CAUTION When the piston rings are to be reused, clean the top sur- face of each ring and put a white paint mark on that surface to clearly identify the top surface. Remove the oil ring by hand, and then pull out the joint core wire and remove the oil expander spring remaining on the piston side. Remove the carbon in the area shown in the drawing from the removed pistons using a carbon scraper and steel scrubbing brush. Inspection procedure Inspection: Piston and connecting rod Check the pistons. They must show no signs of seizure, scoring, cracking or excessive wear; replace them if they do. ---===WSE_1506_00003_0138.djvu===--- 11-90 Inspection: Clearance between piston pin and connecting rod bushing Standard value: 0.014 to 0.030 mm If the measurement is out of the standard value, replace the bushing. Inspection: Piston pin Lubricate the pin and its seat on the hubs of the piston with en- gine oil. The pin must go into the piston by lightly pressing with the fingers and must not drop out by gravity. If the pin drops out by gravity, replace the defective part. Clearance between piston pin and piston Standard value: 0.07 to 0.019 mm If the measurement is out of the standard value, replace de- fective parts. PISTON AND CONNECTING ROD ---===WSE_1506_00003_0139.djvu===--- 11 11-91 Inspection: Connecting rod and bearing Standard value: A = 36.010 to 36.020 mm Standard value :B = 67.833 to 67.848 mm Standard value :C = 35.990 to 35.996 mm Standard value :D = 1.882 to 1.892 mm Standard value :E = 1.878 to 1.888 mm If the measurement is out of the standard value, replace defec- tive parts. Tighten the connecting rod cap bolt to a torque of 50 N·m {5.0 kgf·m} when measuring dimension B. Each connecting rod has its cap marked with the followings. A number indicating the weight class of the connecting rod mounted in production. A letter: O or X indicating the diameter class of the big end mounted in production. In addition, it could be stamped with the number of the cylinder in which it is fitted. In the event of replacement it is therefore necessary to number the new connecting rod with the same number as the one re- placed. The numbering must be done on the opposite side to the bear- ing shell retaining slots. The connecting rods are supplied as spare parts with the diame- ter of the big end 67.833 to 67.848 mm marked with the letter O and the weight class marked with the number 33. It is not permissible to remove material. Connecting rods assembled on one engine must be of the same class and the same supplier. Check that the bushing in the small end has not come loose and shows no sign of seizure or scoring. If it does, replace the com- plete connecting rod. Inspection: Clearance (oil clearance) between connecting rod bearing (big end) and crankshaft Tighten the connecting rod cap bolt to a torque of 50 N·m {5.0 kgf·m} when measuring the clearance. For the measuring method and standard value of the crankshaft, see CRANKSHAFT AND CRANKCASE. Measure the inner diameter of the bearing and the outer diame- ter of the crankshaft pin to determine the oil clearance. Standard value: 0.035 to 0.083 mm If the measurement is out of the standard value, replace defec- tive parts. ---===WSE_1506_00003_0140.djvu===--- 11-92 Inspection: Piston ring thickness *Measure the 1st ring in the position shown in the drawing. If the measurement is out of the standard value, replace the pis- ton ring. Inspection: Piston ring end gap in cylinder liner Using the piston head, insert the piston ring into the crankcase cylinder while keeping the ring level. The piston ring should be inserted to the lower part where cylinder wear is small. Measure the piston ring end gap while taking care not to allow the ring to move. If any of the measurements is out of the standard value, replace the piston rings as a set. Inspection: Piston ring to slots clearance Remove any carbon deposits from the ring groove in the piston before measurement. Measure the side clearance of each ring around the piston's en- tire periphery. The 1st ring is a full-keystone type. Measure the side clearance for this compression ring with a feeler gauge while pressing the ring against the piston with a straight edge. If any of the measurements exceeds the specified limit, replace the defective part(s). If any of the piston rings is defective, re- place all the rings on the piston as a set. Inspection: Piston ring groove width Remove carbon in the piston ring grooves before taking mea- surements. Take measurements at all around the piston ring groove circum- ferences. * Measure the 1st ring in the position shown in the drawing. If the measurement is out of the standard value, replace the pis- ton. Standard value *1st ring 2.068 to 2.097 mm 2nd ring 1.970 to 1.990 mm Oil ring 2.470 to 2.495 mm Standard value 1st ring 0.20 to 0.35 mm 2nd ring 0.60 to 0.80 mm Oil ring 0.30 to 0.60 mm Standard value 1st ring 0.103 to 0.162 mm 2nd ring 0.060 to 0.100 mm Oil ring 0.045 to 0.090 mm Standard value *1st ring 2.200 to 2.230 mm 2nd ring 2.050 to 2.070 mm Oil ring 2.540 to 2.560 mm PISTON AND CONNECTING ROD ---===WSE_1506_00003_0141.djvu===--- 11 11-93 Inspection: Piston If the measurement is out of the standard value, replace the pis- ton. Installation procedure Installation: Piston and connecting rod Apply engine oil to the piston rings and oil ring. Install the piston rings and oil ring so that the ring gaps are sep- arated 120 degrees with each other. The oil ring gap and expander spring gap should be separated 180 degrees. Apply engine oil to the connecting rod and piston pin. Position the connecting rod on the piston, insert the piston pin and secure it with the snap rings. Installation: Piston and connecting rod Connect the piston to the connecting rod together with its cap so that the piston assembly reference, position of the connecting rod and of the cap are observed as shown in the figure. Standard value CLASS A 95.705 to 95.715 mm CLASS B 95.715 to 95.725 mm C 36.003 to 36.009 mm ---===WSE_1506_00003_0142.djvu===--- 11-94 Lubricate the pistons well, including the piston rings and the in- side of the cylinder block. With the aid of , fit the connecting rod -- piston assembly in the cylinder block, checking that: The number of each connecting rod corresponds to the cap mating number. The openings of the piston rings are staggered 120° apart. The pistons are all of the same weight. The symbol punched on the top of the pistons faces the en- gine flywheel, or the recess in the skirt of the pistons tallies with the oil spray nozzles. If connecting rod bearings are reused, you need to fit them back in exactly the same sequence and position found on disassem- bly. Install the connecting rod caps with the associated bearing shells. The connecting rod cap fixing bolts must always be replaced for permanent assembly. Tighten the bolts in two steps. Step 1: With a torque wrench, to a torque of 50 N·m {5.0 kgf·m}. Step 2: Closing to an angle of 70° Manually check the connecting rod end play to ensure that the connecting rods slide axially on the pins of the crankshaft. Work after installation Inspection: Piston and connecting rod Compare the protrusion of piston at its top dead center with the cylinder block top surface using . Measure the piston protrusion at the top dead center for all pis- tons. The difference between the minimum and maximum protrusions of the four pistons must be  0.15 mm. PISTON AND CONNECTING ROD ---===WSE_1506_00003_0143.djvu===--- MEMO 11-95 11 ---===WSE_1506_00003_0144.djvu===--- 11-96 Disassembly sequence Assembly sequence Follow the disassembly sequence in reverse. Service standards (Unit: mm) Tightening torques (Unit: N·m {kgf·m}) Location Maintenance item Standard value Limit Remedy 1 Flywheel Friction surface runout (when fitted) --0 . 2 Replace Friction surface height 51.75 ± 0.2 -- Friction surface distortion 0.05 or less 0.2 2 Ring gear wear quantity -- 1.0 or more Mark Parts to be tightened Tightening torque Remarks Bolt (flywheel housing mounting) 30 {3.0} + 90 -- 1 Flywheel 2 Ring gear 3 Bearing 4 Rear plate <C3> 5 Flywheel housing <C4> : Locating pin : Non-reusable parts FLYWHEEL ---===WSE_1506_00003_0145.djvu===--- 11 11-97 Special tools Inspection before removal Inspection: Engine flywheel surface runout Measure the surface runout on the marked area shown in the illustration using a dial gauge with the engine flywheel installed to the crankshaft. If the runout exceeds the specified limit, check that the bolts are tightened correctly and that there are no abnormalities on the crankshaft mounting surface, then replace the flywheel. Mark Tool name and shape Part No. Application Flywheel, retainer MH063967 Block rotation of the flywheel <C3> Flywheel, retainer MH064205 Block rotation of the flywheel <C4> ---===WSE_1506_00003_0146.djvu===--- 11-98 Removal procedure Removal: Engine flywheel <C3> Install the flywheel onto the engine through the rear plate and prevent it from turning using . Remove the snap ring provided for preventing the bolt of from falling down. Loosen the bolt and remove the flywheel and the rear plate. <C4> Set on the starter mount of the flywheel housing to prevent the flywheel from rotating. Loosen the bolts to remove the flywheel housing and flywheel. After removing the flywheel, check the inside of the flywheel housing for contamination. Clean the inside if it is dirty. Inspection procedure Inspection: Engine flywheel (1) Visual check Check the clutch disc mating surface, if there are too many scratches, change the engine flywheel. (2) Amount of wear <Models with idling stop and start sys- tem> Replace the ring gear if the measurement exceeds the wear lim- it. FLYWHEEL ---===WSE_1506_00003_0147.djvu===--- 11 11-99 Replacing the ring gear [Removal] Heat the ring gear evenly to a temperature of 200°C using a gas burner or the like and remove it from the flywheel. WARNING Never touch heated areas to avoid burns. [Installation] Heat the ring gear evenly to a temperature of 200°C using a gas burner or the like. WARNING Never touch heated areas to avoid burns. Fit the ring gear with the side having non-chamfered teeth edges side facing the flywheel. (3) Height of friction surface Using a height gauge, measure the height of the friction surface at the locations marked with . Replace the flywheel if the measurement exceeds the wear limit. (4) Distortion of friction surface Using a dial gauge, measure the distortion of the friction surface at the locations marked with . Replace the flywheel if the measurement exceeds the allowable limit. (5) Bearing Replace the bearing if damage, wear or poor rotation is ob- served. ---===WSE_1506_00003_0148.djvu===--- 11-100 Installation procedure Installation: Bearing Install the bearing by setting the jig in the position shown in the drawing. Installation: Engine flywheel <C3> Install the flywheel onto the engine through the rear plate and prevent it from turning using . Install the snap ring for preventing the bolt of from falling down. Install the rear plate. <C4> Set on the starter mount of the flywheel housing to prevent the flywheel from rotating. Install the flywheel housing. Tighten the bolts fixing the flywheel in two steps. Step 1: With a torque wrench, to a torque of 30 N·m {3.1 kgf·m}. Step 2: Closing to an angle of 90. FLYWHEEL ---===WSE_1506_00003_0149.djvu===--- MEMO 11-101 11 ---===WSE_1506_00003_0150.djvu===--- 11-102 Removal sequence 1 Lower crankcase 2 Lower main bearing 3 Rear oil seal 4 Crankshaft 5 Phonic wheel 6 Timing control gear 7 Upper main bearing 8 Central half-bearing 9 Eyebolt 10 Oil jet 11 Taper plug (diam = 1/8") 12 Engine speed sensor 13 Taper plug (M14 × 1.5) 14 Seal gasket 15 Taper plug (M10 × 1.5) 16 Lock plug (25 mm) 17 Taper plug (M14 × 1.5) 18 Lock plug (32 mm) 19 Lock plug (28 mm) 20 Taper plug (diam = 1/8") 21 Taper plug (M14 × 1.5) 22 Taper plug (diam = 3/8") 23 Upper crankcase : Locating pin : Non-reusable parts Installation sequence Follow the removal sequence in reverse, except the following sequence. 4213 Service standards (Unit: mm) Tightening torque (Unit: N·m {kgf·m}) Location Maintenance item Standard value Limit Remedy -- Crankshaft end play 0.010 to 0.210 -- Rectify or replace 1, 23 Inside diameter of main bearing housing No.1,2,3,4 80.588 to 80.614 -- Replace No. 5 87.588 to 87.614 -- Main bearing housing width for shoulder 27.290 to 27.340 -- Replace 2,7 Main bearing shell thickness 2.165 to 2.174 --R e p l a c e Bearing shells to main journals clearance 0.032 to 0.102 4 Main journal width for shoulder 32.500 to 32.550 -- Replace Mark Parts to be tightened Tightening torque Remarks Eyebolt (oil jet mounting) 25 {2.5} -- Screw (phonic wheel mounting) 10±1{1.0±0.1} -- Bolt (lower crankcase mounting) 50{5.0}+60+60 -- Bolt (lower crankcase mounting) 26 {2.6} -- Bolt (engine speed sensor mounting) 10 {1.0} -- CRANKSHAFT AND CRANKCASE ---===WSE_1506_00003_0151.djvu===--- 11 11-103 Lubricant and/or sealant Special tools Removal procedure Work before disassembly Crankshaft end play With the crankshaft installed, check the following item. The end play is checked by setting a dial gauge with a magnetic base on the crankshaft as shown in the figure. The normal as- sembly clearance is 0.010 to 0.210 mm. If you find the clearance to be greater than as required, replace the central half-bearing shells carrying the thrust bearings and repeat the clearance check between the crankshaft pins and the main bearing shells. Bearing shells to main journals clearance is 0.032 to 0.102 mm. If the end play of the crankshaft does not come within the pre- scribed values, it is necessary to grind the crankshaft and ac- cordingly change the main bearing shells. NOTE The central half-bearing has half thrust washers integrated in it, so it performs the function of a thrust bearing. It is supplied as a spare part only with the normal shoulder thickness. Mark Points of application Specified lubricant and/or sealant Quantity Crankcase mounting surface of lower crankcase Loctite 510 As required Lock plug Loctite 263 As required Rear shank of the crankshaft Engine oil As required Mark Tool name and shape Part No. Application Rear oil seal installer MH063963 Installation of rear oil seal ---===WSE_1506_00003_0152.djvu===--- 11-104 Removal: Lower crankcase Remove the bolts and take off the crankcase. Removal: Lower main bearing If the lower main bearing is reused, make a note of its assembly position since it needs to be installed in the original position be- fore removal. Removal: Crankshaft, upper main bearing, central half-bear- ing With the aid of a hoist and a rope, remove the crankshaft. Note the assembly position of the top main bearing shells since, if they are reused, they will need to be fitted in the position found during removal. The central half-bearing is fitted with shoulder half-rings. Removal: Oil jet Take out the eyebolts and remove the oil jets. CRANKSHAFT AND CRANKCASE ---===WSE_1506_00003_0153.djvu===--- 11 11-105 Inspection procedure Main bearing thickness If the measurement is out of the standard value, replace the main bearing. Standard value: 2.165 to 2.174 mm Inspection: Timing control gear On finding the timing control gear teeth damaged or worn, re- move them from the crankshaft using a suitable extractor. Replacement of timing control gear [Installation] The new gear is fitted onto the crankshaft by heating it to a tem- perature of 180C. WARNING Never touch heated areas to avoid burns. On completing assembly and after the gear has cooled, it must withstand a torque of 150 N·m {15 kgf·m} without slipping. Inspection: Crankshaft When inspecting the main journals and crankpins, if any signs of seizure or scoring are found, or if they are found to be exces- sively out of round, it is necessary to regrind the pins. Before grinding the pins, measure the shaft pins with a micrometer to establish to what diameter it is necessary to decrease the pins. NOTE It is advisable to enter the measurements in a table. ---===WSE_1506_00003_0154.djvu===--- 11-106 The main journals and crankpins must always be ground to the same undersize class. The undersizing performed, on the main journals or crankpins, must be marked by punching on the side of crank arm number. 1. For undersized crankpins, letter M. For undersized main journals, letter B. For undersized crankpins and main journals, letter MB. The undersize classes are: 0.254 to 0.508 mm. CRANKSHAFT AND CRANKCASE ---===WSE_1506_00003_0155.djvu===--- 11 11-107 [Correction] When correcting, keep the following dimension. NOTE The checks on the tolerances indicated in the figures must be made after grinding the crankshaft pins. Symmetry between main journals and crankpins After grinding, keep to the following. Round off the edges of deburring the holes for lubrication of the main journals and crankpins. MAIN CRANKSHAFT TOLERANCES TOLERANCES TOLERANCE CHARACTERISTIC GRAPHIC SYMBOL Circularity SHAPE Cylindricality Parallelism ORIENTATION Perpendicularity POSITION Concentricity or coaxiality Circular oscillation OSCILLATION Total oscillation CLASS OF IMPORTANCE ATTRIBUTED TO PRODUCT CHARACTERISTICS GRAPHIC SYMBOL CRITICAL IMPORTANT SECONDARY ---===WSE_1506_00003_0156.djvu===--- 11-108 CRANKSHAFT AND CRANKCASE ---===WSE_1506_00003_0157.djvu===--- 11 11-109 NOTE Since, during the 0.254 and 0.508 mm under sizing on the diameter of the crankpins and main journals, the rolled por- tion of the side races of the pins may get involved, it is nec- essary to turn the races keeping to the data given in the figure and to do the rolling keeping to the following instruc- tions. Rolling force: 1st main journal: 925 ± 25 daN. 2nd-3rd-4th-5thmainjournal:1850±50daN. Crankpin: 1850 ± 50 daN. Rolling turns: 3 approach, 12 effective, 3 out. Rolling speed: 56 rpm. Reduction of the connecting rod pin slot diameter after rolling: 0.15 to 0.30 mm*. Reduction of the journal slots after rolling: 0.15 to 0.30 mm*. * Measured with calibrated rollers 2.5 mm. Inspection: Crankcase (1) Visual inspection of crankcase Once the engine removal is complete, carefully clean the crank- case. For the crankcase transportation use the suitable rings. Carefully check that the crankcase has no cracks in it. Check the state of the plugs. If they are rusty or there is any doubt about their seal, replace them. When fitting the caps into place, apply Loctite 270 sealant to the same. (2) Inner diameter of crankcase Install the lower crankcase on the upper crankcase, and then tighten the crankcase bolts to a torque of 50 N·m {5.1 kgf·m}. Measure the inner diameter of the crankcase. Standard value No.1, 2, 3, 4: 80.588 to 80.614 mm No.5: 87.588 to 87.614 mm If the measurement is out of the standard value, replace defec- tive parts. (3) Main bearing width of crankcase If the measurement out of the standard value, replace the crank- case. Standard value: 27.290 to 27.340 mm ---===WSE_1506_00003_0158.djvu===--- 11-110 (4) Cylinder bore [Inspection] Examine the surfaces of the cylinder bores; they must show no sign of meshing, scoring, out of roundness of the bores, taper or excessive wear. The inside diameter of the cylinder bores is checked, to ascer- tain the extent of out of roundness of the bores, taper and wear, using the bore meter fitted with a dial gauge previously reset on the ring gauge of the diameter of the cylinder bore or on a mi- crometer. The measurements must be made for each single cylinder at three different heights up the liner and on two planes at right an- gles to each other: one parallel to the longitudinal axis of the en- gine (B) and the perpendicular (A); the greatest wear is generally found on this last plane with the first measurement. On finding out of roundness of the bores, taper or wear, go ahead and bore/grind and finish the face of the cylinder bores. The refacing of the cylinder liners should be done in relation to the diameter of the pistons supplied as spare parts oversized by 0.4 mm of the nominal value and to the prescribed assembly clearance. CRANKSHAFT AND CRANKCASE ---===WSE_1506_00003_0159.djvu===--- 11 11-111 [Correction] When correcting, keep the following dimension. * Surface roughness parameters: Permissible surface porosity for ma- chined cylinder R1=4to10μm Rz=3to8μm Ra=0.25to0.6μm W11.5μm ZONE B1 Area of greatest mechanical stress, segment/liner contact: No.2 non-con- tinuous porosities are permissible max. 0.5  0.5. ZONE B2 Surface involved in segment rubbing: No.2 non-continuous porosities are permissible max. 1  0.8. (5) Cylinder head mating surface See that the head mating surface, on the crankcase, has no de- formation. This check can be made, after taking out the locating pin, with a surface plate spread with carbon black or with a calibrated rule and a feeler gauge. After ascertaining the areas of deformation, level the bearing surface with a grinding machine. NOTE The crankcase can only be surfaced after making sure that, on completing the work, the piston protrudes from the cyl- inder liner by no more than the prescribed value. + + + + - + ---===WSE_1506_00003_0160.djvu===--- 11-112 Installation procedure Installation: Lock plug Clean the lock plug mounting surface on the upper crankcase. Apply sealant to the lock plug. (Loctite 263) Install the lock plug on the upper crankcase. Installation: Oil jet Replace the eyebolt with a new one. Fit on the oil jet and tighten the eyebolt to the prescribed torque 25 N·m {2.5 kgf·m}. Installation: Main bearing, central half-bearing The main bearings are supplied as spare parts undersized on the inside diameter by 0.254 to 0.508 mm. If the main bearings are reused, they need to be fitted back on in the same sequence and position found upon disassembly. Thoroughly clean the top main bearing shells and position them in the crankcase. NOTE The central half-bearing is fitted with thrust washers. NOTE Do not do any altering of the bearings. Installation: Phonic wheel Install the phonic wheel. Install in the bolts and tighten them to the prescribed torque: 10 ± 1 Nm {1.0 ± 0.1 kgfm}. CRANKSHAFT AND CRANKCASE ---===WSE_1506_00003_0161.djvu===--- 11 11-113 Installation: Crankshaft Install the crankshaft. Installation: Main bearing shell Thoroughly clean the bottom main bearing shells and mount them in the lower crankcase. Installation: Lower crankcase Thoroughly clean the crankcase/lower crankcase mating sur- face. Apply, on base, sealant Loctite 510 as indicated in the scheme. The sealant must be applied evenly. NOTE Mount the lower crankcase within 10 minutes of applying the sealant. Mount the lower crankcase and tighten the fixing screws in three stages, following the sequence shown in the figure. Step 1: With a torque wrench, to a torque of 50 N·m {5.1 kgf·m}. Step 2: Tighten to an angle of 60. Step 3: Tighten to an angle of 60. ---===WSE_1506_00003_0162.djvu===--- 11-114 Then tighten the outer bolts to a torque of 26 N·m {2.7 kgf·m}. Installation: Rear oil seal Clean the mating surface of the rear oil seal. Apply engine oil to the rear of the crankshaft. Install part of -A on the rear of the crankshaft, secure it with the bolt and install a new rear oil seal over it. Place -A over -B, screw in the nut and install the rear oil seal on the seat of the upper crankcase. CRANKSHAFT AND CRANKCASE ---===WSE_1506_00003_0163.djvu===--- 12-1 GROUP 12 LUBRICATION SPECIFICATIONS............................................................................... 12-2 STRUCTURE AND OPERATION 1. Lubrication System....................................................................... 12-3 2. Oil Pump/Vacuum Unit .................................................................. 12-4 3. Oil Filter ........................................................................................ 12-6 4. Oil Cooler ..................................................................................... 12-6 TROUBLESHOOTING ........................................................................ 12-7 ON-VEHICLE INSPECTION AND ADJUSTMENT 1. Oil Filter Replacement .................................................................. 12-8 2. Engine Oil Replacement ............................................................. 12-10 3. Inspection of Engine Oil Level .................................................... 12-12 4. Inspection of Engine Oil Leaks ................................................... 12-12 5. Oil Pressure Measurement.......................................................... 12-13 OIL PAN, OIL STRAINER ................................................................. 12-14 OIL PUMP/VACUUM UNIT ............................................................... 12-17 OIL FILTER, OIL COOLER ............................................................... 12-18 ---===WSE_1506_00003_0164.djvu===--- 12-2 Item Specifications Method of lubrication Forced lubrication by oil pump Oil filter Element filter paper type Oil cooler Shell and plate type (multiple-plate type) Engine oil Classification ACEA C2 Viscosity SAE 0W-30, SAE 5W-30 Quantity dm 3 {L} Approx. 6.2 {6.2} Regulator valve opening pressure kPa {kgf/cm 2 } 440 {4.5} Bypass valve opening pressure kPa {kgf/cm 2 } 250±40{2.5±0.4} SPECIFICATIONS ---===WSE_1506_00003_0165.djvu===--- 12 12-3 1. Lubrication System The engine is lubricated by forced circulation performed by the following parts. A gear oil pump with built-in vacuum pump. A pressure regulator valve integrated in the oil pump. An oil cooler made up of five elements. Engine oil is drawn up from the sump by the oil pump via the oil strainer and delivered under pressure to the oil cooler where it is cooled. The oil continues through the oil filter and goes to lubricate the relevant parts through ducts or pipes. At the end of the lubrication cycle, the oil returns to the oil pan by gravity. The oil filter can be bypassed by the by- pass valve built into it if it gets clogged. In addition, the lubricating oil feeds the chain hydraulic tightening devices for the control of the auxiliary elements and the timing system and the hydraulic tappet. STRUCTURE AND OPERATION ---===WSE_1506_00003_0165.djvu===--- 12 12-3 1. Lubrication System The engine is lubricated by forced circulation performed by the following parts. A gear oil pump with built-in vacuum pump. A pressure regulator valve integrated in the oil pump. An oil cooler made up of five elements. Engine oil is drawn up from the sump by the oil pump via the oil strainer and delivered under pressure to the oil cooler where it is cooled. The oil continues through the oil filter and goes to lubricate the relevant parts through ducts or pipes. At the end of the lubrication cycle, the oil returns to the oil pan by gravity. The oil filter can be bypassed by the by- pass valve built into it if it gets clogged. In addition, the lubricating oil feeds the chain hydraulic tightening devices for the control of the auxiliary elements and the timing system and the hydraulic tappet. STRUCTURE AND OPERATION ---===WSE_1506_00003_0166.djvu===--- 12-4 2. Oil Pump/Vacuum Unit The vacuum pump, with radial blades, is also incorporated in the oil pump. It is driven directly by the oil pump. 2.1 Cross section of the oil pump/vacuum unit STRUCTURE AND OPERATION ---===WSE_1506_00003_0167.djvu===--- 12 12-5 2.2 Regulator valve Pressure at opening start: 440 kPa {4.5 kgf/cm 2 } (1) Regulator valve closed If in pipe the oil pressure is below 440 kPa {4.5 kgf/cm 2 }, the valve closes the holes. (2) Regulator valve open If in oil return pipe the oil pressure is equal or above 440 kPa {4.5 kgf/cm 2 }, the valve, as a result of the pressure it- self, wins through the spring reaction and goes down, thus opening commu- nication between the delivery pipe and the suction pipe, through draining holes, and therefore the pressure drops. When the pressure falls below 440 kPa {4.5 kgf/cm 2 }, the spring takes the valve to the initial position of closed valve. ---===WSE_1506_00003_0168.djvu===--- 12-6 3. Oil Filter Bypass valve opening pressure 250 ± 40 kPa {2.5 ± 0.4 kgf/cm 2 }. 4. Oil Cooler STRUCTURE AND OPERATION ---===WSE_1506_00003_0168.djvu===--- 12-6 3. Oil Filter Bypass valve opening pressure 250 ± 40 kPa {2.5 ± 0.4 kgf/cm 2 }. 4. Oil Cooler STRUCTURE AND OPERATION ---===WSE_1506_00003_0169.djvu===--- 12 12-7 Symptoms Reference Gr Possible causes Oil cooler Incorrectly mounted element OOO Defective gasket OOO Clogged element OO Damaged element OOO Weakened bypass valve spring O Weakened regulator valve spring O Oil pump/ vacuum unit Malfunctioning oil pump OO Interference between oil pump gear and oil pump case and/or cover OO Weakened relief valve spring O Oil filter Incorrect installation O Clogged element OO Defective gasket OO Incorrectly mounted and/or clogged oil strainer OO Defective crankshaft front oil seal O Gr11 Defective crankshaft rear oil seal O Incorrectly mounted timing chain/sprockets O O Oil working its way up into combustion chamber(s) through piston rings O Oil working its way down into combustion chamber(s) through valves O Oil viscosity too high O Poor oil quality O Deterioration of oil O Fuel mixed with oil O TROUBLESHOOTING ---===WSE_1506_00003_0170.djvu===--- 12-8 1. Oil Filter Replacement WARNING If engine oil is spilled, wipe it off carefully. Spilled oil may cause a fire. Be careful when handling hot engine oil, which may cause a burn. CAUTION Use the specified type of engine oil. Otherwise, the diesel particulate filter may be prematurely clogged. Do not allow engine oil to adhere to the belt. Otherwise, the belt may become slippery, resulting in de- graded cooling performance. Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Removal: Oil filter element Warm up the engine if it is cold. Let the engine oil temperature rise to about 40°C. (Run the en- gine at idle for about 20 min. to increase the engine oil tempera- ture from about 0°C to 40°C.) Without warming up the engine, the engine oil will come out when the oil filter case is removed. Loosen the oil filter case. (Approx. 2.5 rotations.) Remove the air bleeder plug from the oil filter case. Wait for at least 5 minutes to drain the engine oil in the oil filter case. Remove the oil filter case. Wrap up the oil filter case with a shop towel when removing it so that oil will not spill out. CAUTION When removing the oil filter case, take care not to spill any engine oil on the starter. Contact with spilled engine oil can damage inner parts of the starter. After removing the oil filter case, be careful not to allow for- eign objects to enter the oil filter case or oil filter support. Remove the oil filter case and filter element by lightly tapping the Allen wrench inserted in the air bleeder plug hole by a hammer. Use care not to damage the oil filter case by the Allen wrench. (Use a 4 mm Allen wrench.) Mark Parts to be tightened Tightening torque Remarks -- Oil filter support 25 to 30 {2.5 to 3.0} -- -- Air bleeder plug 1.5 ± 0.6 {0.2 ± 0.1} -- Mark Points of application Specified lubricant and/or sealant Quantity -- O-ring Engine oil As required ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0170.djvu===--- 12-8 1. Oil Filter Replacement WARNING If engine oil is spilled, wipe it off carefully. Spilled oil may cause a fire. Be careful when handling hot engine oil, which may cause a burn. CAUTION Use the specified type of engine oil. Otherwise, the diesel particulate filter may be prematurely clogged. Do not allow engine oil to adhere to the belt. Otherwise, the belt may become slippery, resulting in de- graded cooling performance. Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Removal: Oil filter element Warm up the engine if it is cold. Let the engine oil temperature rise to about 40°C. (Run the en- gine at idle for about 20 min. to increase the engine oil tempera- ture from about 0°C to 40°C.) Without warming up the engine, the engine oil will come out when the oil filter case is removed. Loosen the oil filter case. (Approx. 2.5 rotations.) Remove the air bleeder plug from the oil filter case. Wait for at least 5 minutes to drain the engine oil in the oil filter case. Remove the oil filter case. Wrap up the oil filter case with a shop towel when removing it so that oil will not spill out. CAUTION When removing the oil filter case, take care not to spill any engine oil on the starter. Contact with spilled engine oil can damage inner parts of the starter. After removing the oil filter case, be careful not to allow for- eign objects to enter the oil filter case or oil filter support. Remove the oil filter case and filter element by lightly tapping the Allen wrench inserted in the air bleeder plug hole by a hammer. Use care not to damage the oil filter case by the Allen wrench. (Use a 4 mm Allen wrench.) Mark Parts to be tightened Tightening torque Remarks -- Oil filter support 25 to 30 {2.5 to 3.0} -- -- Air bleeder plug 1.5 ± 0.6 {0.2 ± 0.1} -- Mark Points of application Specified lubricant and/or sealant Quantity -- O-ring Engine oil As required ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0171.djvu===--- 12 12-9 Remove the O-ring from the oil filter case. Remove the oil filter element from the oil filter support. Clean the oil filter case, oil filter support surface that contacts the O-ring, and the O-ring groove on the filter case with a rag. Installation: Oil filter element Apply a thin coat of engine oil to a new O-ring and install the O- ring on the oil filter case. CAUTION Use the O-ring and air bleeder plug that came with a new oil filter element. Install an oil filter element with its hole located on the bottom side. Apply engine oil to the O-ring of the new air bleeder plug and in- stall the plug to the oil filter case. CAUTION Do not tighten the air bleeder plug to more than the speci- fied torque. Otherwise, air bleeder plug or oil filter case can be broken. After installing the oil filter case, check that there is no gap be- tween the contact surfaces of the oil filter case and oil filter sup- port. CAUTION Do not tighten the oil filter case to more then the specified torque. Otherwise, oil filter case can be broken. Following the procedure given in the section "Starting the engine after parking for a long period" (See later section.), start the en- gine and warm it up until the needle of the water temperature gauge begins to move. Stop the engine. After at least 10 minutes, check the engine oil level. (See later section.) Start the engine and check that oil is not leaking. (See later sec- tion.) If any abnormality is found, reinstall the oil filter. Stop the engine and check the engine oil level. (See later sec- tion.) Add engine oil if the oil level is too low. When the engine oil has been replaced, reset the inspection/ser- vice memory of the multi-information system. (See Chapter 6 "Multi-information system" in the Owner's Manual.) ---===WSE_1506_00003_0172.djvu===--- 12-10 2. Engine Oil Replacement WARNING If engine oil is spilled, wipe it off carefully. Spilled oil may cause a fire. Be careful when handling hot engine oil, which may cause a burn. CAUTION Use the specified type of engine oil. Otherwise, the diesel particulate filter may be prematurely clogged. Do not allow engine oil to adhere to the belt. Otherwise, the belt may become slippery, resulting in de- graded cooling performance. Make sure to reset the engine electronic control unit every time after refilling. Because the engine control unit calculates the engine oil life. Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Draining: Engine oil Warm up the engine if it is cold. Let the engine oil temperature rise to about 40°C. (Run the en- gine at idle for about 20 min. to increase the engine oil tempera- ture from about 0°C to 40°C.) Without warming up the engine, you may not drain the engine oil from the oil filter. Remove the filler cap. CAUTION After removing the filler cap, be careful not to allow foreign objects to enter the engine case. Remove the drain plug to drain the engine oil. Refilling: Engine oil Install a new O-ring on the drain plug, and then install the drain plug. Add new oil through the oil filler. CAUTION Use a jug when adding engine oil through the oil filler to prevent the oil from spilling on the belt or other compo- nents. If the oil has spilled on the belt, quickly wipe it off with a shop towel. Mark Parts to be tightened Tightening torque Remarks -- Drain plug (oil pan) 30±10{3.0±1.0} -- Mark Points of application Specified lubricant and/or sealant Quantity -- Oil pan Engine oil Approx. 6.2 dm 3 {6.2 L} ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0173.djvu===--- 12 12-11 Follow the procedure below to crank the engine, and then start the engine to warm it up until the needle of the water tempera- ture gauge begins to move. [Starting the engine after parking for a long period] If the vehicle has not been used for more than 1 week, or when the engine oil or oil filter element has been replaced, follow the proce- dure below to crank the engine, then start the engine. Start the engine in the ordinary way. You don't have to wait for the indicator lamp to go off. Place the starter switch in the "START" position without depress- ing the accelerator pedal and crank the engine for about 15 sec- onds. If the engine has started, release the starter key and leave the accelerator pedal unpressed for about 15 seconds. Stop the engine. After at least 10 minutes, check the engine oil level. Start the engine and check that oil is not leaking. Add the engine oil if the oil level is too low. When the engine oil has been replaced, reset the inspection/ser- vice memory of the multi-information system. (See Chapter 6 "Multi-information system" in the Owner's Manual.) Resetting the engine electronic control unit <Resetting with FUSO Diagnostics> Connect the FUSO Diagnostics to the vehicle. Select "Reset of the engine oil" from the "EEC - Combustion en- gine Control unit" menu. After making sure that the "Require- ments for teach-in process" are met, press "S" to reset the engine electronic control unit. <Resetting without FUSO Diagnostics> Turn the starter switch to the "ON" position. Do not start the en- gine. Fully depress and hold the accelerator pedal for more than 20 seconds. With the accelerator held in that position, depress the brake ped- al 6 times. Turn the starter switch to the "LOCK" position and wait for 2 min- utes. If the electronic control unit resetting is not performed, the en- gine electronic control unit will keep counting the melting amount in the engine oil even after the engine oil has been replaced, causing a diagnosis code to be generated and a warning lamp (red) to light up. (See Gr13E.) ---===WSE_1506_00003_0174.djvu===--- 12-12 3. Inspection of Engine Oil Level Inspection should be performed in a level place. Warm up the engine until the needle of the water temperature gauge reaches close to the center of the gauge. Stop the engine. After at least 10 minutes, measure the engine oil level. If the measured oil level is higher than upper side of the hole, it indicates an increase in the oil amount due to such reason that some of the injected fuel has mixed into the engine oil during DPF regeneration. Replace the engine oil. CAUTION If the oil level is higher than the upper side of the hole, qual- ity of the engine oil is reduced, which could lead to an en- gine failure or a sudden increase in the engine speed. If the measured oil level is too low, add oil to a level within the specified oil level range for filling. If it is found the engine oil decreases too quickly in daily checks although the measured oil level was inside the normal oil level range, perform an inspection to check for the following causes. Seizure between the piston ring and piston Too much clearance between the piston and crankcase cylin- der 4. Inspection of Engine Oil Leaks Warm up the engine until the needle of the water temperature gauge reaches close to the center of the gauge. Visually check each part of the engine (oil pan, oil filter, cylinder head gasket, etc.) for oil leaks. If oil is leaking, replace the faulty component. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0174.djvu===--- 12-12 3. Inspection of Engine Oil Level Inspection should be performed in a level place. Warm up the engine until the needle of the water temperature gauge reaches close to the center of the gauge. Stop the engine. After at least 10 minutes, measure the engine oil level. If the measured oil level is higher than upper side of the hole, it indicates an increase in the oil amount due to such reason that some of the injected fuel has mixed into the engine oil during DPF regeneration. Replace the engine oil. CAUTION If the oil level is higher than the upper side of the hole, qual- ity of the engine oil is reduced, which could lead to an en- gine failure or a sudden increase in the engine speed. If the measured oil level is too low, add oil to a level within the specified oil level range for filling. If it is found the engine oil decreases too quickly in daily checks although the measured oil level was inside the normal oil level range, perform an inspection to check for the following causes. Seizure between the piston ring and piston Too much clearance between the piston and crankcase cylin- der 4. Inspection of Engine Oil Leaks Warm up the engine until the needle of the water temperature gauge reaches close to the center of the gauge. Visually check each part of the engine (oil pan, oil filter, cylinder head gasket, etc.) for oil leaks. If oil is leaking, replace the faulty component. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0175.djvu===--- 12 12-13 5. Oil Pressure Measurement Service standards Tightening torque (Unit: N·m {kgf·m}) Remove the oil pressure switch. Using an adapter, connect an oil pressure gauge to the oil pres- sure switch mounting hole. Warm up the engine until the oil temperature reaches 100 ± 5°C. Measure the oil pressure while running the engine at a minimum speed and then at maximum speed, both under no load. If the measurements are below the specified limits, overhaul the lubrication system. Tighten the engine oil pressure switch to the specified torque. CAUTION Reinstall the oil pressure switch only when the engine is cold. Location Maintenance item Standard value Limit Remedy -- Oil pressure (oil tempera- ture at 100 ± 5°C No-load minimum speed 100 kPa {1.0 kgf/cm 2 } -- Inspect No-load maximum speed 450 kPa {4.6 kgf/cm 2 } -- Mark Parts to be tightened Tightening torque Remarks -- Oil pressure switch 25 {2.5} Sealant With cold engine ---===WSE_1506_00003_0176.djvu===--- 12-14 Removal sequence Installation sequence Follow the removal sequence in reverse. 1 Oil drain plug 2 O-ring 3 Oil pan 4 Oil strainer 5 O-ring 6 Gasket 7 Rubber spacer <Manual transmission (C4 Clutch)> 8 Oil level gauge 9 Oil level gauge guide 10 Gasket 11 Vacuum pipe : Non-reusable parts OIL PAN, OIL STRAINER ---===WSE_1506_00003_0177.djvu===--- 12 12-15 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Removal procedure Removal: Oil pan Take out the bolts and remove the oil pan. Removal: Oil strainer Apply engine oil to the new O-ring and install it to the strainer. Unscrew and remove the fixing bolts. Detach the oil strainer from the oil pan. Installation procedure Installation: Oil strainer Mount the suction strainer together with the pipe. Screw down the fixing bolts and tighten them to the prescribed torque 10 N·m {1.0 kgf·m}. Installation: Oil pan Position the gasket on the engine block. Mark Parts to be tightened Tightening torque Remarks Oil drain plug 30±10{3.0±1.0} -- Bolt (oil pan mounting) 25 {2.5} -- Screw (oil strainer mounting) 10 {1.0} -- Mark Points of application Specified lubricant and/or sealant Quantity O-ring Engine oil As required ---===WSE_1506_00003_0178.djvu===--- 12-16 Fit the oil pan and tighten the fixing bolts to a torque of 25 N·m {2.5 kgf·m}. Tighten the oil drain plug to a torque of 30 ± 10 N·m {3.0 ± 1.0 kgf·m}. Installation: Rubber spacer <Manual transmission (C4 Clutch)> Install the rubber spacer with its convexed surface to the fly- wheel side, fitting its arm part all the way into the mating hole in the stiffener. Installation: Gasket Install the gasket with a convex side facing downward. Install the claw coupling gasket as shown. OIL PAN, OIL STRAINER ---===WSE_1506_00003_0179.djvu===--- 12 12-17 Removal sequence 1 Oil pump/vacuum unit 2 Gasket 3 Coupling : Non-reusable parts Installation sequence Follow the removal sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Removal procedure Removal: Oil pump/vacuum unit Remove the bolt and then remove the oil pump/vacuum unit. Remove the coupling. Installation procedure Installation: Oil pump/vacuum unit Position the coupling in the gear. Fit the oil pump/vacuum unit placing a new gasket in between. Screw in the bolts placing the oil pump/vacuum unit assembly in the end of travel position and check it is correctly fitted on the coupling. Tighten the bolts to the recommended torque 25 N·m {2.5 kgf·m}. Mark Parts to be tightened Tightening torque Remarks Bolt (oil pump/vacuum unit mounting) 25 {2.5} -- OIL PUMP/VACUUM UNIT ---===WSE_1506_00003_0180.djvu===--- 12-18 Disassembly sequence Assembly sequence Follow the disassembly sequence in reverse. WARNING Wipe up any spilled engine oil, as it can cause fires. To avoid any risk of burns, take care not to touch the engine oil when the engine is hot. CAUTION Make sure not to put any engine oil on the belt when working on the oil filter. Belts soiled with oil may easily slip, resulting in deteriorated performance of the cooling system. Be sure to attach the gasket in the right direction shown in the figure. Otherwise, the oil holes will be cov- ered. Do not reuse oil filters by washing them. 1 Air bleeder plug 2 Oil filter case 3 O-ring 4 Oil filter element 5 Oil pressure switch (See Gr54.) 6 Oil filter support 7 Gasket 8 Oil cooler 9 Gasket : Non-reusable parts OIL FILTER, OIL COOLER ---===WSE_1506_00003_0181.djvu===--- 12 12-19 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Removal procedure Removal: Oil filter element Warm up the engine if it is cold. Let the engine oil temperature rise to about 40°C. (Run the en- gine at idle for about 20 min. to increase the engine oil tempera- ture from about 0°C to 40°C.) Without warming up the engine, the engine oil will come out when the oil filter case is removed. Loosen the oil filter case. (Approx. 2.5 rotations.) Remove the air bleeder plug from the oil filter case. Wait for at least 5 minutes to drain the engine oil in the oil filter case. Remove the oil filter case. Wrap up the oil filter case with a rag when removing it so that oil will not spill out. CAUTION When removing the oil filter case, take care not to spill any engine oil on the starter. Contact with spilled engine oil can damage inner parts of the starter. After removing the oil filter case, be careful not to allow for- eign objects to enter the oil filter case or oil filter support. Remove the oil filter case and filter element by lightly tapping the Allen wrench inserted in the air bleeder plug hole by a hammer. Use care not to damage the oil filter case by the Allen wrench. (Use a 4 mm Allen wrench.) Remove the O-ring from the oil filter case. Remove the oil filter element from the oil filter support. Clean the oil filter case, oil filter support surface that contacts the O-ring, and the O-ring groove on the filter case with a rag. Mark Parts to be tightened Tightening torque Remarks Bolt (oil filter support mounting) 25 {2.5} -- Oil pressure switch Oil filter case 25 to 30 {2.5 to 3.0} -- Air bleeder plug 1.5 ± 0.6 {0.2 ± 0.1} -- Mark Points of application Specified lubricant and/or sealant Quantity O-ring Engine oil As required O-ring on the air bleeder plug ---===WSE_1506_00003_0182.djvu===--- 12-20 Removal: Oil cooler and oil cooler support Remove the oil cooler support together with the oil cooler and gasket. Installation procedure Installation: Oil cooler support and oil cooler Install the oil cooler together with a new gasket on the crank- case. Install the oil pressure switch. Installation: Oil filter element Apply a thin coat of engine oil to a new O-ring and install the O- ring on the oil filter case. CAUTION Use the O-ring and air bleeder plug that came with a new oil filter element. Install an oil filter element with its hole located on the bottom side. Apply engine oil to the O-ring of the new air bleeder plug and in- stall the plug to the oil filter case. CAUTION Use care not to tighten the air bleeder plug to a torque more than the specified. Otherwise, the air bleeder plug can be damaged. Following the procedure given in the section "Starting the engine after parking for a long period," start the engine and warm it up until the needle of the water temperature gauge begins to move. Stop the engine. After at least 10 minutes, check the engine oil level. Start the engine and check that oil is not leaking. If any abnormality is found, reinstall the oil filter. Stop the engine and check the engine oil level. Add engine oil if the oil level is too low. When the engine oil has been replaced, reset the inspection/ser- vice memory of the multi-information system. (See Chapter 6 "Multi-information system" in the Owner's Manual.) OIL FILTER, OIL COOLER ---===WSE_1506_00003_0183.djvu===--- 13-1 GROUP 13 FUEL AND ENGINE CONTROL SPECIFICATIONS............................................................................... 13-3 STRUCTURE AND OPERATION 1. High Pressure Electronic Injection System ................................... 13-4 TROUBLESHOOTING ...................................................................... 13-14 ON-VEHICLE INSPECTION AND ADJUSTMENT 1. Inspecting and Adjusting No-load Minimum and Maximum Speeds ....................................................................... 13-16 2. Air-bleeding of Fuel System........................................................ 13-16 3. Fuel Filter Replacement .............................................................. 13-17 4. Fuel Hose Replacement .............................................................. 13-20 FUEL TANK....................................................................................... 13-22 SPARE FUEL TANK <FEC> . ............................................................ 13-24 FUEL FILTER .................................................................................... 13-26 ACCELERATOR PEDAL .................................................................. 13-31 HIGH PRESSURE FUEL PUMP ....................................................... 13-32 COMMON RAIL, INJECTOR ............................................................ 13-36 ---===WSE_1506_00003_0184.djvu===--- 13-2 Fuels In cold regions, use diesel fuel with properties appropriate for the temperature predominant in the area. Use of a type of fuel except the type indicated above will result in poor engine performance and could lead to se- rious damage to the engine. This also causes the warning lamp (red) to flash, which may result in limited engine power output or poor starting ability. If the warning lamp (red) flashes, have the vehicle inspected at an authorized dealer or distributor as soon as pos- sible. WARNING Never use a mixture of diesel fuel with gasoline or alcohol or any fuel except proper diesel fuel. Using other fuel could cause a fire or an explosion. If you accidentally use gasoline or alcohol when refueling the vehicle, remove all of it from the fuel system. The engine must be stopped when refueling. Never fail to put out your cigarette before refueling if you are smoking. CAUTION Never use an alternative fuel or a mixture of diesel fuel and kerosene. Such fuel has inferior lubricating properties. Using it would cause a malfunction. Never add any antifreezing agent or other additive to the fuel, as a damaged fuel injection system could result. NOTE If the vehicle runs out of fuel, air will enter the fuel system. Once air enters the system, you cannot start the engine even after refueling. The air must be bled out of the fuel system before the engine can be start- ed. To bleed the fuel system, hold the starter switch in the "ON" position for 30 seconds and then return it to the "ACC" position. Fuel will then flow into the fuel system while forcing the air out. Now you can start the engine. There may be some instances where it takes 30 to 60 seconds to start the engine. ---===WSE_1506_00003_0185.djvu===--- 13 13-3 Item Specifications High pressure fuel pump Manufacturer Bosch Supply pump type CP4.20 Control method Electronic Pressure regulator Rated voltage V 12 Max. common rail pressure MPa {kgf/cm 2 } 200 {2040} Common rail Manufacturer Bosch Common rail pressure sensor supply voltage V 5 Injectors Manufacturer Bosch Injector type Solenoid Control method Electrical Engine electronic control unit Manufacturer Bosch Rated voltage V 12 SPECIFICATIONS ---===WSE_1506_00003_0186.djvu===--- 13-4 1. High Pressure Electronic Injection System 1.1 Over view The main features of the high-pressure electronic injection system are availability of high injection pressures. possibility of modulating pressures quite apart from the rotation speed and the engine load. ability to operate at high engine speeds. injection control precision (injection duration and advance). lower fuel consumption. lower emissions. STRUCTURE AND OPERATION ---===WSE_1506_00003_0186.djvu===--- 13-4 1. High Pressure Electronic Injection System 1.1 Over view The main features of the high-pressure electronic injection system are availability of high injection pressures. possibility of modulating pressures quite apart from the rotation speed and the engine load. ability to operate at high engine speeds. injection control precision (injection duration and advance). lower fuel consumption. lower emissions. STRUCTURE AND OPERATION ---===WSE_1506_00003_0187.djvu===--- 13 13-5 The main functions of the system are basically as follows. Fuel temperature control. Engine coolant temperature control. Amount of fuel injected control. Idling speed control. Fuel cut-off in release phase. Cylinder balancing when idling control. Anti-sawing control. Smokiness at exhaust on acceleration control. Exhaust gas recirculation (EGR) control. Top speed limit control. Glow plugs control. Activation of air-conditioning system (if any) control. Auxiliary fuel pump control. Position of cylinders control. Main and pilot injection advance control. Closed cycle of injection pressure control. Boost pressure control. Self-diagnostics. Connection with immobilizer control unit. Maximum torque limitation control. The information the engine electronic control unit processes to regulate the amount of fuel to be injected compris- es. Engine speed. Coolant temperature. Turbocharging pressure. Air temperature. Intake air quantity. Battery voltage. Fuel pressure. Accelerator pedal position. ---===WSE_1506_00003_0188.djvu===--- 13-6 1.2 Functional diagram of hydraulic system Pressures within the circuit: a. 0.44 MPa {4.49 kgf/cm 2 } (relative)  p  0.58 MPa {5.91 kgf/cm 2 } (relative) b. 0.44 MPa {4.49 kgf/cm 2 } (absolute)  p  0.6 MPa {6.12 kgf/cm 2 } (absolute) c. p  0.2 MPa {2.04 kgf/cm 2 } (absolute) d. p  1.0 MPa {10.20 kgf/cm 2 } STRUCTURE AND OPERATION ---===WSE_1506_00003_0189.djvu===--- 13 13-7 In this injection system, the pressure regulator, located upstream from the high pressure fuel pump, governs the flow of fuel needed in the low-pressure system. Afterwards, the high pressure fuel pump correctly supplies the common rail. This solution, pressurizing solely the necessary fuel, improves the energy efficiency and limits heating the fuel in the system. The pressure regulator valve fitted on the high pressure fuel pump has the function of keeping the pressure, at the pressure regulator inlet, constant at; irrespective of the efficiency of the fuel filter and of the system upstream. The action of the relief valve causes an increase in the flow of fuel in the high pressure fuel pump cooling circuit. The high-pressure fuel pump continuously maintains the fuel at the working pressure, irrespective of the timing and the cylinder which is to receive the injection and stores it in a pipe common to all the injectors. At the injector inlet therefore there is always fuel at the injection pressure calculated by the engine control unit. When the solenoid valve of an injector is energised by the control unit, fuel is injected into the relative cylinder tak- en straight from the hydraulic accumulator. The hydraulic system consists of a low-pressure fuel recirculation circuit and a high pressure circuit. The high pressure circuit is made up of the following pipes: pipe connecting the high pressure fuel pump outlet to the common rail; common rail; pipes feeding the injectors from the common rail. The low-pressure circuit is made up of the following pipes: fuel intake pipe from the tank to the filter; pipe assembly made up of the following: feed pipe from the fuel filter to the high pressure fuel pump; fuel return pipe from the high pressure fuel pump to the tank; fuel exhaust pipe from the injectors to the fuel return pipe to the tank. Because to the high performance of this hydraulic system, for reasons of safety it is necessary to: avoid connecting high pressure fuel pipe fittings without fully the fittings; never disconnect the high pressure fuel pipes with the engine running (NEVER try bleeding, which is both point- less and dangerous). The integrity of the low-pressure circuit is also essential for the system to work properly; it is therefore necessary to avoid all manipulation and modifications and act only in the event of leakage. ---===WSE_1506_00003_0190.djvu===--- 13-8 1.3 High pressure fuel pump To produce the very high operating pressure, a mechanical pump with radial pistons is used, which is driven by the timing gear kinematic mechanism. The operating pressure is controlled in the following ways. Electronically via a solenoid fixed to the pump body and controlled by the engine electronic control unit; Via a pressure regulating valve mounted on the common rail. Fuel is supplied by the transfer pump located inside the high-pressure fuel pump body. The transfer pump is equipped with a pressure regulator that is controlled by the electronic control unit to meter the amount of fuel sent to the high-pressure fuel pump. STRUCTURE AND OPERATION ---===WSE_1506_00003_0191.djvu===--- 13 13-9 1.4 Common rail The common rail is affixed to the cylin- der head on the intake side. By its volume, it dampers fuel pres- sure oscillations caused by: High pressure fuel pump operation Injector opening. The following are installed on common rail: A pressure sensor to measure the pressure of the fuel present inside the common rail. The fuel pressure sensor can affect the accuracy of the injector minimum flow correc- tion, as the minimum flow depends on both the injection times and the actual pressure of the common rail. A pressure regulator to control the operating pressure. Small valves (throttle valves) or con- trol bushes, have been installed on the fuel delivery couplings, which control the fuel pressure waves generated by the high pressure fuel pump. Their function is to protect the injectors by reducing their wear over time. 1.5 Injectors The injectors are located on the en- gine's head and receive fuel under pressure from the rail. They provide for high pressure supply and recircula- tion in atmospheric pressure of the non-injected excess fuel. On the injector head are: the central duct for accessing the high-pressure fuel; a side duct for the recirculation of the low-pressure fuel with integrat- ed throttle; the seat for the electric connector for receiving commands from the unit. The electronic unit controls the sole- noid inside the injector. The solenoid allows, thanks to re- duced switching times, a very quick re- action to the commands sent by the engine control unit, making injection capacity more flexible and increasing the number of injections per cycle. ---===WSE_1506_00003_0192.djvu===--- 13-10 When the solenoid coil receives an electric charge, controlled by the EDC, it is excited, thus creating a magnetic field which moves upwards the rotor and the piston connected to the noz- zle. Hence the high pressure injection of fuel in the combustion chamber is attained. At the same time, the piston pushes the excess fuel upwards which, through the now open valve housing, undergoes recirculation in the fuel cir- cuit through the return flow duct. Upon cessation of the electric charge, the valve spring and nozzle spring push the rotor and the nozzle respec- tively downwards which, returning to their initial position, close the passage ducts. STRUCTURE AND OPERATION ---===WSE_1506_00003_0193.djvu===--- 13 13-11 1.6 Fuel filter Fuel filter is made up of a filtering cartridge with water separator, inside which an electronic unit is housed. Water accumulation capacity is equal to 140 cm 3 . The electronic unit includes water separator sensor and fuel tempera- ture sensor. (1) Water separator sensor Water separator sensor detects water present in the filter starting from 110 cm 3 volume present. Water separator sensor provides values of: low voltage in presence of water: higher than 3.9 V high voltage in absence of water: lower than 11.8 V Characteristics 12 V nominal voltage (8 V minimum -- 16 V maximum) (2) Fuel temperature sensor Temperature range: --40 to +130C (3) Heater Nominal voltage: 12 V Maximum allowed voltage: 30 V Nominal power: 250 W ---===WSE_1506_00003_0194.djvu===--- 13-12 1.7 Fuel pump The fuel electric pump is of the volumetric, low-pressure type. It is built into the fuel level indicator located in the fuel tank. Electric connector, located in the upper portion of the assembly, features the pins both for the electric pump and the level sensor. STRUCTURE AND OPERATION ---===WSE_1506_00003_0195.djvu===--- 13-13 13 MEMO ---===WSE_1506_00003_0196.djvu===--- 13-14 Engine electronic control unit enables power limitation power if common rail pressure is out some defined ranges. Symptoms Reference Gr Possible causes Electronic control fuel system faulty High pressure fuel pump Defective high pressure fuel pump O O O O Open circuit pressure regulator OOO O Poor contact on pressure regulator connectors O Fuel pump Fuel pump faulty OO OOOO O Harness broken O O O Connector connection faulty OO OOOO O Incorrect injector fuel injection Open or short circuit failure, poor con- tact of injector magnetic valve OO OOO Defective injector, defective injector magnetic valve, defective nozzle OOOOOO O Clogged fuel filter O O OO No fuel in fuel tank O Clogged fuel pipe and/or leaky pipe joints O Air or water in fuel system O O OO Use of low quality fuel OO O Open or short circuit failure, poor contact of common rail pressure sensor, defective sensor OOOOO Pressure regulating valve in the rail blocked in open posi- tion OO O Pressure regulating valve in the rail poor contact O O Fuel leakage from high pressure joint O OOO Engine control Poorly adjusted accelerator pedal O O O Defective accelerator position sensor O O Cracked fuel pipe and/or hose OO O O TROUBLESHOOTING ---===WSE_1506_00003_0197.djvu===--- 13 13-15 Symptoms Reference Gr Possible causes Oil viscosity unsuitable O O Defective cylinder head gasket O O Gr11 Wear of and/or carbon deposits on valve and valve seat OO O Distorted valve springs O O Worn or damaged piston rings O OOO O Worn or damaged piston ring groove O OO O Worn piston and/or cylinder liner O OOO O Poorly functioning cooling system O O Defective starter switch OO Gr54 Defective glow plug O Open-circuited, short-circuited or poorly connected engine speed sensor and/or camshaft timing sensor OO OO Open-circuited, short-circuited or poorly connected air temperature and pressure sensor OO OO Open-circuited, short-circuited or poorly connected water temperature sensor OO O Blown fuse OO O O Gr54 ---===WSE_1506_00003_0198.djvu===--- 13-16 1. Inspecting and Adjusting No-load Minimum and Maximum Speeds Service standards [Preparation] Prepare the vehicle for inspection and adjustment as described below. Connect a tachometer or FUSO diagnostics. (Confirm this with the service data "Coolant Temperature" in FUSO diagnostics.) Warm-up the engine until the engine coolant temperature rises to 84 to 94C. (Confirm this with the service data "Coolant Tem- perature" in FUSO diagnostics.) Turn off all the lights and auxiliary equipment. Put the transmission into neutral. Turn the steering wheel to the neutral position. Set the rev counter. [Inspection] (1) No-load minimum speed Measure the engine speed when the accelerator pedal is not de- pressed. If the measurement deviates from the standard range, check the accelerator pedal position sensor for malfunction. (See "ACCELERATOR PEDAL".) If no abnormality is found in the accelerator pedal position sen- sor, check for fuel system diagnosis codes and inspect the fuel system. (2) No-load maximum speed Make sure the pedal's stopper comes in contact with the stopper rubber when the pedal is depressed a full stroke. Depress the accelerator pedal all the way. Measure the engine speed when the accelerator lever is in con- tact with the accelerator pedal stopper. If the measurement deviates from the standard range, check the accelerator pedal position sensor for malfunction. (See "ACCELERATOR PEDAL".) If no abnormality is found in the accelerator pedal position sen- sor, check the fuel system diagnosis codes and inspect the fuel system. 2. Air-bleeding of Fuel System If the vehicle runs out of fuel, air will enter the fuel system. Once air enters the system, you cannot start the engine even after refueling. The air must be bled out of the fuel system before the engine can be started. To bleed the fuel system, hold the starter switch in the "ON" position for 30 seconds and then return it to the "ACC" position. Location Maintenance item Standard value Limit Remedy -- No-load minimum speed (idle speed) 650 rpm -- Inspect -- No-load maximum speed 4200 ± 50 rpm -- Inspect ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0198.djvu===--- 13-16 1. Inspecting and Adjusting No-load Minimum and Maximum Speeds Service standards [Preparation] Prepare the vehicle for inspection and adjustment as described below. Connect a tachometer or FUSO diagnostics. (Confirm this with the service data "Coolant Temperature" in FUSO diagnostics.) Warm-up the engine until the engine coolant temperature rises to 84 to 94C. (Confirm this with the service data "Coolant Tem- perature" in FUSO diagnostics.) Turn off all the lights and auxiliary equipment. Put the transmission into neutral. Turn the steering wheel to the neutral position. Set the rev counter. [Inspection] (1) No-load minimum speed Measure the engine speed when the accelerator pedal is not de- pressed. If the measurement deviates from the standard range, check the accelerator pedal position sensor for malfunction. (See "ACCELERATOR PEDAL".) If no abnormality is found in the accelerator pedal position sen- sor, check for fuel system diagnosis codes and inspect the fuel system. (2) No-load maximum speed Make sure the pedal's stopper comes in contact with the stopper rubber when the pedal is depressed a full stroke. Depress the accelerator pedal all the way. Measure the engine speed when the accelerator lever is in con- tact with the accelerator pedal stopper. If the measurement deviates from the standard range, check the accelerator pedal position sensor for malfunction. (See "ACCELERATOR PEDAL".) If no abnormality is found in the accelerator pedal position sen- sor, check the fuel system diagnosis codes and inspect the fuel system. 2. Air-bleeding of Fuel System If the vehicle runs out of fuel, air will enter the fuel system. Once air enters the system, you cannot start the engine even after refueling. The air must be bled out of the fuel system before the engine can be started. To bleed the fuel system, hold the starter switch in the "ON" position for 30 seconds and then return it to the "ACC" position. Location Maintenance item Standard value Limit Remedy -- No-load minimum speed (idle speed) 650 rpm -- Inspect -- No-load maximum speed 4200 ± 50 rpm -- Inspect ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0198.djvu===--- 13-16 1. Inspecting and Adjusting No-load Minimum and Maximum Speeds Service standards [Preparation] Prepare the vehicle for inspection and adjustment as described below. Connect a tachometer or FUSO diagnostics. (Confirm this with the service data "Coolant Temperature" in FUSO diagnostics.) Warm-up the engine until the engine coolant temperature rises to 84 to 94C. (Confirm this with the service data "Coolant Tem- perature" in FUSO diagnostics.) Turn off all the lights and auxiliary equipment. Put the transmission into neutral. Turn the steering wheel to the neutral position. Set the rev counter. [Inspection] (1) No-load minimum speed Measure the engine speed when the accelerator pedal is not de- pressed. If the measurement deviates from the standard range, check the accelerator pedal position sensor for malfunction. (See "ACCELERATOR PEDAL".) If no abnormality is found in the accelerator pedal position sen- sor, check for fuel system diagnosis codes and inspect the fuel system. (2) No-load maximum speed Make sure the pedal's stopper comes in contact with the stopper rubber when the pedal is depressed a full stroke. Depress the accelerator pedal all the way. Measure the engine speed when the accelerator lever is in con- tact with the accelerator pedal stopper. If the measurement deviates from the standard range, check the accelerator pedal position sensor for malfunction. (See "ACCELERATOR PEDAL".) If no abnormality is found in the accelerator pedal position sen- sor, check the fuel system diagnosis codes and inspect the fuel system. 2. Air-bleeding of Fuel System If the vehicle runs out of fuel, air will enter the fuel system. Once air enters the system, you cannot start the engine even after refueling. The air must be bled out of the fuel system before the engine can be started. To bleed the fuel system, hold the starter switch in the "ON" position for 30 seconds and then return it to the "ACC" position. Location Maintenance item Standard value Limit Remedy -- No-load minimum speed (idle speed) 650 rpm -- Inspect -- No-load maximum speed 4200 ± 50 rpm -- Inspect ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0199.djvu===--- 13 13-17 3. Fuel Filter Replacement WARNING The fuel is highly flammable. Keep it away from flames and other sources of heat. Carefully wipe up spilled fuel. Otherwise, it could cause a fire. Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Special tools [Removal] Place a container below the fuel filter to catch fuel. Disconnect the fuel tube and turn the fuel filter drain plug in the illustrated direction with pliers or equivalent to loosen it. The fuel in the fuel filter will drain. After the fuel is drained, tighten the drain plug to the specified torque. Unlock the sensor connector by pulling its bottom toward you, then pull the connector straight upward to remove it. Mark Parts to be tightened Tightening torque Remarks -- Drain plug of filter case 1.5 ± 0.5 {0.15 ± 0.05} -- Mark Points of application Specified lubricant and/or sealant Quantity -- O-ring Engine oil As required Mark Tool name and shape Part No. Application Filter wrench MH064193 Removal and installation of filter case ---===WSE_1506_00003_0200.djvu===--- 13-18 Pull up the sensor connector's lock knob, then slide the upper half of the connector (in the direction of the arrow) to remove the connector. Remove the filter case. [In the case using ] From the direction 180 opposite to the drain plug, fit fully to the hexagonal section of the filter case. Turn and remove the filter case while keeping horizontal. CAUTION I f is fit from the direction other than that shown in the drawing, the filter case may be damaged during removalor installation. [In the case using a common hand tool] If you use an adjustable wrench, wrench, or other suitable com- mon hand tool, observe the following conditions. Use the tool of which jaws protrude 5 mm or more from the jaw contacting surface when the tool fits firmly to the hexago- nal section. The thickness of the jaw of the tool should be 9 mm or thicker. When using an adjustable wrench, fit the jaw snugly to the hexagonal section. Do not use a tool which does not have the jaws with neces- sary parallelism to fit the hexagonal section. (Do not use a pipe wrench, pliers, etc. as they may damage the hexagonal section.) The procedure and precautions to remove the fuel filter are the same as that for . Remove the fuel filter by pulling it straight upward. CAUTION Always keep the filter parallel with the filter case when re- moving and installing it. The sensor will be damaged if the filter is tilted during its installation or removal. Remove the O-ring from the filter case. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0201.djvu===--- 13 13-19 [Installation] Replace the fuel filter and O-ring with new ones. O-ring used should be the one supplied with a new fuel filter. Coat the O-ring with a thin film of and install it on the filter case. Insert the fuel filter into the filter case straight downward. CAUTION Always keep the filter parallel with the filter case when re- moving and installing it. The sensor will be damaged if the filter is tilted during its installation or removal. Use of an unsuitable fuel filter causes engine trouble. Al- ways use a genuine fuel filter. Take care not to allow foreign particles to enter the fuel filter and fuel tube. Otherwise, injection failure or other trouble could occur. Install the filter case and sensor. When installing, tighten the filter case until the prjection on the case has passed over the projection on the filter head and is po- sitioned within the range shown in the drawing. CAUTION The filter case may be damaged if it is tightened until its projection passed over the specified range. Installation: Sensor connector To install the sensor connector, follow the removal procedure in reverse. (See " Removal: Sensor connector".) Work after installation Bleed air out of the fuel system after installing the filter case. (See Air-bleeding of Fuel System.) Start the engine and confirm that fuel does not leak. If fuel leaks, remove and reinstall the fuel filter from the begin- ning. After replacement of the fuel filter, reset the maintenance record in the multi-information system. (See Chapter 6 "Multi-informa- tion system" of Owner's Manual.) ---===WSE_1506_00003_0202.djvu===--- 13-20 4. Fuel Hose Replacement Special tools Removal procedure Removal: Fuel tube Disconnect the fuel tube at the connection to the engine using . The connector has different diameters depending on whether it is outgoing to, or incoming from, the engine. Use of the correct size according to the connector type. Unlock the connector by pushing it in the direction of the arrow using inserted from the connector's back side, then re- move the fuel tube. Perform the same steps for the lower side. Depending on the ve- hicle specifications, the steps should be performed with the rear lid opened. Mark Tool name and shape Part No. Application Fuel tube release tool MH064211 Removal of fuel tube ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0203.djvu===--- 13-21 13 MEMO ---===WSE_1506_00003_0204.djvu===--- 13-22 The above schematic is only an example. Details may differ depending on vehicle models, such as the number of spacers and the parts used. Removal sequence Installation sequence Follow the removal sequence in reverse. DANGER Do not allow any flames or sources of heat near the fuel tank, as it may explode. WARNING Fuel is highly flammable. Keep it away from flames and sources of heat. To avoid risk of fire, wipe up any spilled fuel. Make sure that the breather hose is not clogged. 耦縕緫緱縕縕繢翎 縕 縑 緱 縠 縈 緹 緱繇 聱芾 舡莆舃芎 舡艆芎荕舃荃 緱緱 繮 緱縠 緱縕 緱縑 緱緹 縑縕蘩 縑縕蘩 緱縈 繢 繇 緱緫 1 Drain plug 2 Fuel main pipe 3 Fuel tube 4 Return pipe 5 Fuel tube 6 Upper plate 7 Harness bracket 8 Packing 9 Fuel pump cover 10 Fuel pump (See Gr54.) 11 Plate 12 Fuel tank band 13 Breather hose 14 Fuel check valve 15 Fuel tank 16 Plate 17 Fuel tank bracket : Non-reusable parts FUEL TANK ---===WSE_1506_00003_0205.djvu===--- 13 13-23 Tightening torque (Unit: N·m {kgf·m}) Installation procedure Installation: Fuel check valve Install the fuel check valve positioned at the angles shown. Installation: Plate, fuel pump CAUTION When replacing the fuel pump, be sure to drain the fuel. If fuel is not drained, the plate located under the fuel pump will not be set in the correct position. Install the plate on the fuel tank with it facing in the illustrated di- rection. Replace the packing with a new one. Install the packing, upper plate, harness bracket and fuel pump. Mark Parts to be tightened Tightening torque Remarks Drain plug 15 to 25 {1.5 to 2.5} -- Nut (fuel tank bracket and plate mounting) 90to110{9to11} -- Bolt (fuel check valve mounting) 4.9 to 8.8 {0.5 to 0.9} -- Nut (fuel tank mounting) 9to14{0.9to1.4} -- Screw (upper plate and packing mounting) 1.0 to 1.5 {0.1 to 0.15} -- ---===WSE_1506_00003_0206.djvu===--- 13-24 Removal sequence Installation sequence Follow the removal sequence in reverse. DANGER Do not allow any flames or sources of heat near the fuel tank, as it may explode. WARNING Fuel is highly flammable. Keep it away from flames and sources of heat. To avoid risk of fire, wipe up any spilled fuel. Make sure that the breather hose is not clogged. 耦縕緫緱縕縕繮 縕 縈 緱緹 緱緱 緱緫 緱 絝膄 緹 繇 繮 縠 縑 縑縕蘩 縑縕蘩 繢 1 Fuel hose 2 Fuel tube 3 Fuel cock 4 Packing 5 Elbow joint 6 Packing 7 Fuel tank band 8 Breather hose 9 Fuel check valve 10 Fuel tank 11 Plate 12 Fuel tank bracket * a: Fuel tank : Non-reusable parts SPARE FUEL TANK <FEC> ---===WSE_1506_00003_0207.djvu===--- 13 13-25 Tightening torque (Unit: N·m {kgf·m}) Installation procedure Installation: Fuel check valve Install the fuel check valve positioned at the angles shown. Installation: Elbow joint, fuel cock Install the elbow joint and fuel cock in the directions shown in the illustration by using packings for adjustment. Up to 2 packings may be used. Types: 1.0 mm, 1.5 mm (2 types) Mark Parts to be tightened Tightening torque Remarks Fuel cock 15 to 25 {1.5 to 2.5} -- Elbow joint Nut (fuel tank bracket and plate mounting) 90to110{9to11} -- Bolt (fuel check valve mounting) 4.9 to 8.8 {0.5 to 0.9} -- Nut (fuel tank mounting) 9to14{0.9to1.4} -- ---===WSE_1506_00003_0208.djvu===--- 13-26 Disassembly sequence WARNING The fuel is highly flammable. Keep it away from flames and other sources of heat. Carefully wipe up spilled fuel. Otherwise, it could cause a fire. Assembly sequence Follow the disassembly sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Mark Parts to be tightened Tightening torque Remarks Drain plug of filter case and sensor 1.5 ± 0.5 {0.15 ± 0.05} -- Mark Points of application Specified lubricant and/or sealant Quantity O-ring Engine oil As required 1 Fuel tube 2 Fuel tube 3 Sensor connector 4 Clip 5 Filter case and sensor (See Gr54.) 6 O-ring 7 Fuel filter 8 Filter head : Non-reusable parts FUEL FILTER ---===WSE_1506_00003_0209.djvu===--- 13 13-27 Special tools Work before removal Removal: Fuel filter Disconnect the fuel tube and turn the fuel filter drain plug in the illustrated direction with pliers or the like to loosen it. The fuel in the fuel filter will be drained. (The drain plug is not detached.) After the fuel is drained, tighten the drain plug to the specified torque. CAUTION If the fuel is drained before the fuel tube is disconnected, the fuel in the fuel tank will flow out. Be sure to disconnect the fuel tube first. Removal procedure Removal: Sensor connector Unlock the sensor connector by pulling its bottom toward you, then pull the connector straight upward to remove it. Pull up the sensor connector's lock knob, then slide the upper half of the connector (in the direction of the arrow) to remove the connector. Mark Tool name and shape Part No. Application Filter wrench MH064193 Removal and installation of filter case and sensor ---===WSE_1506_00003_0210.djvu===--- 13-28 Removal: Filter case and sensor [In the case using ] From the direction 180 opposite to the drain plug, fit fully to the hexagonal section of the filter case. Turn and remove the filter case while keeping horizontal. CAUTION I f is fit from the direction other than that shown in the drawing, the filter case may be damaged during removal or installation. [In the case using a common hand tool] If you use an adjustable wrench, wrench, or other suitable com- mon hand tool, observe the following conditions. Use the tool of which jaws protrude 5 mm or more from the jaw contacting surface when the tool fits firmly to the hexago- nal section. The thickness of the jaw of the tool should be 9 mm or thicker. When using an adjustable wrench, fit the jaw snugly to the hexagonal section. Do not use a tool which does not have the jaws with neces- sary parallelism to fit the hexagonal section. (Do not use a pipe wrench, pliers, etc. as they may damage the hexagonal section.) The procedure and precautions to remove the fuel filter are the same as that for . Removal: Fuel filter Remove the fuel filter by pulling it straight upward. CAUTION Always keep the filter parallel with the filter case and sensor when removing and installing it. The sensor will be dam- aged if the filter is tilted during its installation or removal. Remove the O-ring from the filter case and sensor. FUEL FILTER ---===WSE_1506_00003_0211.djvu===--- 13 13-29 Removal: Clip Remove the clip from the filter case and sensor using pliers. Reuse the removed clip when the filter case and sensor is re- placed with a new one. Installation procedure Installation: Clip Align the grooves on the filter case and sensor and install the clip. CAUTION Be sure to install the clip. Missing clip will result in fuel leakage. Installation: Fuel filter Replace the fuel filter and O-ring with a new one. O-ring used should be the one supplied with a new fuel filter. Coat the O-ring with a thin film of oil and install it on the filter case and sensor. Insert the fuel filter into the filter case and sensor straight down- ward. CAUTION Always keep the filter parallel with the filter case and sensor when removing and installing it. The sensor will be dam- aged if the filter is tilted during its installation or removal. Use of an unsuitable fuel filter causes engine trouble. Al- ways use a genuine fuel filter. Take care not to allow foreign particles to enter the fuel filter and fuel tube. Otherwise, injection failure or other trouble could occur. Installation: Filter case and sensor When installing, tighten the filter case until the prjection on the case has passed over the projection on the filter head and is po- sitioned within the range shown in the drawing. CAUTION The filter case may be damaged if it is tightened until its projection passed over the specified range. Installation: Sensor connector To install the sensor connector, follow the removal procedure in reverse. (See " Removal: Sensor connector".) ---===WSE_1506_00003_0212.djvu===--- 13-30 Installation: Fuel tube Insert the connector into the fuel filter nutil a click is heard. After connecting, hold the connector and move it slightly forward and backward to confirm that the connector is locked securely. Work after installation Bleed air out of the fuel system after installing the filter case and sensor. (See Air-bleeding of Fuel System.) Start the engine and check that fuel does not leak. If fuel leaks, remove and reinstall the fuel filter from the begin- ning. After replacement of the fuel filter, reset the maintenance record in the multi-information system. (See Chapter 6 "Multi-informa- tion system" of Owner's Manual.) FUEL FILTER ---===WSE_1506_00003_0213.djvu===--- 13 13-31 Removal sequence Installation sequence Follow the removal sequence in reverse. Installation procedure Installation: Accelerator pedal Install the accelerator pedal on the brake pedal assembly in the numbered sequence as shown in the illustration. Work after installation Inspection: Accelerator pedal Check the no-load minimum and maximum speeds and adjust them if necessary (see ON-VEHICLE INSPECTION AND AD- JUSTMENT). Make sure the pedal moves smoothly. 1 Accelerator pedal (See Gr54.) 2 Stopper rubber 3 Accelerator pedal stopper 4 Grommet * a: Brake pedal assembly ACCELERATOR PEDAL ---===WSE_1506_00003_0214.djvu===--- 13-32 Removal sequence Dust entering the high-pressure fuel pump will seriously affect engine performance. Cap or cover every opening after removing a pipe or other component. WARNING Fuel is highly flammable. Do not handle it near flames or heat. Spilled fuel may catch fire and therefore, must be wiped off completely. CAUTION Dirt and dust in the high pressure fuel pump can seriously reduce engine performance. To prevent this from happening, fully cover all opening after removing any pipes or hoses. The high pressure fuel pump is a non-disassembly component. When it has any problems, replace them. Installation sequence Follow the removal sequence in reverse. : This work requires protection against dust. 1 Low pressure fuel pipe 2 Low pressure fuel pipe 3 Bracket 4 High pressure fuel pipe 5 High pressure fuel pump 6 O-ring * a: Control shaft * b: Intake manifold : Non-reusable parts HIGH PRESSURE FUEL PUMP ---===WSE_1506_00003_0215.djvu===--- 13 13-33 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Special tools Removal procedure Removal: High pressure fuel pipe Unscrew the connector on the common rail. Unscrew the connector on the high pressure fuel pump. Undo and remove the bolt of the high pressure fuel pipe bracket. Remove the high pressure fuel pipe. Mark Parts to be tightened Tightening torque Remarks Bolt (high pressure fuel pump mounting) 10 {1.0} -- Connector (high pressure fuel pipe mounting) 27±2{2.7±0.2} -- Bolt (high pressure fuel pump mounting) 25 {2.5} -- Bolt (bracket mounting) Connector (high pressure fuel pipe mounting) 25±2{2.5±0.2} -- Mark Points of application Specified lubricant and/or sealant Quantity O-ring Engine oil As required Mark Tool name and shape Part No. Application Head, flare nut wrench (width across flats: 19 mm) MH063982 Installation of high pressure fuel pipe Head, flare nut wrench (width across flats: 18 mm) MH063983 Torque wrench MH063089 : This work requires protection against dust. ---===WSE_1506_00003_0216.djvu===--- 13-34 Removal: Low pressure fuel pipe To remove the low pressure fuel pipes from the high pressure fuel pump it is necessary to loosen the clamp, remove the quick coupler and detach the pipes from the clip. Installation procedure Installation: High pressure fuel pump The relative position between the control shaft and the pump axis is determined by the flange fitted on the high pressure fuel pump. NOTE If a new high pressure fuel pump is required it comes from Bosch in a stable balanced position (at BDC) with the flange installed. If the high pressure fuel pump is not replaced, it should be placed in the stable balanced position (at BDC) turning the con- trol shaft appropriately. Install the high pressure fuel pump so that the control shaft teeth mesh in the coupling. Rotate the high pressure fuel pump (keeping the shafts and the gears locked) so that the openings are aligned with the ones on the support. Fully tighten the attaching bolt on the pump support side. Tighten the three attaching bolts complete with spacers in their seats. Tighten the three bolts to a torque of 25 N·m {2.5 kgf·m}. Tighten the bolt to a torque of 10 N·m {1.0 kgf·m}. : This work requires protection against dust. : This work requires protection against dust. HIGH PRESSURE FUEL PUMP ---===WSE_1506_00003_0217.djvu===--- 13 13-35 Installation: Low pressure fuel pipe Install the quick couplers to the high-pressure fuel pump, con- nect the low-pressure fuel pipes, and install the clamps. Secure the low-pressure fuel pipes by fitting them in the clips. Installation: High pressure fuel pump Install the high pressure new fuel pipe. Secure the bracket to the intake manifold by using the bolt. Tighten the bolt to a torque of 25 N·m {2.5 kgf·m}. Screw the connector in the high pressure fuel pump and tighten ittoatorqueof25±2N·m{2.5±0.2kgf·m}using and . Screw the connector in the common rail and tighten it to a torque of27±2N·m{2.7±0.2kgf·m}using and . : This work requires protection against dust. : This work requires protection against dust. ---===WSE_1506_00003_0218.djvu===--- 13-36 Removal sequence 1 Fuel return pipe 2 High pressure fuel pipe (See high pressure fuel pump.) 3 Low pressure fuel return pipe 4 Fuel pipe 5 Common rail 6 Injector bracket 7 Injector (See Gr54.) 8 O-ring 9 Gasket : Non-reusable parts Dust entering the high-pressure fuel pump will seriously affect engine per- formance. Cap or cover every opening after removing a pipe or other compo- nent. WARNING Fuel is highly flammable. Do not handle it near flames or heat. Spilled fuel may catch fire and therefore, must be wiped off completely. CAUTION It dust enters the common rail, the engine performance will be greatly affected. To prevent it, be sure to cover up openings left after pipes and other parts are removed. Also, wash eyebolts, gaskets, etc. in light oil to clear of dirt. The common rail and the injector are non-disassembly components. When they has any problems, re- place them. NOTE If an injector or common rail was replaced with a new component, the data must be written and reset in the engine electronic control unit. (See Gr13E.) For the data writing and resetting work, consult your nearest authorized dealer or distributor. Installation sequence Follow the removal sequence in reverse. : This work requires protection against dust. COMMON RAIL, INJECTOR ---===WSE_1506_00003_0219.djvu===--- 13 13-37 Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Special tools Removal procedure Removal: Low pressure fuel return pipe Pull up the body of the quick coupler by hand and remove the low pressure fuel return pipe. Disassemble quick coupler by hand and without any use of tools. Removal: Common rail, fuel pipe Remove the common rail side connectors using . Unscrew and remove the bolts. Detach the common rail from the engine overhead. Mark Parts to be tightened Tightening torque Remarks Bolt (common rail mounting) 28 {2.8} -- Bolt (injector bracket mounting) 29 ± 1.45 {2.9 ± 0.1} -- Connector (fuel pipe mount- ing) Injector side 25±2{2.5±0.2} -- Common rail side 24±2{2.4±0.2} Connector (high pressure fuel pipe mounting) Common rail side 24±2{2.4±0.2} -- High pressure fuel pump side 25±2{2.5±0.2} -- Mark Points of application Specified lubricant and/or sealant Quantity O-ring White industrial petroleum jelly As required Mark Tool name and shape Part No. Application Head, flare nut wrench (width across flats: 18 mm) MH063983 Installation of fuel pipes Torque wrench MH063089 Installation of fuel pipe : This work requires protection against dust. : This work requires protection against dust. ---===WSE_1506_00003_0220.djvu===--- 13-38 Removal: Injector bracket Remove the injector bracket. Removal: Injector Remove the injector from the head and mark it with the cylinder it belongs to. Make sure that the copper washer between the injector and head is removed. Installation procedure Installation: Injector, injector bracket Apply white industrial petroleum jelly to O-ring. Fit a new copper gasket and a new O-ring onto the injector. In case of replacement, the new injector is supplied as spare with copper gasket and O-ring already mounted. Mount the injector in the overhead. Install the injector bracket. Screw the fixing bolt without locking in place. After installing the common rail, tighten the injector bracket to a torque of 29 ± 1.45 N·m {2.9 ± 0.1 kgf·m}. Installation: Common rail, fuel pipe Install the common rail on the engine overhead. Tighten the bolt to a torque of 28 N·m {2.8 kgf·m}. Connect the new fuel pipes to the injectors and to the common rail. : This work requires protection against dust. : This work requires protection against dust. : This work requires protection against dust. : This work requires protection against dust. COMMON RAIL, INJECTOR ---===WSE_1506_00003_0221.djvu===--- 13 13-39 Connector on the injector torque 25 ± 2 N·m {2.5 ± 0.2 kgf·m}. Install the common rail side connectors using and . Connector on the common rail torque 24 ± 2 N·m {2.4 ± 0.2 kgf·m}. During this operation, apply a counter-reaction on the fixed hex seat to avoid connector deformation. After installing the fuel pipe and common rail, finally tighten the injector bracket bolt. Installation: Low pressure fuel return pipe Act on the quick coupler located on the injector heads to mount the low pressure fuel return pipes from the injectors. : This work requires protection against dust. ---===WSE_1506_00003_0222.djvu===--- 13E-1 GROUP 13E ENGINE CONTROL SPECIFICATIONS............................................................................. 13E-2 STRUCTURE AND OPERATION 1. High Pressure Electronic Injection System ................................. 13E-4 2. Engine Electronic Control System .............................................. 13E-6 TROUBLESHOOTING 1. Inspections Based on Diagnosis codes .................................... 13E-20 2. FUSO Diagnostics Service Data (Actual values) ..................... 13E-222 3. FUSO Diagnostics Actuator Test (Actuations) ........................ 13E-234 4. Alteration and Reset of Coding Data in Electronic Control Unit ........................................................... 13E-236 5. Inspections to be made at Injector Error Occurrence.............. 13E-238 6. Inspection when an error in the exhaust gas recirculation and exhaust brake valve system Error Occurrence................. 13E-240 7. Inspection when a diesel particulate filter-related sensor system Error Occurrence ............................................ 13E-242 8. Inspection of when an engine oil warning lamp (green) goes on ................................................ 13E-244 9. Inspections to be Made at CAN Error Occurrence................... 13E-245 INSPECTION OF ELECTRICAL PARTS . ................................(See Gr54.) INSTALLED LOCATION OF PARTS .......................................(See Gr54.) ELECTRIC CIRCUIT DIAGRAM ..............................................(See Gr54.) ---===WSE_1506_00003_0223.djvu===--- 13E-2 Item Specifications High pressure pump Manufacturer Bosch Supply pump type CP4.1 Control method Electronic Pressure regulator Rated voltage V 12 Max. common rail pressure MPa {kgf/cm 2 } 180 {1835} Common rail Manufacturer Bosch Common rail pressure sensor supply voltage V 5 Injectors Manufacturer Bosch Injector type Piezo Control method Electrical Engine electronic control unit Manufacturer Bosch Rated voltage V 12 SPECIFICATIONS ---===WSE_1506_00003_0224.djvu===--- MEMO 13E-3 13E ---===WSE_1506_00003_0225.djvu===--- 13E-4 1. High Pressure Electronic Injection System 1.1 Over view The main characteristics of high pressure electronic injection system are: High injection pressures available; Pressures can be modulated irrespective of the speed of rotation and engine load; Capacity to operate at very high speeds; Injection control precision (injection duration and advance); Lower consumption; Lower emissions. STRUCTURE AND OPERATION ---===WSE_1506_00003_0225.djvu===--- 13E-4 1. High Pressure Electronic Injection System 1.1 Over view The main characteristics of high pressure electronic injection system are: High injection pressures available; Pressures can be modulated irrespective of the speed of rotation and engine load; Capacity to operate at very high speeds; Injection control precision (injection duration and advance); Lower consumption; Lower emissions. STRUCTURE AND OPERATION ---===WSE_1506_00003_0226.djvu===--- 13E 13E-5 The main functions of the system are basically as follows: Checking fuel temperature; Checking engine coolant temperature; Checking amount of fuel injected; Checking idling speed; Fuel cut-off when the accelerator pedal is released; Checking cylinder balancing when idling; Checking smokiness at exhaust on acceleration; Checking exhaust gas recirculation (E.G.R.); Checking top speed limit; Checking glow plugs; Checking activation of air-conditioning system (if any); Checking auxiliary fuel pump; Checking position of cylinders; Checking main and pilot injection advance; Checking closed cycle of injection pressure; Checking turbocharging pressure; Self-diagnosis; Maximum torque limitation. The information the engine electronic control unit processes to regulate the amount of fuel to be injected compris- es: Engine speed; Coolant temperature; Turbocharging pressure; Air temperature; Intake air quantity; Battery voltage; Fuel pressure; Position of throttle pedal. ---===WSE_1506_00003_0227.djvu===--- 13E-6 2. Engine Electronic Control System 2.1 System components STRUCTURE AND OPERATION ---===WSE_1506_00003_0228.djvu===--- 13E 13E-7 2.2 Electronic injection system particular features of engines Euro V To observe emission limits Euro V, engines EV have following features: Exhaust gas recirculation system present; Diesel particulate filter (solid particulate trap with constant regeneration) present; New digital flow meter HFM7 (positioned after the air filter); Air pressure sensor present (on the intake manifold after the intercooler); Fuel electrical pump suitable to pressurise the circuit according to specifications Euro V; Vehicle wiring harness for engine electronic control unit (EDC 17) new electrical scheme; Exhaust brake valve present driven by engine electronic control unit (positioned on exhaust line). Constant regeneration particulate trap is mounted on engine exhaust. Through data processing (engine rpm's, H 2 O temperature, oil temperature, lambda probe signal, etc.), the engine electronic control unit calculates the quantity of particulate accumulated in filter and chooses to increase exhaust gas temperature (through post-injec- tion) in order to burn particulate accumulated inside filter. Further, vehicles (for compliance with regulations Euro V) differ from the ones of present production mainly in fol- lowing Components: Fitting with catalytic converter Diesel Particulate Filter provided with exhaust gas temperature sensors, DPF differential pressure sensor for detecting diesel particulate filter clogging, Fuel electric pump with different characteristics for boosting fuel system pressurisation, Electrical wiring harness. 2.3 Fuel injection control The system calculates injection on the basis of the processing of the following parameters: Engine rpm. Engine coolant fluid temperature. Intake air capacity. Battery voltage. Fuel pressure. Accelerator pedal position. The fuel pressure in the common rail varies according to engine rpm and load operating conditions. The pre-injection is carried out to reduce the noise level. Pre-injection advance angles, the distance between pre-injection and main injection and advance angles of main injection vary according to the instantaneous engine operating conditions. (1) Checking engine coolant temperature The engine electronic control unit, depending on the temperature: Of the engine coolant, turbocharging air and fuel, operates the viscous fan and switches on the coolant temper- ature warning light. (2) Checking quantity of fuel injected According to the signals from the sensors and the mapped values, the engine electronic control unit: Operates the pressure regulation valve; Varies the "pilot" injection time; Varies the "main" injection time; Checking idling adjustment The engine electronic control unit processes the signals from the various sensors and regulates the amount of fuel injected: It operates the pressure regulator; It varies the injection times of the injectors. ---===WSE_1506_00003_0229.djvu===--- 13E-8 (3) Checking smokiness at exhaust on acceleration With heavy acceleration, on the basis of the signals received from the air introduction meter and engine speed sensor, the engine electronic control unit determines the optimum amount of fuel to inject: It operates the pressure regulator; It varies the injector injection time. (4) Checking exhaust gas recirculation Depending on the engine load and the signal from the accelerator pedal sensor, the engine electronic control con- trol unit limits the amount of air taken in, actuating partial suction of the exhaust gases. (5) Checking engine rotation balance during acceleration Regular progression is assured in all conditions by the control of the pressure regulator and the injector opening time. (6) Glow plug control During: Preglow. Afterglow. The injection centre times the heater starter (or glow plugs for the 4P10 Engine) according to engine tempera- ture. (7) Checking fuel pump Irrespective of the speed, the engine electronic control unit: Supplies the auxiliary fuel pump with the key "ON"; Cuts off auxiliary pump supply if the engine is not started up within a few seconds. (8) Checking fuel heater It times operation of fuel heater in relation to ambient temperature. (9) Checking cylinder position During each turn of the engine, the engine electronic control unit recognizes which cylinder is in the power stroke and operates the injection sequence for the appropriate cylinder. (10) Checking pilot and main injection timing According to the signals from the various sensors, including the absolute pressure sensor built into the engine electronic control unit, the engine electronic control unit determines the optimum point of injection according to in- ternal mapping. (11) Checking injection pressure closed cycle Depending on the engine load, determined by processing the signals from the various sensors, the engine elec- tronic control unit operates the regulator to obtain optimum line pressure. STRUCTURE AND OPERATION ---===WSE_1506_00003_0230.djvu===--- 13E 13E-9 (12) Fuel supply The fuel supply is calculated in relation to: Accelerator pedal position. Engine speed. Quantity of air introduced. The outcome may be corrected in relation to: The water temperature. Or to avoid: Noise. Smoke. Overloading. Overheating. Turbine over-revving. The delivery can be modified in the case of: Action of external devices (ABS). Serious trouble decreasing the load or stopping the engine. After determining the mass of air introduced by measuring its volume and temperature, the engine electronic con- trol unit calculates the corresponding mass of fuel to inject into the relevant cylinder (mg per delivery) also taking into account the temperature of the diesel. The mass of fuel calculated in this way is first converted into volume (mm 3 per delivery) and then into degrees of throw, or duration of injection. (13) Correcting flow rate according to water temperature A cold engine meets with greater resistance during operation: friction is high, the oil is still very viscous, and the various clearances are not yet optimized. In addition, the injected fuel tends to condense on the metal surfaces that are still cold. The fuel supply for a cold engine is therefore greater than for a warm one. (14) De-rating In the event of the engine overheating, injection is modified, decreasing the delivery to a varying degree, in pro- portion to the temperature reached by the coolant. (15) Turbine rpm setting (for the variable geometry turbo-compressor) By changing its geometry, adjusted turbine speed is monitored by the electronic centre via an electrical signal feeding the compressed air actuator electro valve. Based on signals from the accelerator pedal position and suc- tion manifold air temperature/pressure engine rpm sensors, the electronic centre processes the field-back signal to properly modulate turbine actuator pilot electro valve opening. (16) Injection timing electronic test The advance (start of delivery, expressed in degrees) may be different from one injection to the next, also differen- tiated from one cylinder to another. It is calculated, similarly to the delivery, in relation to the engine load (acceler- ator position, engine speed and air introduced). The advance is appropriately corrected: In phases of acceleration; According to the water temperature. And also to obtain: Lower emissions, noise and overloading; Better vehicle acceleration. An extremely high advance is set on starting, depending on the water temperature. Feedback from the start of delivery is supplied by the change in impedance of the injector solenoid valve. ---===WSE_1506_00003_0231.djvu===--- 13E-10 (17) Speed governor The electronic speed governor has both features of governors: Idling and top speed. All speeds. It is stable in ranges where conventional, mechanical governors are imprecise. Within certain thresholds the speed takes account of the battery voltage. (18) Engine starting During the first few turns of the engine, the timing and cylinder no. 1 recognition signals (engine speed sensor and camshaft timing sensor) are synchronized. The accelerator pedal signal is ignored on starting. Starting delivery is set only according to water temperature, by a special map. (19) Cold starting If even just one of the three temperature sensors (water, air or diesel) records a temperature lower than 10°C, the glow plugs are activated. On inserting the key contact, the glow plug indicator goes on and remains on for a period varying depending on temperature (air is heated by the pre-heating glow plugs that are located on cylinder head). Thereafter, the engine can be started up. When the motor is running this indicator light goes out, while the glow plugs continue to be powered for a certain length of time (variable) for post-heating. The pre-heating curve is also variable in relation to the battery voltage. (20) Run up When the key makes contact, the engine electronic control unit transfers the information stored in memory when the engine was last stopped into the main memory (see After Run) and makes a diagnosis of the system. (21) After run Whenever the engine is switched off with the key, the engine electronic control unit stays powered for about 30 seconds by the main relay. This makes it possible for the microprocessor to transfer some data from the main memory (volatile) to a non-vol- atile memory, which can be erased and written over (EEPROM), so as to make it available at the next start up (see Run Up). These data basically consist of: Various settings (engine idling adjustment, etc.); Settings of some components; Fault memory. The process lasts a few seconds, typically from about 30 (depending on the amount of data to save), after which the engine electronic control unit sends a command to the main relay and makes it disconnect from the battery. NOTE It is extremely important for this procedure not to be broken off, for example by switching off the engine with the battery cut-out, or by disconnecting the battery cut-out before 20 seconds have passed since switching off the engine. If this happens, the functioning of the system is ensured, but repeated interrup- tions may damage the engine electronic control unit. (22) Cut-off This function cuts off fuel delivery when the vehicle is decelerating (accelerator pedal released). (23) Cylinder balancing Individual cylinder balancing contributes to increasing comfort and handling. This function permits individual, customized control over the delivery of fuel and the start of delivery for each cyl- inder, even differently from one cylinder to another, to compensate for the hydraulic tolerances of the injector. The differences in flow (delivery specifications) between the various injectors cannot be evaluated directly by the engine electronic control unit. Therefore, it is necessary to input particular data of each injector into the engine electronic control unit using FUSO diagnostics each time after injector replacement. STRUCTURE AND OPERATION ---===WSE_1506_00003_0232.djvu===--- 13E 13E-11 (24) Synchronisation search If there is no signal from the camshaft timing sensor, the engine electronic control unit is able to recognize the cyl- inders into which the fuel is to be injected. If this occurs when the engine is already running, the combustion sequence has already been acquired, so the en- gine electronic control unit continues with the sequence on which it has already been synchronized. If this occurs when the engine is at a standstill, the engine electronic control unit energizes a single solenoid valve. Within 2 turns of the crankshaft, injection will take place in that cylinder, so the engine electronic control unit just needs to get synchronized on the firing sequence and to start up the engine. 2.4 Actuators The injection system comprises three classes of actuators interlocked with the engine electronic control unit: Injectors (see relevant heading); Regulators (see relevant headings) requiring PWM control (Pulse Width Modulation): For pressure; EGR (Exhaust Gas Recirculation); Actuators with continuous ON/OFF signal to: Turn on/off air-conditioner compressor; Electric supply pump. ---===WSE_1506_00003_0233.djvu===--- 13E-12 2.5 Electric/electronic components (1) Engine electrical control unit The engine electronic control unit is of the "flash EPROM" type, i.e. it can be reprogrammed from the outside with- out acting on its hardware. The engine electronic control unit processes the signals from the sensors by applying software algorithms, and also controls the actuators (in particular, the electric injectors and the pressure regulator). The engine electronic control unit records, in the memory non-labile area, the information on the engine parame- ters originally set or acquired during engine operation. The injection control unit incorporates the atmospheric sensor, in order to further improve the injection system control. The engine electronic control unit is fitted to the left side of the engine compartment and is connected to the vehi- cle wiring by means of two connectors: 60-pole connector "Engine side injection cable connector" for the components available on the engine; 94-pole connector "Bonnet/cab cable connector" for the components on the vehicle. In addition to controlling the system functions described in the respective charter, the engine electronic control unit is interfaced with the other electronic systems found on the vehicle, such as ABS (Anti-lock Brake System), speed limiter, EGR (Exhaust Gas Recirculation), preheating plugs. On the vehicles equipped with DPF (Diesel Particulate Filter), the engine electronic control unit also controls the DPF regeneration system. In this case, after any of the operations below is carried out: Replacing one or several injectors, Replacing all the injectors, The engine electronic control unit shall be programmed again by means of the FUSO Diagnostics, and the re- placement procedure for the concerned component shall be performed, in accordance with the indications of the diagnosis instruments. STRUCTURE AND OPERATION ---===WSE_1506_00003_0234.djvu===--- 13E 13E-13 (2) FMU (fuel metering unit) The FMU (fuel metering unit) is mounted on the low-pressure circuit of the high pressure pump. The pressure reg- ulator modulates the amount of fuel sent to the high-pressure circuit according to the commands received directly from the engine electronic control unit. The pressure regulator is mainly composed of the following components: Connector. Casing. Solenoid. Pre-load spring. Hutter cylinder. When there is no signal, the pressure regulator is normally open, therefore with the pump providing maximum de- livery. The engine electronic control unit, via the PWM (Pulse Width Modulation) signal, modulates the change in fuel flow rate in the high-pressure circuit by partially closing or opening the sections of passage of the fuel in the low- pressure circuit. (2.1) Operation When the engine electronic control unit governs the FMU (fuel metering unit) (via PWM signal), the solenoid is energized that, in its turn, generates the movement of the magnetic core. The shift of the core causes the shut- ter cylinder to move axially, reducing the flow of fuel. When the solenoid is not energized, the magnetic core is pushed into the rest position by the pre-load spring. In this condition, the shutter cylinder is in such a position as to offer the fuel the maximum flow and pressure. ---===WSE_1506_00003_0235.djvu===--- 13E-14 (3) Injector When the piezoelectric actuator is reached by an electrical load, com- manded by the engine electronic con- trol unit, it increases its length. The movement, amplified by the hydraulic amplifier, act mechanically on the con- trol valve and it allows therefore the in- jection of the fuel present in the high pressure line. While stopping the elec- trical load, the actuator reacts elasti- cally and again assumes its initial length.The springs add their contribu- tion, winning the pressures that act in balancing on the whole surface of the components. The fuel in excess is than recirculated in the fuel circuit through the connection for fuel return flow. (4) Engine speed sensor It is an inductive sensor and is posi- tioned on the phonic wheel fitted on the front end of the drive shaft. It generates the signals resulting from the magnetic flow lines which close through the teeth of the phonic wheel. The engine electronic control unit uses this signal to measure the speed of ro- tation of the engine, its angular posi- tion and to operate the electronic RPM counter. If this signal fails the RPM counter will not work. The sensor gap shall be as follows: 1 ± 0.5 mm, between distributing shaft pulley and phase sensor, 1 mm, between phonic wheel and engine speed sensor. STRUCTURE AND OPERATION ---===WSE_1506_00003_0236.djvu===--- 13E 13E-15 (5) Camshaft timing sensor It is an inductive sensor and is posi- tioned on the camshaft gear of the suction valves. It generates the signals resulting from the magnetic flow lines which close through a slot on the gear itself. The signal generated by this sensor is used by the engine electronic control unit as a redundant signal to measure the different engine speeds. (6) Boost pressure and temperature sensor Positioned on the intake manifold, it measures the pressure of the turbo- charging air introduced into the intake manifold. This value, together with that of the boost pressure and temperature sen- sor, makes it possible for the engine electronic control unit to calculate the exact quantity of air introduced into the cylinders so as to operate the injectors adjusting the fuel delivery, limiting harmful emissions, improving con- sumption and performance. The sensor contains an electronic temperature correction circuit to opti- mize the pressure measurement in re- lation to the temperature of the intake air. ---===WSE_1506_00003_0237.djvu===--- 13E-16 (7) Water temperature sensor When temperature sensor for engine control provides the engine electronic control unit with an index of the ther- mal status of the engine in order to de- termine corrections for the fuel delivery, injection pressure, exhaust gas recirculation injection advance when starting cold (if mounted) and warm-up. (8) Atmospheric pressure sensor This is integrated in the engine electronic control unit. It provides a criterion of correction for the measurement of the air flow rate and to calculate the reference air flow rate to check the EGR. STRUCTURE AND OPERATION ---===WSE_1506_00003_0238.djvu===--- 13E 13E-17 (9) Glow plug electronic control unit The glow electronic control unit is controlled by engine electronic control unit and has following functions: Switch of 4 glow plugs, control signal from engine electronic control unit; Reversible overcurrent cut-off (electronic safety fuse); Recognition of one or several damaged glow plugs and overall defect diagnosis; High voltage switch - off by engine electronic control unit; (10) Glow plug [CONTROL VALUES] With a constant supply voltage of 11 V: Max. current drawn: 18 A. In5sec:11±1.5A. In30sec:6±0.9A. Temperature after 7 sec.: 850°C. 2 1 6 9 11 10 7 4 3 6 Ground 10 7 Start switch Input: control signal from engine electronic control unit 1 Connections glow plugs 2 Connections glow plugs 3 Connections glow plugs 4 Connections glow plugs 9 Output: defect diagnosis signal to engine electronic control unit Battery voltage 11 ---===WSE_1506_00003_0239.djvu===--- 13E-18 2.6 Electronic control unit connection diagram C10053-ECU-13E-1 M - + ENGINE CONTROL SYSTEM POWER SOURCE(T30) MAIN RELAY- ENGINE CONTROL ACT V (T87-F2) F28(15A) FUEL PUMP RELAY- FUEL PUMP F34(15A) FUEL SENSOR SIG FUEL SENSOR GND PTO SW (chassis) MAIN RELAY- ENGINE ECU B1(T87-F1) F31(20A) MAIN RELAY- ENGINE ECU B2(T87-F1) F31(20A) MAIN RELAY- ENGINE ECU B3(T87-F1) F31(20A) MAIN RELAY CONTROL ENGINE ECU MAIN (T15) F19(15A) FUEL PUMP RELAY CONTROL STARTER MAIN(T15) F1 (10A) FUEL HEATER BATT(T30) F17(20A) MAIN RELAY- FUEL HEATER CONT F28(15A) BATT LIN SIG GND PUMP+ PUMP- SENSOR+ SENSOR- START(T50) ACC MAIN(T15) BATT(T30) CAN-H CAN-L 1 BATT1 3 BATT2 5 BATT3 72 MRLY 82 T15(MAIN) 27 FPSP 91 STRTH 69 STRTL 90 FHRLY 45 57 30 46 35 8 62 61 V APP1 S APP1 G APP1 V APP2 S APP2 G APP2 CANH1 CANL1 CHASSIS CAN H CHASSIS CAN L DIAGNOSTICS CAN-H DIAGNOSTICS CAN-L PARKING BRAKE SW BRAKE SW (STOP LAMP SW) N.O BRAKE SW (STOP LAMP SW) N.C DPF REGENERATE SW COMB.SW BATT F09(10A) SW GND COMB.SW LIN SIG LIN GND KEY SW ACC KEY SW MAIN KEY SW BATT F13(10A) KEY SW START CAN-L CAN-H CAN-H CAN-L 40 IDUPSW ENG SYS ENG OIL WATER SEPR DPF FULL REVERSE SW CLUTCH SW V SIG GND 88 36 39 V PTOAPP S PTOAPP G PTOAPP CAN-L CAN-H Multi-information display Starter Battery Starter relay Starter relay (for drive) Starter switch Parking brake switch Stop lamp switch DPF cleaning switch Fuel tank unit Fuel pump Fuel level sensor Accelerator pedal position sensor Combination switch Meter cluster Fuel heater relay Engine ECU SAM : Signal detect and actuation modules ECU : Electronic control unit DPF : Diesel particulate filter EGR : Exhaust gas recirculation PTO : Power take-off ISS : Idling stop and start system Power take-off control switch Hydraulic unit Diagnosis connector Optional connector HF03 HF06 SAM Backup lamp switch Clutch switch Connector (for PTO load sensor) ISS ECU High-current fuse box High-current fuse box STRUCTURE AND OPERATION ---===WSE_1506_00003_0240.djvu===--- 13E 13E-19 C10053-ECU-13E-2 HT- FTS WSV WSG WS IND HT+ FTG ACTV ACTG SEN V SEN S SEN G V GND GND SIG GND V GND V SIG SIG GND 5V V SIG GND SIG GND TS V LSH LSCP LSVG LSVN SIG + 86 LIN S ST DI 31 FTSS 57 FTSG 54 VGT 19 IATS 42 AMSS 38 AMSG 44 34 OPS 52 PVH11 31 PVL11 46 PVH22 17 PVL22 2 PVH21 16 PVL21 1 PVH12 PVL12 32 47 50 35 29 27 33 EGRPOS EGRNEG EGR V EGR S EGR G MEU V MEU T 30 60 PCVV 45 PCVT 15 RAILPS V 39 RAILPS S 43 RAILPS G 8 CRSPOS CRSNEG 22 7 CASV 14 CASS 53 CASG 36 BPS V BPS S BPS G BTS T 25 13 6 12 CTS S CTS G 55 23 GND1 2 GND2 GND3 4 6 LSH LSCP 51 76 LSVG LSVN 86 PFDP V PFDP S 22 54 PFDP G EXTS1 S EXTS1 G EXTS2 S EXTS2 G 18 11 60 12 63 GLW ST GLW DI 93 52 WFSW 59 V G V TS MS MG SIG GND SIG GND +5V SIG GND 78 SEN V SEN S SEN G 10 11 18 VGT V VGT S VGT G TQL SW 42 GNT SW 67 GND EBR Glow plug 1 Glow plug 2 Glow plug 3 Glow plug 4 Glow ECU Lambda sensor Oil pressure switch Vacuum modulator Air flow and intake air temperature sensor Exhaust brake valve Fuel filter Fuel heater Fuel temperature sensor Water separator sensor No.1 cylinder No.2 cylinder No.3 cylinder No.4 cylinder Boost pressure and temperature sensor EGR actuator FMU (fuel metering unit) Pressure sensor Water temperature sensor Camshaft timing sensor Engine speed sensor Injector Pressure regulation valve DPF differential pressure sensor Exhaust gas temperature sensor 1 Exhaust gas temperature sensor 2 Engine ECU HF05 VGT position sensor Torque limit switch Transmission neutral switch High-current fuse box 46 60 31 45 16 30 15 1 HH60A 6 5 94 72 50 28 73 51 29 7 4 3 2 1 HJ94A Engine ECU side connector ---===WSE_1506_00003_0241.djvu===--- 13E-20 1. Inspections Based on Diagnosis codes The contents of FUSO Diagnostics are updated to improve wihtout any notice. When there is any difference be- tween the FUSO Diagnostics and the workshop manual, check the latest imformation with the FUSO Diagnostics. When the FUSO Diagnostics is connected, perform the interac- tive troubleshooting with the following procedure. Select the code from the diagnostics code list  Click the test button  Start the interactive troubleshooting 1.1 List of diagnosis code Code Message Warning lamp indication Remarks (Red) (Amber) 27-15 The position of component 'Exhaust gas recirculation valve' is im- plausible. --O 27-17 The position of component 'Exhaust gas recirculation valve' is im- plausible. --O 84-12 The value of component 'Vehicle speed Sensors' is implausible. O - - 84-15 The value measured by component 'Vehicle speed Sensors' is too high. O-- 91-2 Signal 'Value of accelerator pedal sensor' is implausible. O - - 91-3 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too high. O-- 91-4 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too low. O-- 100-2 Component 'Oil pressure switch' has a mechanical defect. - - - 100-31 The oil pressure is too low. - - - 102-0 The value measured by component 'Boost pressure sensor' is too high. O-O 102-1 The value measured by component 'Boost pressure sensor' is too low. O-O 102-15 Signal 'Boost pressure' is implausible. O - O 102-17 Signal 'Boost pressure' is implausible. O - O 108-0 The signal voltage of component 'Atmospheric pressure sensor' is too high. There is an internal fault in control unit 'Combustion engine Control unit'. --- 108-1 The value measured by component 'Atmospheric pressure sensor' is too low. There is an internal fault in control unit 'Combustion en- gine Control unit' . --- 108-16 There is an internal fault in control unit 'Combustion engine Control unit'. --- 108-18 There is an internal fault in control unit 'Combustion engine Control unit'. --- 110-0 The signal voltage of component 'Coolant temperature sensor' is too high. -O- 110-1 The signal voltage of component 'Coolant temperature sensor' is too low. -O- 110-12 The value of component 'Coolant temperature sensor' is implausi- ble. -O- 110-31 The value of component 'Coolant temperature sensor' is implausi- ble. -O- TROUBLESHOOTING ---===WSE_1506_00003_0241.djvu===--- 13E-20 1. Inspections Based on Diagnosis codes The contents of FUSO Diagnostics are updated to improve wihtout any notice. When there is any difference be- tween the FUSO Diagnostics and the workshop manual, check the latest imformation with the FUSO Diagnostics. When the FUSO Diagnostics is connected, perform the interac- tive troubleshooting with the following procedure. Select the code from the diagnostics code list  Click the test button  Start the interactive troubleshooting 1.1 List of diagnosis code Code Message Warning lamp indication Remarks (Red) (Amber) 27-15 The position of component 'Exhaust gas recirculation valve' is im- plausible. --O 27-17 The position of component 'Exhaust gas recirculation valve' is im- plausible. --O 84-12 The value of component 'Vehicle speed Sensors' is implausible. O - - 84-15 The value measured by component 'Vehicle speed Sensors' is too high. O-- 91-2 Signal 'Value of accelerator pedal sensor' is implausible. O - - 91-3 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too high. O-- 91-4 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too low. O-- 100-2 Component 'Oil pressure switch' has a mechanical defect. - - - 100-31 The oil pressure is too low. - - - 102-0 The value measured by component 'Boost pressure sensor' is too high. O-O 102-1 The value measured by component 'Boost pressure sensor' is too low. O-O 102-15 Signal 'Boost pressure' is implausible. O - O 102-17 Signal 'Boost pressure' is implausible. O - O 108-0 The signal voltage of component 'Atmospheric pressure sensor' is too high. There is an internal fault in control unit 'Combustion engine Control unit'. --- 108-1 The value measured by component 'Atmospheric pressure sensor' is too low. There is an internal fault in control unit 'Combustion en- gine Control unit' . --- 108-16 There is an internal fault in control unit 'Combustion engine Control unit'. --- 108-18 There is an internal fault in control unit 'Combustion engine Control unit'. --- 110-0 The signal voltage of component 'Coolant temperature sensor' is too high. -O- 110-1 The signal voltage of component 'Coolant temperature sensor' is too low. -O- 110-12 The value of component 'Coolant temperature sensor' is implausi- ble. -O- 110-31 The value of component 'Coolant temperature sensor' is implausi- ble. -O- TROUBLESHOOTING ---===WSE_1506_00003_0242.djvu===--- 13E 13E-21 111-1 The coolant level is too low. - - - 129-16 The rail pressure is implausible. - O - 129-18 The rail pressure is implausible. - O - 132-0 Measurement value (Raw values) of the component 'Air mass flow rate' is above the specified value. -OO 132-1 Measurement value (Raw values) of the component 'Air mass flow rate' is above the specified value. -OO 132-2 Component 'Air mass flow rate / Intake air temperature sensor' has an electrical fault. -OO 132-15 Measurement value (Correction value) of the component 'Air mass flow rate' is above the specified value. -OO 132-17 Component 'Air mass flow rate / Intake air temperature sensor' or its electrical line is defective. -OO 132-20 Component 'Air mass flow rate / Intake air temperature sensor' or its electrical line is defective. -OO 132-21 Component 'Air mass flow rate / Intake air temperature sensor' or its electrical line is defective. -OO 156-0 The signal voltage of component 'Rail pressure sensor' is too high. O - - 156-1 The signal voltage of component 'Rail pressure sensor' is too low. O - - 156-16 Component 'Rail pressure sensor' is faulty. O - - 156-18 Component 'Rail pressure sensor' is faulty. O - - 158-0 The battery voltage is too high. - - - 158-1 The battery voltage is too low. - - - 172-0 Component 'Boost pressure / Temperature sensor' has a short cir- cuit or is defective. -O- 172-1 Component 'Boost pressure / Temperature sensor' has a short cir- cuit to ground. / Component 'Boost pressure / Temperature sensor' is defective. O-- 174-0 The signal voltage of component 'Fuel temperature sensor' is too high. --- 174-1 The signal voltage of component 'Fuel temperature sensor' is too low. --- 190-3 Component 'Rpm sensor 'Combustion engine'' has a short circuit to positive. --- 190-4 Component 'Rpm sensor 'Combustion engine'' has a short circuit to ground. --- 190-5 Component 'Rpm sensor 'Combustion engine'' has an open circuit. - - - 190-12 Component 'Rpm sensor 'Combustion engine'' has overtempera- ture. --- 251-2 Check for correct time (Daylight savings/standard time) - - O 251-12 Component 'Tachograph' is defective. - - O 355-31 Measurement value (Operating hours counter) of the component 'Engine oil' is above the specified value. -O- 521-12 The signal value of component 'Brake' is implausible. - - - 595-2 Component 'CRUISE CONTROL Switches' is faulty. - - - 595-31 Component 'CRUISE CONTROL Switches' is faulty. - - - 598-2 The position of component 'Clutch pedal' is implausible. - - - 604-2 The signal value of component 'Gear NEUTRAL POSITION' is im- plausible. --- 606-0 The engine speed is too high. - - - 636-2 The signal value of component 'Rpm sensor 'Combustion engine'' is implausible. O-O Code Message Warning lamp indication Remarks (Red) (Amber) ---===WSE_1506_00003_0243.djvu===--- 13E-22 636-9 Crankshaft signal loss from engine speed sensor. Abnormal update rate O-O 651-3 The fuel injector of cylinder 1 has a short circuit. O - O 651-5 The fuel injector (cylinder 1) has an electrical fault or an open circuit. O - O 651-6 The fuel injector of cylinder 1 has a short circuit between positive and ground. O-O 652-3 The fuel injector of cylinder 3 has a short circuit. O - O 652-5 The fuel injector (cylinder 3) has an electrical fault or an open circuit. O - O 652-6 The fuel injector of cylinder 3 has a short circuit between positive and ground. O-O 653-3 The fuel injector of cylinder 4 has a short circuit. O - O 653-5 The fuel injector (cylinder 4) has an electrical fault or an open circuit. O - O 653-6 The fuel injector of cylinder 4 has a short circuit between positive and ground. O-O 654-3 The fuel injector of cylinder 2 has a short circuit. O - O 654-5 The fuel injector (cylinder 2) has an electrical fault or an open circuit. O - O 654-6 The fuel injector of cylinder 2 has a short circuit between positive and ground. O-O 676-3 Component 'Preglow system' has a short circuit to positive. - - - 676-4 Component 'Preglow system' has a short circuit to ground. - - - 676-5 Component 'Preglow system' has an open circuit. - - - 676-12 The function of component 'Preglow system' is not OK. - - - 677-3 The starter relay has a short circuit to positive. O - - 677-4 The starter relay has a short circuit to ground. O - - 677-5 The starter relay has an open circuit. O - - 723-2 Signal 'Engine speed' from component 'Position sensor 'Cylinder'' is faulty. -OO 723-9 No signal from component 'Position sensor 'Cylinder'' - O O 723-31 The signal value of component 'Position sensor 'Cylinder'' is implau- sible. O-O 917-9 CAN timeout fault - - - 931-3 Component 'Electric fuel pump' has a short circuit to positive. O - - 931-4 Component 'Electric fuel pump' has a short circuit to ground. O - - 931-5 Component 'Electric fuel pump' has an open circuit. O - - 931-12 The function of component 'Electric fuel pump' is not OK. O - - 959-9 CAN timeout fault. Error on transmission of CAN message - - O 979-0 The value measured by component 'PTO resistor' is too high. - - - 979-1 The value measured by component 'PTO resistor' is too low. - - - 980-9 CAN timeout fault. Error on transmission of CAN message - - - 1074-3 Component 'Engine brake Solenoid valve' has a short circuit to posi- tive. -O- 1074-4 The exhaust flap has a short circuit to ground. / Component 'Engine brake Solenoid valve' has a mechanical defect. -O- 1074-5 Component 'Engine brake Solenoid valve' has an open circuit. - O - 1074-12 The function of component 'Engine brake Solenoid valve' is not OK. - O - 1076-3 Component 'Pressure limiting valve in rail' has a short circuit to posi- tive./Internal fault O-- 1076-4 Component 'Pressure limiting valve in rail' has a short circuit to ground./Internal fault O-- 1076-5 Component 'Pressure limiting valve in rail' has an open circuit. O - - Code Message Warning lamp indication Remarks (Red) (Amber) TROUBLESHOOTING ---===WSE_1506_00003_0244.djvu===--- 13E 13E-23 1076-12 Component 'Pressure limiting valve in rail' has overtemperature. O - - 1076-16 Measurement value (Correction values) of the component 'Pressure limiting valve in rail' is above the specified value. --- 1076-18 Measurement value (Correction values) of the component 'Pressure limiting valve in rail' is below the specified value. --- 1127-15 The boost pressure is too low. O - O 1127-17 Measurement value (Deviation from measurement value) of the component 'Boost pressure' is above the specified value. O-O 1136-0 There is an internal fault in control unit 'Combustion engine Control unit'. -O- 1136-2 There is an internal fault in control unit 'Combustion engine Control unit'. -O- 1136-15 There is an internal fault in control unit 'Combustion engine Control unit'. --- 1136-16 The internal temperature sensor of the control unit has a malfunc- tion. --- 1136-18 The internal temperature sensor of the control unit has an electrical fault. --- 1213-2 Component 'Instrument cluster' is defective. - - O 1254-31 Information: Torque limitation (The NOx concentration downstream of the SCR catalytic converter is too high.) O-- 1321-3 The starter relay has a short circuit to positive. O - - 1321-4 The starter relay has a short circuit to ground. O - - 1321-12 Component 'Starter relay' signals overtemperature. O - - 1442-3 Component 'Pressure regulating valve in rail' has a short circuit to positive. -O- 1442-4 Component 'Pressure regulating valve in rail' has a short circuit to ground. -O- 1442-5 Component 'Pressure regulating valve in rail' has an open circuit. - O - 1442-12 The function of component 'Pressure regulating valve in rail' is not OK. -O- 1485-7 The function of component 'Relay 'Supply voltage of control module'' is not OK. --O 1485-31 The function of component 'Relay 'Supply voltage of control module'' is not OK. --O 1623-19 The CAN message from component 'Instrument panel' is faulty. O - - 1624-19 The CAN message from component 'Vehicle speed Sensors' is faulty. O-- 1624-31 The CAN message from component 'Vehicle speed Sensors' is faulty. O-- 1633-9 CAN timeout fault. Error on transmission of CAN message - - - 1636-0 The signal voltage of component 'Air mass flow rate / Intake air tem- perature sensor' is too high. --- 1636-1 The signal voltage of component 'Air mass flow rate / Intake air tem- perature sensor' is too low. --- 1675-2 The electrical line to component 'Battery voltage (Ignition lock ON Voltages)' or component 'Battery voltage (Ignition lock ON Voltages)' is defective. --- 2623-3 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too high. O-- 2623-4 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too low. O-- 2791-0 The signal voltage of component 'Position sensor 'Exhaust gas recir- culation controller'' is too high. -OO Code Message Warning lamp indication Remarks (Red) (Amber) ---===WSE_1506_00003_0245.djvu===--- 13E-24 2791-1 The signal voltage of component 'Position sensor 'Exhaust gas recir- culation controller'' is too low. -OO 2791-3 Component 'Exhaust gas recirculation valve' has a short circuit to positive. -OO 2791-4 Component 'Exhaust gas recirculation valve' has a short circuit to ground. -OO 2791-5 Component 'Exhaust gas recirculation valve' has an open circuit. - O O 2791-7 Component 'Exhaust gas recirculation valve' has a mechanical fault. - O O 2791-12 Component 'Exhaust gas recirculation valve' has overtemperature. - O O 2791-16 The signal voltage of component 'Position sensor 'Exhaust gas recir- culation controller'' is too high. -OO 2791-18 The signal voltage of component 'Position sensor 'Exhaust gas recir- culation controller'' is too low. -OO 2791-31 The power consumption of component 'Exhaust gas recirculation valve' is too high. --- 2795-15 The value measured by component 'Position sensor 'Turbocharger'' is too high. --- 2795-16 The signal from component 'Position sensor 'Turbocharger'' is faulty. - - - 2795-17 The value measured by component 'Position sensor 'Turbocharger'' is too low. --- 2795-20 The signal from component 'Position sensor 'Turbocharger'' is faulty. - - - 2795-31 A position deviation was detected at component 'Turbocharger'. - - - 2797-2 The control unit 'DC/DC converter' has a malfunction. (Injector bank 1) -OO 2797-3 The injector bank 1 has a short circuit. O - O 2797-6 The injector bank 1 has a short circuit. O - O 2797-12 The control unit 'DC/DC converter' has a malfunction. (Injector bank 1) -OO 2797-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-O 2798-2 The control unit 'DC/DC converter' has a malfunction. (Injector bank 2) -OO 2798-3 The injector bank 2 has a short circuit. O - O 2798-6 The injector bank 2 has a short circuit. O - O 2798-12 The control unit 'DC/DC converter' has a malfunction. (Injector bank 2) -OO 2900-9 CAN timeout fault. Error on transmission of CAN message - - - 3058-0 The signal of component 'Exhaust gas recirculation actuator' is im- plausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. -OO 3058-1 The signal of component 'Exhaust gas recirculation actuator' is im- plausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. -OO 3058-16 The signal of component 'Exhaust gas recirculation actuator' is im- plausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. -OO 3058-18 The signal of component 'Exhaust gas recirculation actuator' is im- plausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. -OO 3058-31 The signal from component 'Exhaust gas recirculation valve' is faulty. --- 3217-0 The electrical line to component 'Lambda control tester' or compo- nent 'Lambda control tester' is defective. --O Code Message Warning lamp indication Remarks (Red) (Amber) TROUBLESHOOTING ---===WSE_1506_00003_0246.djvu===--- 13E 13E-25 3217-1 The electrical line to component 'Lambda control tester' or compo- nent 'Lambda control tester' is defective. --O 3217-16 The signal voltage of component 'Lambda control tester' is too high. - - O 3221-0 Signal 'Oxygen concentration' of component 'Lambda control tester' is implausible. --O 3221-1 Signal 'Oxygen concentration' of component 'Lambda control tester' is implausible. --O 3241-0 Component 'Temperature sensor Exhaust system' has a short circuit or is defective. -OO 3241-1 Component 'Temperature sensor Exhaust system' has a short circuit to ground. / Component 'Temperature sensor Exhaust system' is de- fective. -OO 3244-0 Component 'Temperature sensor 'Exhaust system'' has a short cir- cuit or is defective. -OO 3244-1 Component 'Temperature sensor 'Exhaust system'' has a short cir- cuit to ground. / Component 'Temperature sensor 'Exhaust system'' is defective. -OO 3244-2 The signal value of component 'Temperature sensor 'Exhaust sys- tem' 2' is implausible. -OO 3251-18 The value of component 'B37 (DPF differential pressure sensor)' is implausible. The minimum pressure was not reached. --O 3253-16 The signal value of component 'Differential pressure sensor of diesel particular filter' is implausible. --O 3253-18 Check hose between diesel particulate filter and component 'Differ- ential pressure sensor of diesel particular filter' for correct connec- tion. --O 3285-2 The pressure differential in the diesel particulate filter is too high. - - O 3285-17 Check hose between diesel particulate filter and component 'Differ- ential pressure sensor of diesel particular filter' for correct connec- tion. --O 3287-0 The signal voltage of component 'Differential pressure sensor of die- sel particular filter' is too high. --O 3287-1 The signal voltage of component 'Differential pressure sensor of die- sel particular filter' is too low. --O 3470-0 The signal voltage of component 'Position sensor 'Turbocharger'' is too high. --- 3470-1 The signal voltage of component 'Position sensor 'Turbocharger'' is too low. --- 3470-3 Component 'Actuator in turbocharger' has a short circuit to positive. O - O 3470-4 Component 'Actuator in turbocharger' has a short circuit to ground. O - O 3470-5 Component 'Actuator in turbocharger' has an open circuit. O - O 3470-12 Component 'Actuator in turbocharger' has an internal fault. O - O 3597-0 Measurement value (Supply voltages) of the component 'Combus- tion engine Control unit' is above the specified value. -O- 3597-1 Measurement value (Supply voltages) of the component 'Combus- tion engine Control unit' is below the specified value. -O- 3597-12 The power supply is faulty./Component 'A4 (Engine electronic con- trol unit)' has an internal fault. O-O 3598-12 The power supply is faulty./Component 'A4 (Engine electronic con- trol unit)' has an internal fault. O-O 3599-12 Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault O-O 3659-6 The fuel injector (cylinder 1) has a short circuit to ground. O - O 3660-6 The fuel injector (cylinder 3) has a short circuit to ground. O - O 3661-6 The fuel injector (cylinder 4) has a short circuit to ground. O - O Code Message Warning lamp indication Remarks (Red) (Amber) ---===WSE_1506_00003_0247.djvu===--- 13E-26 3662-6 The fuel injector (cylinder 2) has a short circuit to ground. O - O 3696-2 The signal value of component 'Regeneration of diesel particulate fil- ter Switches' is implausible. --- 3701-2 The value measured by component 'Differential pressure sensor of diesel particular filter' is too high. O-O 3726-16 The soot content of the diesel particulate filter is not OK. O - O 4009-3 Component 'Fuel filter heater' has a short circuit to positive. - O - 4009-4 Component 'Fuel filter heater' has a short circuit to ground. - O - 4009-5 Component 'Fuel preheating system' has an open circuit. - O - 4009-12 Component 'Fuel filter heater' signals overtemperature. - O - 4092-16 The value measured by component 'Lambda control tester' is too high. --O 520192-20 Component 'Air mass flow rate / Intake air temperature sensor' is faulty. -O- 520192-21 Measurement value Additive correction value for air mass flow of the component 'Air mass flow rate / Intake air temperature sensor' is be- low the specified value. -O- 520193-20 The value of component 'Air mass flow rate / Intake air temperature sensor' is implausible. -O- 520193-21 The value of component 'Air mass flow rate / Intake air temperature sensor' is implausible. -O- 520195-20 The value of component 'Air mass flow rate / Intake air temperature sensor' is implausible. -OO 520195-21 Measurement value (Deviation from measurement value) of the component 'Air mass flow rate' is below the specified value. -OO 520200-2 Component 'Air conditioning' is defective. / The power supply is faulty. --- 520200-12 The CAN message from component 'Air conditioning' is faulty. - - - 520203-2 CAN fault: The configuration is faulty. - - - 520203-31 CAN fault: The configuration is faulty./The CAN controller is defec- tive./The control unit has an internal hardware fault. --- 520208-12 Component 'A4 (Engine electronic control unit)' has an internal fault. - O - 520210-2 General fault at fuel injector - - - 520211-0 Quantity correction for cylinder 1 has reached the lower limit value. - - - 520211-1 Quantity correction for cylinder 1 has reached the upper limit value. - - - 520212-0 Quantity correction for cylinder 3 has reached the lower limit value. - - - 520212-1 Quantity correction for cylinder 3 has reached the upper limit value. - - - 520213-0 Quantity correction for cylinder 4 has reached the lower limit value. - - - 520213-1 Quantity correction for cylinder 4 has reached the upper limit value. - - - 520214-0 Quantity correction for cylinder 2 has reached the lower limit value. - - - 520214-1 Quantity correction for cylinder 2 has reached the upper limit value. - - - 520215-31 System information : Limiting of engine power by engine protection function (Protection of turbocharger) --- 520217-31 System information : Limiting of engine power by engine protection function (Protection of fuel injection system) --- 520218-31 System information : Limiting of engine power by engine protection function (Engine brake) --- 520219-31 System information : Limiting of engine power by engine protection function (Protection of fuel injection system) --- 520221-31 System information : Limiting of engine power by engine protection function (Protection of SCR catalytic converter) --- Code Message Warning lamp indication Remarks (Red) (Amber) TROUBLESHOOTING ---===WSE_1506_00003_0248.djvu===--- 13E 13E-27 520222-31 System information : Limiting of engine power by engine protection function (Torque limitation by smoke limit) --- 520227-9 Error on transmission of CAN message (CAN message 'VIN' from control unit 'SAM') --- 520228-9 CAN timeout fault. Error on transmission of CAN message - - - 520237-9 CAN timeout fault. Error on transmission of CAN message - - - 520243-9 CAN timeout fault. Error on transmission of CAN message - - - 520253-31 Cause of shutoff of the combustion engine : There are other fault codes present. --- 520258-9 CAN timeout fault. Error on transmission of CAN message - - - 520259-9 CAN timeout fault. Error on transmission of CAN message - - - 520264-9 CAN timeout fault. Error on transmission of CAN message - - - 520265-9 Faulty component 'Automatic engine start/stop' / CAN fault - - - 520276-9 CAN timeout fault. Error on transmission of CAN message - - - 520278-9 CAN timeout fault. Error on transmission of CAN message - - - 520279-9 CAN timeout fault. Error on transmission of CAN message - - - 520281-9 CAN timeout fault. Error on transmission of CAN message O - - 520297-9 CAN timeout fault - O - 520298-9 CAN timeout fault - O - 520299-9 CAN timeout fault - - - 520300-9 CAN timeout fault - - - 520309-9 CAN timeout fault - O - 520310-9 CAN timeout fault - O - 520311-9 CAN timeout fault - - - 520312-9 CAN bus OFF fault - - - 520325-9 Component 'Vehicle dynamics CAN bus' is faulty. - O - 520327-12 There is an internal fault in control unit 'Combustion engine Control unit'. -OO 520336-31 There is an internal fault in control unit 'Combustion engine Control unit'. --- 520337-31 There is an internal fault in control unit 'Combustion engine Control unit'. --- 520338-31 There is an internal fault in control unit 'Combustion engine Control unit'. --- 520344-1 There is an internal fault in control unit 'Combustion engine Control unit'. -OO 520344-3 Component 'Exhaust gas recirculation valve' has a short circuit to positive. -OO 520344-4 Component 'Exhaust gas recirculation valve' has a short circuit to ground. -OO 520344-6 Component 'Exhaust gas recirculation valve' has an electrical fault. - O O 520344-7 The function of component 'Exhaust gas recirculation valve' is not OK. -OO 520347-31 System information : Limiting of engine power by engine protection function (Protection of fuel injection system) O-- 520348-0 Signal 'Exhaust temperature upstream of oxidation catalytic convert- er' is implausible. -O- 520352-0 Measurement value (Duration of actuation) of the component 'Fuel injector 1' is above the specified value. --- 520352-1 Measurement value (Duration of actuation) of the component 'Fuel injector 1' is below the specified value. --- Code Message Warning lamp indication Remarks (Red) (Amber) ---===WSE_1506_00003_0249.djvu===--- 13E-28 520353-0 Measurement value (Duration of actuation) of the component 'Fuel injector 3' is above the specified value. --- 520353-1 Measurement value (Duration of actuation) of the component 'Fuel injector 3' is below the specified value. --- 520354-0 Measurement value (Duration of actuation) of the component 'Fuel injector 4' is above the specified value. --- 520354-1 Measurement value (Duration of actuation) of the component 'Fuel injector 4' is below the specified value. --- 520355-0 Measurement value (Duration of actuation) of the component 'Fuel injector 2' is above the specified value. --- 520355-1 Measurement value (Duration of actuation) of the component 'Fuel injector 2' is below the specified value. --- 520358-2 Component 'Engine brake Solenoid valve' is mechanically damaged or it sticks. --- 520359-2 Component 'Engine brake Solenoid valve' or its electrical line is de- fective. -O- 520360-2 Component 'Engine brake Solenoid valve' or its electrical line is de- fective. O-O 520361-2 Component 'Engine brake Solenoid valve' or its electrical line is de- fective. -O- 520362-2 Component 'Engine brake Solenoid valve' or its electrical line is de- fective. -O- 520379-0 Measurement value (Correction value) of the component 'Injection quantity' is above the specified value. --- 520379-1 Measurement value (Correction value) of the component 'Injection quantity' is below the specified value. --- 520410-31 Component 'Glow plug' is faulty. - - - 520411-31 The function of component 'Preglow system Control unit' is not OK. - - - 520418-0 The signal voltage of component 'Fuel injector' is too high. - O O 520418-1 The signal voltage of component 'Fuel injector' is too low. - O O 520419-2 The values for injector injection quantity adjustment (cylinder 1) are faulty. --- 520419-31 The values for injector injection quantity adjustment (cylinder 1) are faulty. --- 520420-2 The values for injector injection quantity adjustment (cylinder 3) are faulty. --- 520420-31 The values for injector injection quantity adjustment (cylinder 3) are faulty. --- 520421-2 The values for injector injection quantity adjustment (cylinder 4) are faulty. --- 520421-31 The values for injector injection quantity adjustment (cylinder 4) are faulty. --- 520422-2 The values for injector injection quantity adjustment (cylinder 2) are faulty. --- 520422-31 The values for injector injection quantity adjustment (cylinder 2) are faulty. --- 520423-16 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too high. --- 520423-18 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too low. --- 520424-0 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too high. --- 520424-1 The signal voltage of component 'Position sensor 'Accelerator ped- al'' is too low. --- 520426-5 Component 'Lambda control tester' has an open circuit. - - O Code Message Warning lamp indication Remarks (Red) (Amber) TROUBLESHOOTING ---===WSE_1506_00003_0250.djvu===--- 13E 13E-29 520427-5 Component 'Lambda control tester' has an open circuit. - - O 520428-5 Component 'Lambda control tester' has an open circuit. - - O 520429-18 The signal from component 'Lambda control tester' is faulty. - - O 520431-2 Component 'Lambda control tester' or its electrical line is defective. - - O 520431-3 Component 'Lambda control tester' has a short circuit or is defective. - - O 520431-4 Component 'Lambda control tester' has a short circuit or is defective. - - O 520434-2 There is an internal fault in control unit 'Combustion engine Control unit'. --O 520434-31 The supply voltage of component 'Lambda control tester' is too low (undervoltage). --O 520435-0 The temperature of component 'Lambda control tester' is outside the permissible range. --O 520435-1 The temperature of component 'Lambda control tester' is outside the permissible range. --O 520436-3 Component 'Lambda control tester' has a short circuit to positive. - - O 520436-4 Component 'Lambda control tester' has a short circuit to ground. - - O 520437-0 The oil level of the combustion engine is implausible. (Fuel in engine oil) -O- 520437-16 The oil level of the combustion engine is implausible. (Fuel in engine oil) --- 520438-0 Soot in Lube Oil has exceeded the Maximum limit. - O - 520439-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520440-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520441-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520442-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520443-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520444-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520445-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520446-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520447-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520448-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520449-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520450-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520451-31 Faulty component 'Combustion engine Control unit' O - - 520452-31 Faulty component 'Combustion engine Control unit' - O - 520453-31 Faulty component 'Combustion engine Control unit' O - - 520454-31 Faulty component 'Combustion engine Control unit' O - - 520455-31 Faulty component 'Combustion engine Control unit' O - - 520456-31 CAN message 'Engine speed' is faulty.: Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault O-- 520457-31 Faulty component 'Combustion engine Control unit' O - - Code Message Warning lamp indication Remarks (Red) (Amber) ---===WSE_1506_00003_0251.djvu===--- 13E-30 520458-31 Faulty component 'Combustion engine Control unit' O - - 520459-31 Faulty component 'Combustion engine Control unit' O - - 520461-31 Faulty component 'Combustion engine Control unit' O - - 520462-31 Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault O-- 520463-31 Component 'A4 (Engine electronic control unit)' has an internal fault. O - - 520464-31 Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault O-- 520465-31 Actual value 'Rail pressure' is implausible. O - - 520466-31 There is an internal fault in control unit 'Combustion engine Control unit'. O-- 520469-31 Component 'A4 (Engine electronic control unit)' has an internal fault./An incorrect control unit is installed. O-- 520470-31 Signal 'NOx values' is faulty. - - - 520473-31 Signal 'NOx values' is implausible. The value is too high. - - - 520478-31 Signal 'NOx values' is implausible. The value is too high. - - - 520479-31 Signal 'NOx values' is implausible. The value is too high. - - - 520480-31 Signal 'NOx values' is implausible. The value is too high. - - - 520486-12 Component 'Combustion engine Control unit' has an internal fault. - O - 520487-12 Component 'Combustion engine Control unit' has an internal fault. - O - 520488-12 Component 'Combustion engine Control unit' has an internal fault. - O - 520489-12 Component 'Combustion engine Control unit' has an internal fault. - O - 520495-12 Component 'Combustion engine Control unit' has an internal fault. - - - 520497-0 The signal voltage of component 'Torque sensor 'Power take-off'' is too high. --- 520497-1 The signal voltage of component 'Torque sensor 'Power take-off'' is too low. --- 520499-20 The fuel pressure in the metering device is too low. O - - 520500-0 The rail pressure is too low. / Check fuel high pressure circuit for leaktightness. O-- 520500-16 The fuel pressure in the system is too high. O - - 520500-20 The fuel pressure in the system is too low. - O - 520502-0 The rail pressure is too low. / Component 'Pressure regulating valve in rail' is faulty. O-- 520502-1 The rail pressure is too low. / Check fuel high pressure circuit. O - - 520503-15 The rail pressure is too low. Check fuel high pressure circuit for leak- tightness. O-- 520503-16 The rail pressure is too high. Component 'Pressure limiting valve in rail' is faulty. O-- 520503-18 The minimum pressure was not reached. Check fuel high pressure circuit for leaktightness. O-- 520503-20 The rail pressure is too low. / Check fuel high pressure circuit for leaktightness. O-- 520503-21 The rail pressure is too high. / Component 'Pressure limiting valve in rail' is faulty. O-- 520509-2 The EEPROM data in component 'Combustion engine Control unit' are faulty. --- 520510-2 The EEPROM data in component 'Combustion engine Control unit' are faulty. --- 520511-2 The EEPROM data in component 'Combustion engine Control unit' are faulty. --- Code Message Warning lamp indication Remarks (Red) (Amber) TROUBLESHOOTING ---===WSE_1506_00003_0252.djvu===--- 13E 13E-31 520512-12 There is an internal fault in control unit 'Combustion engine Control unit'. --- 520513-12 There is an internal fault in control unit 'Combustion engine Control unit'. --- 520514-12 There is an internal fault in control unit 'Combustion engine Control unit'. --- 520561-0 Engine start: The maximum number of operating cycles has been exceeded. --- 520569-31 Component 'DUONIC Control unit' reports an implausible gear. - - - 520570-31 System information (Limitation of engine power) - - - 520571-31 System information (Limitation of engine power) - - - 520572-31 System information (Limitation of engine power) - - - 520573-31 System information (Limitation of engine power) - - - 520574-31 System information (Limitation of engine power) - - - 520575-31 System information (Limitation of engine power) - - - 520576-31 System information (Limitation of engine power) - - - 520577-31 System information (Limitation of engine power) - - - 520588-12 The electrical fuse of component 'Instrument cluster' is defective. O - - 520598-31 The accelerator pedal and brake pedal were operated by the driver simultaneously. (History) --- 520614-9 CAN bus OFF fault - - - Code Message Warning lamp indication Remarks (Red) (Amber) ---===WSE_1506_00003_0253.djvu===--- 13E-32 1.2 Details of Diagnosis code Some vehicle specification do not control the system reaction. The meaning of the major acronyms listed in the table is as follows. ADC: Analog to digital converter AFS: Air flow sensor AMT: Automatic manual transmission ATS: After treatment system CAC: Charge air cooler CAN: Controller area network DPF: Diesel particulate filter ECM: Electronic control module (Engine ECU) EDC: Electronic control module (Engine ECU) ECU: Electronic control unit EGR: Exhaust gas recirculation ETC: Gearbox control unit FBC: Fuel balancing correction GCU: Glow control unit HFM: Hot film air mass meter (Air flow sensor) ITC: Injector temperature compensation LSU: Lambda sensor unit M/T: Manual transmission MeUn: Metering Unit OBD: On board diagnosis Oxicat: Oxidation catalyst PCV: Pressure control valve PTO: Power take off PWM: Pulse wide modulation SAM: Signal detect and actuation modules SCR: Selective catalytic reduction SRC: Signal range check VGT: Variable geometry turbocharger 27-15: The position of component 'Exhaust gas recirculation valve' is implausible. Generation condition [Test Condition] Continuously if monitoring is not disabled by another failure (valve control in closed loop). [Fault Detection] The actual EGR valve position deviates by more than 10% from the target valve position in positive direction. [Defect Debouncing] Immediate. Fault healing Deviation is 10% or less while the starter switch is ON. System reaction Unblocking the EGR actuator is attempted by opening the actuator at a high speed. Failure cause Desired EGR valve position can not be reached. EGR valve sticks. EGR valve position sensor mismatched. Failure repair No action needed, as long as failure "jammed valve is not detected". Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0254.djvu===--- 13E 13E-33 27-17: The position of component 'Exhaust gas recirculation valve' is implausible. 84-12: The value of component 'Vehicle speed Sensors' is implausible. Generation condition [Test Condition] Continuously if monitoring is not disabled by another failure (valve control in closed loop). [Fault Detection] The actual EGR valve position deviates by more than 10% from the target valve position in negative direction. [Defect Debouncing] Immediate. Fault healing Deviation is 10% or less while the starter switch is ON. System reaction "Unblocking the EGR actuator is attempted by opening the actuator at a high speed". Failure cause Desired EGR valve position can not be reached. EGR valve sticks. EGR valve position sensor mismatched. Failure repair No action needed, as long as failure "jammed valve is not detected". Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Not inhibited by another failure. Engine speed > 1750rpm and engine load > (Inner modelled torque) > 150N·m longer than 4.5s. [Fault Detection] All conditions below fulfilled for at least 4.5s (Debouncing starts only after this delay time). Engine speed > 1750rpm. Engine torque > 150N·m. Vehicle speed < 6km/h. [Defect Debouncing] Defect condition exceeded cumulatively > 100ms. Failure is detected if active for 50% of the time. Fault healing Vehicle speed > 6km/h while the starter switch is ON. System reaction The last valid values are used to control the vehicle speed and acceleration for a fraction of second after detection of this error; thereafter value zero (0) is used for the vehicle speed and acceleration control. Failure cause Defective vehicle speed sensor. Engine driven under load without PTO (i.e. external PTO). In very cold situation possible due to "engine warming up at higher speed"and vehicle stand still (high torque request in case of "non liquid oil"). Failure repair Check vehicle speed sensor. Check if "external PTO" used. Check if failure occurred at very low engine temperature < -10°C. Reference service data 052: Vehicle speed Reference actuator test None Reference inspection of electrical equipment #265 Inspection of vehicle speed sensor ---===WSE_1506_00003_0255.djvu===--- 13E-34 84-15: The value measured by component 'Vehicle speed Sensors' is too high. 91-2: Signal 'Value of accelerator pedal sensor' is implausible. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Continuously if not inhibited by another failure. [Fault Detection] The measured vehicle speed > 180km/h. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing The measured vehicle speed < 180km/h. System reaction The last valid values are used to control the vehicle speed and acceleration for a fraction of second after detection of this error; thereafter value zero (0) is used for the vehicle speed and acceleration control. Failure cause Real overspeed, i.e. by engine tuning. Incorrect speed evaluation (depending on signal source by Wheel Speed In- formation, Tachograph Output, disturbed CAN). Failure repair Check measuring device and replace it if necessary. No action in case of real vehicle overspeed or engine tuning. Reference service data 052: Vehicle speed Reference actuator test None Reference inspection of electrical equipment #265 Inspection of vehicle speed sensor Generation condition [Test Condition] Continuously. If input signals > 650mV. Error is entered only if the signal path is not classified as defective. [Fault Detection] Difference between input signals from the accelerator pedal position sensors 1and 2 is higher than the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 250ms. Failure is detected if active for 25% of the time. Fault healing Error is no more detected. System reaction None Failure cause Wiring problem, aged or defective accelerator pedal. Failure repair Check wiring and accelerator pedal. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor TROUBLESHOOTING ---===WSE_1506_00003_0256.djvu===--- 13E 13E-35 91-3: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too high. 91-4: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too low. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Continuously. [Fault Detection] The accelerator pedal position sensor (sensor 1) signal is higher than 4.8V. [Defect Debouncing] Defect condition exceeded cumulatively > 200ms. Failure is detected if active for 50% of the time. Fault healing The signal is below 4.8V. System reaction Normal control is continued. Failure cause Short circuit of wiring to external source or inside accelerator pedal. Failure repair Check wiring or replace accelerator pedal. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Continuously. [Fault Detection] The accelerator pedal position sensor (sensor 1) signal is lower than 550mV. [Defect Debouncing] Defect condition exceeded cumulatively > 200ms. Failure is detected if active for 50% of the time. Fault healing The signal is above 550mV. System reaction Normal control is continued. Failure cause Short circuit to ground in wiring or in accelerator pedal. Failure repair Check wiring or replace accelerator pedal. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor ---===WSE_1506_00003_0257.djvu===--- 13E-36 100-2: Component 'Oil pressure switch' has a mechanical defect. 100-31: The oil pressure is too low. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9 V, as long as the battery voltage is over 9 V and 2 s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state and 2 s after last CAN controller is no more in bus-off state. When engine is switched off. [Fault Detection] Oil pressure is detected when the engine is not running. [Defect Debouncing] Defect condition exceeded cumulatively > 15s. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Oil pressure digital switch defective. Failure repair Check oil pressure digital switch. Reference service data 023: Engine oil pressure 147: Oil pressure switch Reference actuator test None Reference inspection of electrical equipment #044 Inspection of oil pressure switch Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9 V, as long as the battery voltage is over 9 V and 2 s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state and 2 s after last CAN controller is no more in bus-off state. When engine is running (engine speed > 500rpm). [Fault Detection] Oil pressure does not reach to the specified value while the engine is running. [Defect Debouncing] Debounce time is oil temperature dependent, indicated value is valid if tem- perature > 60°C (debounce longer at lower temperatures). Fault healing Oil pressure increases when engine is running (> 500rpm). System reaction None Failure cause Low oil pressure or digital oil pressure switch blocked. Failure repair Check oil level and pressure, check oil pressure switch. Reference service data 023: Engine oil pressure 147: Oil pressure switch Reference actuator test None Reference inspection of electrical equipment #044 Inspection of oil pressure switch TROUBLESHOOTING ---===WSE_1506_00003_0258.djvu===--- 13E 13E-37 102-0: The value measured by component 'Boost pressure sensor' is too high. 102-1: The value measured by component 'Boost pressure sensor' is too low. Generation condition [Test Condition] The signal range checks are carried out if there is no ADC module and sensor supply error. Continuously. [Fault Detection] Voltage from boost pressure & boost temperature sensor (boost pressure sen- sor section) is above 4.9V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Voltage from boost pressure & boost temperature sensor is below 4.9V. System reaction The last valid boost pressure value is used for a fraction of second after detec- tion of this error and the value is replaced by 1.6bar thereafter. Failure cause Short circuit of sensor to external source or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor Generation condition [Test Condition] The signal range checks are carried out if there is no ADC module and sensor supply error. Continuously. [Fault Detection] Voltage from boost pressure & boost temperature sensor (boost pressure sen- sor section) is below 178.4mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Voltage from boost pressure & boost temperature sensor is above 178.4mV. System reaction The last valid boost pressure value is used for a fraction of second after detec- tion of this error and the value is replaced by 1.6bar thereafter. Failure cause Short circuit at wiring harness or inside the boost pressure sensor to ground or open circuit. Failure repair Check of wiring or replace boost pressure sensor. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor ---===WSE_1506_00003_0259.djvu===--- 13E-38 102-15: Signal 'Boost pressure' is implausible. 102-17: Signal 'Boost pressure' is implausible. Generation condition [Test Condition] Boost pressure sensor is reliable. Engine speed <660rpm. Throttle valve set point > 90% with no regeneration request. Fuel quantity < 7mg/hub. [Fault Detection] Difference between the boost pressure and the environmental pressure is above 70hPa. [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing Difference between the boost pressure and the environmental pressure is be- low 70hPa. System reaction None Failure cause Inaccurate or defective boost pressure sensor, defect in the wiring. Failure repair Check wiring and the accuracy of the boost pressure sensor and replace it if necessary. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor Generation condition [Test Condition] Boost pressure sensor is reliable. Engine speed <660rpm. Throttle valve set point > 90% with no regeneration request. Fuel quantity < 7mg/hub. [Fault Detection] Difference between the boost pressure and the environmental pressure is be- low -70hPa. [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing Difference between the boost pressure and the environmental pressure is above -70hPa. System reaction None Failure cause Inaccurate or defective boost pressure sensor, defect in the wiring. Failure repair Check wiring and the accuracy of the boost pressure sensor and replace it if necessary. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor TROUBLESHOOTING ---===WSE_1506_00003_0260.djvu===--- 13E 13E-39 108-0: The signal voltage of component 'Atmospheric pressure sensor' is too high. There is an internal fault in control unit 'Combustion engine Control unit'. 108-1: The value measured by component 'Atmospheric pressure sensor' is too low. There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9 V and as long as the battery voltage is over 9 V and 2 s after this threshold has been exceeded. Continuously if sensor supply error not detected. [Fault Detection] Faulty signal of atmospheric pressure sensor in ECU (Signal voltage is above 4.68V.). [Defect Debouncing] Defect condition exceeded cumulatively > 800ms. Failure is detected if active for 50% of the time. Fault healing Signal voltage is below 4.68V. System reaction Environmental pressure is frozen at last valid value on preliminary failure and jumps to modelled replacement value if failure is validated. If modelled value is inhibited by another failure, a fixed replacement value 950hPa is used. Failure cause Ambient pressure sensor inside ECU is defect. Failure repair Replace ECU. Reference service data 039: Signal voltage of component 'Atmospheric pressure sensor' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9 V and as long as the battery voltage is over 9 V and 2 s after this threshold has been exceeded. Continuously if sensor supply error not detected. [Fault Detection] Faulty signal of atmospheric pressure sensor in ECU (Signal voltage is below 369mV.). [Defect Debouncing] Defect condition exceeded cumulatively > 800ms. Failure is detected if active for 50% of the time. Fault healing The sensed raw voltage value is above 369mV. System reaction Environmental pressure is frozen at last valid value on preliminary failure and jumps to modelled replacement value if failure is validated. If modelled value is inhibited by another failure, a fixed replacement value 950hPa is used. Failure cause Ambient pressure sensor inside ECU is defect. Failure repair Replace ECU. Reference service data 039: Signal voltage of component 'Atmospheric pressure sensor' Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0261.djvu===--- 13E-40 108-16: There is an internal fault in control unit 'Combustion engine Control unit'. 108-18: There is an internal fault in control unit 'Combustion engine Control unit'. 110-0: The signal voltage of component 'Coolant temperature sensor' is too high. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Faulty signal of atmospheric pressure sensor in ECU (Sensor signal is above 1.1bar.). [Defect Debouncing] Defect condition exceeded cumulatively > 100ms. Failure is detected if active for 25% of the time. Fault healing Sensor signal is below 1.1bar. System reaction Environmental pressure is frozen at last valid value on preliminary failure and jumps to modelled replacement value if failure is validated. If model is inhibited by another failure a fixed replacement value 950hPa is used. Failure cause Ambient pressure sensor inside ECU is defect. Failure repair Replace ECU. Reference service data 027: Ambient pressure Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Faulty signal of atmospheric pressure sensor in ECU (Sensor signal is below 500hPa.). [Defect Debouncing] Defect condition exceeded cumulatively > 100ms. Failure is detected if active for 25% of the time. Fault healing Sensor signal is below 1.1bar. System reaction Environmental pressure is frozen at last valid value on preliminary failure and jumps to modelled replacement value if failure is validated. If model is inhibited by another failure a fixed replacement value 950hPa is used. Failure cause Ambient pressure sensor inside ECU is defect. Failure repair Replace ECU. Reference service data 027: Ambient pressure Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9 V and as long as the battery voltage is over 9 V and 2 s after this threshold has been exceeded. Continuously if sensor supply is intact. [Fault Detection] Coolant temperature sensor signal is above 4.94V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Coolant temperature sensor signal is below 4.94V. System reaction 79.96°C is used as a substitute for the engine coolant sensor value. Failure cause Sensor defective or short circuit to external source. Failure repair Check wiring or replace sensor. Reference service data 016: Coolant temperature Reference actuator test None Reference inspection of electrical equipment #262 Inspection of water temperature sensor TROUBLESHOOTING ---===WSE_1506_00003_0262.djvu===--- 13E 13E-41 110-1: The signal voltage of component 'Coolant temperature sensor' is too low. 110-12: The value of component 'Coolant temperature sensor' is implausible. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously if sensor supply is intact. [Fault Detection] Coolant temperature sensor signal is below 232.2mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Coolant temperature sensor signal is above 232.2mV. System reaction 79.96°C is used as a substitute for the engine coolant sensor value. Failure cause Sensor defective or short circuit to ground. Failure repair Check wiring or replace sensor. Reference service data 016: Coolant temperature Reference actuator test None Reference inspection of electrical equipment #262 Inspection of water temperature sensor Generation condition [Test Condition] Coolant temperature sensor working correctly. Monitoring not disabled by another failure. Injection quantity > speed dependent curve. The monitoring is executed once per driving cycle. [Fault Detection] Coolant temperature does not reach the specified temperature within a speci- fied duration after starting the engine. [Defect Debouncing] Immediate. Fault healing If the coolant temperature returns to normal when the starter switch is set from OFF to ON position. System reaction None Failure cause Very cold ambient conditions and cabin heater(s) on full power (specially if ad- ditional heaters using coolant temperature installed in the vehicle). Additional electrical resistance in the wiring (corroded connector). Inaccurate sensor (although sensor does not exceed its signal range). Engine thermostat blocked in open position. Failure repair Ensure that engine was not running in extreme ambient conditions. Check wiring and connectors (corrosion). Check accuracy of sensor with cross reference to a known value (as with nor- mal procedure). Replace sensor if necessary. Check thermostat functionality. Reference service data 016: Coolant temperature Reference actuator test None Reference inspection of electrical equipment #262 Inspection of water temperature sensor ---===WSE_1506_00003_0263.djvu===--- 13E-42 110-31: The value of component 'Coolant temperature sensor' is implausible. 111-1: The coolant level is too low. Generation condition [Test Condition] Coolant temperature sensor working correctly. Monitoring not disabled by another failure. Engine start temperature < 29.96°C. Injection quantity > speed dependent curve. The monitoring is executed once per driving cycle. [Fault Detection] Coolant temperature does not reach the specified temperature within a speci- fied duration after starting the engine. [Defect Debouncing] Immediate. Fault healing If the coolant temperature returns to normal when the starter switch is set from OFF to ON position. System reaction None Failure cause Very cold ambient conditions and cabin heater(s) on full power (specially if ad- ditional heaters using coolant temperature installed in the vehicle). Additional electrical resistance in the wiring (corroded connector). Inaccurate sensor (although sensor does not exceed its signal range). Engine thermostat blocked in open position. Failure repair Ensure that engine was not running in extreme ambient conditions. Check wiring and connectors (corrosion). Check accuracy of sensor, replacement of sensor. Check thermostat functionality. Reference service data 016: Coolant temperature Reference actuator test None Reference inspection of electrical equipment #262 Inspection of water temperature sensor Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Continuously. [Fault Detection] Coolant level is below the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 25% of the time. Fault healing Coolant level is above the specified value. System reaction None Failure cause Coolant level low or switch not working correctly. Failure repair Check coolant level. If OK, check coolant switch. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0264.djvu===--- 13E 13E-43 129-16: The rail pressure is implausible. 129-18: The rail pressure is implausible. Generation condition [Test Condition] Engine normal running. Fuel pressure control in mode "both devices" switching to "only PCV" or "only Metering Unit". [Fault Detection] The rail pressure > 1950bar. [Defect Debouncing] Defect condition fulfilled continuously >240ms. Fault healing None System reaction None Failure cause PCV stuck in closed position. Too high current to PCV (due to partial short circuit). MeUn stuck in "full feeding position". MeUn without current. Zero delivery throttle clogged or pressure after zero delivery valve too high(due to clogged return tubes). Pressure before gear pump too high due to clogged pressure control valve in low pressure cycle (if present). Failure repair Check PCV, if opening (PWM = 0%). Check MeUn, if closing (PWM = 100%). Check electric wiring to PCV and MeUn. Check low pressure fuel tubes. Check zero delivery valve for correct working. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) Generation condition [Test Condition] Engine normal running. Fuel pressure control in mode "both devices" switching to "only PCV" or "only Metering Unit". [Fault Detection] The commonrail pressure is below the threshold value(fuel consumption is too much or supplied fuel is too low). [Defect Debouncing] Defect condition fulfilled continuously >300ms. Fault healing None System reaction None Failure cause Possible faults in high pressure part. Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve, leaking high pres- sure part itself (tubing). Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. ---===WSE_1506_00003_0265.djvu===--- 13E-44 132-0: Measurement value (Raw values) of the component 'Air mass flow rate' is above the specified value. Failure repair 1) Check low pressure system for clogging (especially for fuel filter). 2) Check tubing between pre supply pump and gear pump. 3a) Check that the relay of the pre supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following the procedure below. 4a) Ensure that engine is not running. 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters/minute with ±10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a). 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble is found so far, replace PCV. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) Generation condition [Test Condition] Monitoring is active while the engine isn't cranking, 2 s after engine startup and if the ECU is not in afterrun. The signal range check High check of the raw air mass is released at the start of the driving cycle if: Air flow meter signal range check is not set by another failure. Engine speed between 0rpm and 5000rpm. Continuously. [Fault Detection] When starting the engine, the pre-corrected air flow sensor signal is above the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing The pre-corrected air flow sensor signal is below the specified value. System reaction The last valid air flow sensor value is used for a fraction of second after detec- tion of this error and thereafter the value is replaced by a substitute value which depends on the engine speed and intake air pressure. Failure cause Defect in wiring, defective air mass sensor. Failure repair Check wiring of the air mass sensor, replace air mass sensor. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor TROUBLESHOOTING ---===WSE_1506_00003_0266.djvu===--- 13E 13E-45 132-1: Measurement value (Raw values) of the component 'Air mass flow rate' is above the specified value. 132-2: Component 'Air mass flow rate / Intake air temperature sensor' has an electrical fault. Generation condition [Test Condition] Monitoring is active while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. The signal range check Low check of the raw air mass is released at the start of the driving cycle if. Injected fuel is below an engine speed dependent fuel quantity (from 205mg/ hub at 0rpm over 170mg/hub at 1000rpm and 135mg/hub at 2000rpm and 100mg/hub at 3000rpm and 65mg/hub at 4000rpm to 37mg/hub at 4800rpm) longer than 2s. After then continuously. [Fault Detection] When starting the engine, the pre-corrected air flow sensor signal is below the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 600ms. Failure is detected if active for 50% of the time. Fault healing The pre-corrected air flow sensor signal is above the specified value. System reaction The last valid air flow sensor value is used for a fraction of second after detec- tion of this error and thereafter the value is replaced by a substitute value which depends on the engine speed and intake air pressure. Failure cause Defect in wiring, defective air mass sensor. Failure repair Check wiring of the air mass sensor, replace air mass sensor. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor Generation condition [Test Condition] Monitoring is active while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Continuously. [Fault Detection] Faulty air flow and intake air temperature sensor is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 580ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is set from OFF to ON position. System reaction The last valid air flow sensor value is used for a fraction of second after detec- tion of this error and thereafter the value is replaced by a substitute value which depends on the engine speed and intake air pressure. Failure cause Defect in wiring or defective air mass sensor. Failure repair Check wiring of the intake air mass sensor, replace air mass sensor. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor ---===WSE_1506_00003_0267.djvu===--- 13E-46 132-15: Measurement value (Correction value) of the component 'Air mass flow rate' is above the specified value. 132-17: Component 'Air mass flow rate / Intake air temperature sensor' or its electrical line is defective. Generation condition [Test Condition] Monitoring is active while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Continuously. [Fault Detection] When starting the engine, the corrected air flow sensor signal is above the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 650ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction The last valid air flow sensor value is used for a fraction of second after detec- tion of this error and thereafter the value is replaced by a substitute value which depends on the engine speed and intake air pressure. Failure cause Defect in wiring, defective air mass sensor and/or the temperature sensor unit. Failure repair Check wiring of the air mass sensor, replace air mass sensor. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor Generation condition [Test Condition] Monitoring is active while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Continuously. [Fault Detection] When starting the engine, the corrected air flow sensor signal is below the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 650ms. Failure is detected if active for 50% of the time. Fault healing The corrected air flow sensor signal is above the specified value. System reaction The last valid air flow sensor value is used for a fraction of second after detec- tion of this error and thereafter the value is replaced by a substitute value which depends on the engine speed and intake air pressure. Failure cause Defect in wiring, defective air mass sensor and/or the temperature sensor unit. Failure repair Check wiring of the air mass sensor, replace air mass sensor. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor TROUBLESHOOTING ---===WSE_1506_00003_0268.djvu===--- 13E 13E-47 132-20: Component 'Air mass flow rate / Intake air temperature sensor' or its electrical line is defective. 132-21: Component 'Air mass flow rate / Intake air temperature sensor' or its electrical line is defective. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Engine speed must be 0 during test. [Fault Detection] Air flow sensor signal is above the specified value before starting the engine. [Defect Debouncing] Defect condition exceeded cumulatively > 100ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is set from OFF to ON position. System reaction None Failure cause Inaccurate or defective air mass sensor, or defect in the wiring of the HFM sensor. Failure repair Check wiring and the accuracy of the air mass sensor and replace it if neces- sary. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Engine speed must be 0 during test. [Fault Detection] Air flow sensor signal is below the specified value before starting the engine. [Defect Debouncing] Defect condition exceeded cumulatively > 100ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is set from OFF to ON position. System reaction None Failure cause Inaccurate or defective air mass sensor, or defect in the wiring of the HFM sensor. Failure repair Check wiring and the accuracy of the air mass sensor and replace it if neces- sary. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor ---===WSE_1506_00003_0269.djvu===--- 13E-48 156-0: The signal voltage of component 'Rail pressure sensor' is too high. 156-1: The signal voltage of component 'Rail pressure sensor' is too low. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Monitoring not inhibited by another failure. [Fault Detection] Commonrail pressure sensor voltage is above 4.9V. [Defect Debouncing] Defect condition exceeded cumulatively > 140ms. Failure is detected if active for 50% of the time. Fault healing Commonrail pressure sensor voltage is below 4.9V when the starter switch is in ON position. System reaction None Failure cause Short circuit of wiring to external source or defective pressure sensor. Failure repair Check wiring and proper functioning of rail pressure sensor. Replace sensor if necessary and reset learning values in EEPROM / start new learning. Reference service data 025: Rail pressure 029: Rail pressure (Differential pressure) 030: Rail pressure (Specified value) Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment #252 Inspection of pressure sensor Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Monitoring not inhibited by another failure. [Fault Detection] Commonrail pressure sensor voltage is below 342mV. [Defect Debouncing] Defect condition exceeded cumulatively > 140ms. Failure is detected if active for 50% of the time. Fault healing Commonrail pressure sensor voltage is above 342mV. System reaction None Failure cause Short circuit of wiring to ground or defective pressure sensor. Failure repair Check wiring and proper functioning of rail pressure sensor. Replace sensor if necessary and reset learning values in EEPROM / start new learning. Reference service data 025: Rail pressure 029: Rail pressure (Differential pressure) 030: Rail pressure (Specified value) Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment #252 Inspection of pressure sensor TROUBLESHOOTING ---===WSE_1506_00003_0270.djvu===--- 13E 13E-49 156-16: Component 'Rail pressure sensor' is faulty. 156-18: Component 'Rail pressure sensor' is faulty. 158-0: The battery voltage is too high. Generation condition [Test Condition] No electrical failure of sensor nor power stage active. Monitoring carried out once a driving cycle during the after-run, if: Fuel temperature > 4.96°C. [Fault Detection] Commonrail pressure sensor voltage is above 609mV during afterrun. [Defect Debouncing] None Fault healing Healing is only possible at afterrun of next driving cycle, if no failure detected. System reaction None Failure cause Rail pressure sensor signal inaccurate. Failure repair Ensure correct wiring and proper functioning of rail pressure sensor. Replace rail pressure sensor if necessary. Reference service data 025: Rail pressure 029: Rail pressure (Differential pressure) 030: Rail pressure (Specified value) Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment #252 Inspection of pressure sensor Generation condition [Test Condition] No electrical failure of sensor nor power stage active. Monitoring carried out once a driving cycle during the after-run, if: Fuel temperature > 4.96°C. [Fault Detection] Commonrail pressure sensor voltage is below 424mV during afterrun. [Defect Debouncing] None Fault healing Healing is only possible at afterrun of next driving cycle, if no failure detected. System reaction None Failure cause Rail pressure sensor signal inaccurate. Failure repair Ensure correct wiring and proper functioning of rail pressure sensor. Replace rail pressure sensor if necessary. Reference service data 025: Rail pressure 029: Rail pressure (Differential pressure) 030: Rail pressure (Specified value) Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment #252 Inspection of pressure sensor Generation condition [Test Condition] Monitoring is active while the engine isn't cranking and 2s after engine startup. Continuously except when ECM is in pre drive mode (test phase immediately after ECM ignition) or monitoring is inhibited by another failure. [Fault Detection] Battery voltage is above 2.31V. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Battery voltage is equal to or below 2.31V. System reaction The sensed battery voltage value is used. Failure cause Alternator voltage governor defect. Failure repair Replace alternator governor device or alternator. Reference service data 031: Battery voltage Reference actuator test None Reference inspection of electrical equipment #860 Battery ---===WSE_1506_00003_0271.djvu===--- 13E-50 158-1: The battery voltage is too low. 172-0: Component 'Boost pressure / Temperature sensor' has a short circuit or is defective. Generation condition [Test Condition] Monitoring is active while the engine isn't cranking and 2s after engine startup. Continuously except when ECM is in pre drive mode (test phase immediately after ECM ignition) or monitoring is inhibited by another failure. [Fault Detection] Battery voltage is below 768mV. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Battery voltage is equal to or above 768mV. System reaction The sensed battery voltage value is used. Failure cause Battery defect, alternator defect, wiring problems (too high resistance) or ECU defect. Occurrence possible during cold start. Failure repair Replace battery or alternator. Check ECU and wiring. Reference service data 031: Battery voltage Reference actuator test None Reference inspection of electrical equipment #860 Battery Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. The signal range checks are only carried out if ADC has not reported a mod- ule error, no sensor supply error was detected. [Fault Detection] Voltage from boost pressure and boost temperature sensor (boost tempera- ture section) is above 4.94V. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 25% of the time. Fault healing Voltage from boost pressure and boost temperature sensor (boost tempera- ture section) is below 4.94V. System reaction 29.96°C is used as a substitute for the boost temperature sensor value. Failure cause Short circuit of sensor to external source or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor TROUBLESHOOTING ---===WSE_1506_00003_0272.djvu===--- 13E 13E-51 172-1: Component 'Boost pressure / Temperature sensor' has a short circuit to ground. / Component 'Boost pressure / Temperature sensor' is defective. 174-0: The signal voltage of component 'Fuel temperature sensor' is too high. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. The signal range checks are only carried out if ADC has not reported a mod- ule error, no sensor supply error was detected. [Fault Detection] Voltage from boost pressure and boost temperature sensor (boost tempera- ture section) is below 295.6mV. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 25% of the time. Fault healing Voltage from boost pressure and boost temperature sensor (boost tempera- ture section) is above 295.6mV. System reaction 29.96°C is used as a substitute for the boost temperature sensor value. Failure cause Short circuit of sensor to ground or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor Generation condition [Test Condition] Monitoring is active as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously. [Fault Detection] Coolant temperature sensor signal is above 4.94V. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing Coolant temperature sensor signal is below 4.94V. System reaction Fuel temperature used for internal models jumps to still actual fuel tempera- ture if this is not inhibited by another failure. Else, coolant temperature if this is not Inhibited by another failure. Else, fixed default value 64.96°C. Failure cause Sensor defective or short circuit to external source. Failure repair Check wiring or replace sensor. Reference service data 009: Fuel temperature Reference actuator test None Reference inspection of electrical equipment #323 Inspection of fuel filter (fuel temperature sensor) ---===WSE_1506_00003_0273.djvu===--- 13E-52 174-1: The signal voltage of component 'Fuel temperature sensor' is too low. 190-3: Component 'Rpm sensor 'Combustion engine'' has a short circuit to positive. Generation condition [Test Condition] Monitoring is active as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously. [Fault Detection] Voltage from the fuel temperature sensor is below 298mV. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing Voltage from the fuel temperature sensor is above 298mV. System reaction Fuel temperature used for internal models jumps to still actual fuel tempera- ture if this is not inhibited by another failure. Else, coolant temperature if this is not Inhibited by another failure. Else, fixed default value 64.96°C. Failure cause Sensor defective or short circuit to ground. Failure repair Check wiring or replace sensor. Reference service data 009: Fuel temperature Reference actuator test None Reference inspection of electrical equipment #323 Inspection of fuel filter (fuel temperature sensor) Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is active. [Fault Detection] Short-circuit to battery of the engine speed sensor harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage each 1000ms. Failure healed, if the power stage does not report an Short Circuit to Battery error. System reaction The power stage is shut off. Failure cause Short circuit of wiring to external source or defective engine speed limiter. Failure repair Check of wiring or replace tachometer. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0274.djvu===--- 13E 13E-53 190-4: Component 'Rpm sensor 'Combustion engine'' has a short circuit to ground. 190-5: Component 'Rpm sensor 'Combustion engine'' has an open circuit. 190-12: Component 'Rpm sensor 'Combustion engine'' has overtemperature. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is NOT active. [Fault Detection] Short-circuit to ground of the engine speed sensor harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Hardware does not report a short circuit to ground error on the PWM output power stage for the engine speed signal. System reaction The power stage is shut off. Failure cause Short circuit of wiring to ground or defective tachometer. Failure repair Check of wiring or replace tachometer. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is NOT active. [Fault Detection] Open-circuit of the engine speed sensor harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Hardware does not report a "open load" (OL) error on the PWM output power stage for the engine speed. System reaction The power stage is shut off. Failure cause Broken or disconnected wiring or defective tachometer. Failure repair Check of wiring or replace tachometer. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring only when the power stage is active. [Fault Detection] Overcurrent is detected by the engine speed sensor. [Defect Debouncing] Defect condition exceeded cumulatively > 550ms. Failure is detected if active for 25% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage each 3s. Failure healed if the power stage does not report an over temperature error. System reaction The power stage is shut off. Failure cause High battery voltage, high load and high ECU temperature, defective wiring, tachometer or ECU. Failure repair Check load and output, check wiring, replace tachometer or ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0275.djvu===--- 13E-54 251-2: Check for correct time (Daylight savings/standard time) 251-12: Component 'Tachograph' is defective. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Once at ECU start. [Fault Detection] The time received via CAN differs from the internal time of engine ECU for 10 seconds or longer. [Defect Debouncing] Defect condition fulfilled continuously >1000ms. Fault healing The time received via CAN matches with the internal time of engine ECU. System reaction None Failure cause Summer/winter time change or another time zone was entered. Failure repair No intervention necessary. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Once per cycle at ECM on. [Fault Detection] Difference between the internal time of ECU and the external time via CAN is out of specified range for 5 times or more when measured at every 100s. [Defect Debouncing] Immediate. Fault healing Difference between the absolute ECU internal time and the external CAN time is inside of applicable range for at least 5 times (tested every 100s). Healing not possible in same cycle, only at next ECU ON. System reaction None Failure cause Defective external clock (Tachograph). Failure repair Check and replace tachograph. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0276.djvu===--- 13E 13E-55 355-31: Measurement value (Operating hours counter) of the component 'Engine oil' is above the specified value. 521-12: The signal value of component 'Brake' is implausible. Generation condition [Test Condition] Continuously. [Fault Detection] Service life of the engine oil has expired. [Defect Debouncing] None Fault healing After replacing the oil, reset using Fuso Diagnostics. System reaction Particulate filter regeneration measures are suppressed. Failure cause Excessive engine running time under oil dilution conditions, due to retarded post injection for filter regeneration. Failure repair Replace engine oil and reset timer for oil dilution with tester using FUSO Diag- nostics. Reference service data 100: Measurement value of oil dilution during regeneration of diesel particu- late filter Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously, if the redundant brake contact is used and terminal 15 is on. [Fault Detection] Input signals from the two stop lamp switch lines do not match for 30 seconds continuously. [Defect Debouncing] Defect condition fulfilled continuously >30000ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Brake status message to CAN: Brakes defective. Failure cause The adjustment of the brake switches is not good enough. One of the brake switches has a short circuit. The circuit has an open lead. Failure repair Check the adjustment of the brake switches. Check the brake switches for short circuit. Check the wiring and the brake switches for open lead. Reference service data 140: Position of brake pedal Reference actuator test None Reference inspection of electrical equipment #042 Inspection of stop lamp switch ---===WSE_1506_00003_0277.djvu===--- 13E-56 595-2: Component 'CRUISE CONTROL Switches' is faulty. 595-31: Component 'CRUISE CONTROL Switches' is faulty. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] 2 Buttons pressed together (possible combinations): Resume + Down, Re- sume + Up and Up and Down. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 25% of the time. Fault healing No Healing possible (irreversible failure). System reaction Cruise control goes into mode "off". Failure cause Failure in Cruise control module (switches). Failure in wiring harness. Failure repair Check Cruise control unit. Check wiring harness. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] One or more switches (Down, Up and Resume) are active for longer than 60s. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 25% of the time. Fault healing If the cruise control switch signal returns to normal when the starter switch is in ON position. System reaction Cruise control goes into mode "off". Failure cause Failure in Cruise control module (switches). Failure in wiring harness. Failure repair Check Cruise control unit. Check wiring harness. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0278.djvu===--- 13E 13E-57 598-2: The position of component 'Clutch pedal' is implausible. 604-2: The signal value of component 'Gear NEUTRAL POSITION' is implausible. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] Faulty clutch signal via CAN is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing If the clutch signal received by CAN does not report a clutch defect. System reaction Zero (0) is output as the default value for clutch control unit. Failure cause Clutch switch defective or problem on CAN communication with clutch switch. Failure repair Check clutch switch. Check CAN connection. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Test is executed during after-run (starter switch off). [Fault Detection] No input of transmission neutral switch signal at vehicle speed 80km/h or higher. [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is set from OFF to ON position. System reaction None Failure cause If the driver drive off, the vehicle speed get higher than 80km/h , and he had not changed the gear for more than 1- time (e.g. starting in 3rd gear on down- hill). The transmission neutral position switch is defective. Failure repair Driver mistake (no action required) (probability high if duration of failed driving cycle short). Check the transmission neutral position switch. Reference service data 155: Neutral position 156: Actual gear Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0279.djvu===--- 13E-58 606-0: The engine speed is too high. 636-2: The signal value of component 'Rpm sensor 'Combustion engine'' is implausible. Generation condition [Test Condition] Continuously. [Fault Detection] Engine speed exceeds 4375rpm due to shifting error or faulty sensor.(Check the diagnosis code(s) generated simultaneously and perform troubleshooting according to that code(s).) [Defect Debouncing] Defect condition exceeded cumulatively > 3s. Failure is detected if active for 50% of the time. Fault healing Engine speed falls below threshold of 4375rpm. System reaction None Failure cause Engine overspeed has occurred. Failure repair No reactions necessary if this fault/information status reoccurs frequently. In this case check driving conditions of vehicle, engine speed acquisition and injection system for quantity set point and actual value during fault recognition, check also for ECM errors. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if engine is running and speed > 650rpm and diagnostic is not inhibited by another failure. [Fault Detection] Error signal from the engine speed sensor is above the specified value. [Defect Debouncing] If the error counter reaches 2. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Engine speed is calculated based on the camshaft speed signal. Failure cause High vibration of crank shaft signal sensor. Intermittent open circuit of sensor. Electrical disturbances due to damaged isolation of wiring harness. Electrical disturbances due external electromagnetic disturbances. Failure repair Check if sensor is fixed correctly (should not be moveable). Check wiring harness and contacts. Check if electrical lines with high electric performance are additionally in- stalled (components not validated by the vehicle manufacturer). Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0280.djvu===--- 13E 13E-59 636-9: Crankshaft signal loss from engine speed sensor. Abnormal update rate 651-3: The fuel injector of cylinder 1 has a short circuit. 651-5: The fuel injector (cylinder 1) has an electrical fault or an open circuit. Generation condition [Test Condition] Continuously if engine is running and speed > 650rpm and diagnostic is not inhibited by another failure. [Fault Detection] Engine speed sensor signal error is detected while the camshaft rotates 2turns. [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Engine speed is calculated based on the camshaft speed signal. Failure cause Crankshaft speed sensor defect. Crankshaft speed sensor not mounted correctly. Crankshaft speed sensor not connected electrically, open circuit or short cir- cuit. Failure repair Check if crankshaft speed sensor mounted correctly. Check wiring harness to open/short circuit. Check crankshaft speed sensor for correct function and replace it if neces- sary. Reference service data 047: Engine speed Reference actuator test None Reference inspection of electrical equipment #263 Inspection of engine speed sensor Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No. 1 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 1. Reference service data 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Open-circuit of the No. 1 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Open load for injector of cylinder 1 is detected. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 1. Reference service data 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0281.djvu===--- 13E-60 651-6: The fuel injector of cylinder 1 has a short circuit between positive and ground. 652-3: The fuel injector of cylinder 3 has a short circuit. 652-5: The fuel injector (cylinder 3) has an electrical fault or an open circuit. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No.1 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 1. Reference service data 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No. 3 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 3. Reference service data 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Open-circuit of the No. 3 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Open load for injector of cylinder 3 is detected. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 3. Reference service data 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0282.djvu===--- 13E 13E-61 652-6: The fuel injector of cylinder 3 has a short circuit between positive and ground. 653-3: The fuel injector of cylinder 4 has a short circuit. 653-5: The fuel injector (cylinder 4) has an electrical fault or an open circuit. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No. 3 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 3. Reference service data 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No. 4 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 4. Reference service data 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Open-circuit of the No. 4 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Open load for injector of cylinder 4 is detected. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 4. Reference service data 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0283.djvu===--- 13E-62 653-6: The fuel injector of cylinder 4 has a short circuit between positive and ground. 654-3: The fuel injector of cylinder 2 has a short circuit. 654-5: The fuel injector (cylinder 2) has an electrical fault or an open circuit. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No. 4 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 4. Reference service data 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No. 2 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 2. Reference service data 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Open-circuit of the No. 2 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Open load for injector of cylinder 2 is detected. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 2. Reference service data 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0284.djvu===--- 13E 13E-63 654-6: The fuel injector of cylinder 2 has a short circuit between positive and ground. 676-3: Component 'Preglow system' has a short circuit to positive. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short-circuit of the No. 2 injector harness is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 20% of the time. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check wiring, replace fuel injector of cylinder 2. Reference service data 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitors only when power stage is active. [Fault Detection] The power stage reports a short-circuit-to-battery error. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage each 100ms. Failure is considered as healed if the power stage does not re- port a short-circuit-to-battery error. System reaction Power stage shut-off --> No pre-glow and post glow possible: possibly bad cold start behaviour or noisy engine mainly in cold condition. Failure cause Short circuit of wiring to external source or inside glow plug (resp. relay if sys- tem has a relay between ECU and glow plug). Failure repair Check of wiring. Check relay if available. Check and replace glow plug. Reference service data 144: System status (Preglow system) 145: Status of component 'Glow plug' 146: Signal of component 'Glow plug' (Feedback) Reference actuator test 000: Cold start Reference inspection of electrical equipment #764 Inspection of glow plug ---===WSE_1506_00003_0285.djvu===--- 13E-64 676-4: Component 'Preglow system' has a short circuit to ground. 676-5: Component 'Preglow system' has an open circuit. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitors only when power stage is NOT active. [Fault Detection] The power stage reports a short-circuit-to-ground error. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Power stage does not report short-circuit-to-ground error. System reaction Power stage shut-off --> No pre-glow and post glow possible: possibly bad cold start behaviour or noisy engine mainly in cold condition. Failure cause Short circuit of wiring to ground or inside glow plug (resp. relay if system has a relay between ECU and glow plug). Failure repair Check of wiring. Check relay if available. Check and replace glow plug. Reference service data 144: System status (Preglow system) 145: Status of component 'Glow plug' 146: Signal of component 'Glow plug' (Feedback) Reference actuator test 000: Cold start Reference inspection of electrical equipment #764 Inspection of glow plug Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitors only when power stage is NOT active. [Fault Detection] The power stage reports an Open Load error. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Power stage does not report Open Load error. System reaction Power stage shut-off --> No pre-glow and post glow possible: possibly bad cold start behaviour or noisy engine mainly in cold condition. Failure cause Broken or disconnected wiring or defective glow plug indicator lamp. Failure repair Check of wiring or replace glow plug indicator lamp. Reference service data 144: System status (Preglow system) 145: Status of component 'Glow plug' 146: Signal of component 'Glow plug' (Feedback) Reference actuator test 000: Cold start Reference inspection of electrical equipment #764 Inspection of glow plug TROUBLESHOOTING ---===WSE_1506_00003_0286.djvu===--- 13E 13E-65 676-12: The function of component 'Preglow system' is not OK. 677-3: The starter relay has a short circuit to positive. Generation condition [Test Condition] Monitors only when power stage is active. [Fault Detection] The power stage detects an over temperature error. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage each 5s. Failure is considered as healed if the power stage does not report a short-cir- cuit-to-battery error. System reaction Power stage shut-off --> No pre-glow and post glow possible: possibly bad cold start behaviour or noisy engine mainly in cold condition. Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem or problem with glow plug (resp. relay if system has a relay between. ECU and glow plug). Failure repair No reaction needed if failure isn't present after short time. Check load and out- put, check wiring, replace ECU. Reference service data 144: System status (Preglow system) 145: Status of component 'Glow plug' 146: Signal of component 'Glow plug' (Feedback) Reference actuator test 000: Cold start Reference inspection of electrical equipment #764 Inspection of glow plug Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Monitoring only when the power stage is inactive. ECU not in after-run, Battery voltage > 9.5V (switch off < 9V ) and Test of re- dundant shut-off paths not active. [Fault Detection] Short-circuit to positive of the starter relay (drive) harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 200ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to external source or defective starter relay. Failure repair Check of wiring or replacement of relay. Reference service data 173: Starter relay 174: Starter relay (Control unit: Pin 91) 175: Starter relay (Control unit: Pin 69) Reference actuator test None Reference inspection of electrical equipment #187 Inspection of starter relay ---===WSE_1506_00003_0287.djvu===--- 13E-66 677-4: The starter relay has a short circuit to ground. 677-5: The starter relay has an open circuit. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Monitoring only when the power stage is inactive. ECU not in after-run, Battery voltage > 9.5V (switch off < 9V ) and Test of re- dundant shut-off paths not active. [Fault Detection] Short-circuit to ground of the starter relay (drive) harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to ground or defective starter relay. Failure repair Check of wiring or replacement of starter relay. Reference service data 173: Starter relay 174: Starter relay (Control unit: Pin 91) 175: Starter relay (Control unit: Pin 69) Reference actuator test None Reference inspection of electrical equipment #187 Inspection of starter relay Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Monitoring only when the power stage is inactive. ECU not in after-run, Battery voltage > 9.5V (switch off < 9V ) and Test of re- dundant shut-off paths not active. [Fault Detection] Open-circuit of the starter relay (drive) harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 90ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Broken or disconnected wiring or defective starter relay. Failure repair Check of wiring or replacement of starter relay. Reference service data 173: Starter relay 174: Starter relay (Control unit: Pin 91) 175: Starter relay (Control unit: Pin 69) Reference actuator test None Reference inspection of electrical equipment #187 Inspection of starter relay TROUBLESHOOTING ---===WSE_1506_00003_0288.djvu===--- 13E 13E-67 723-2: Signal 'Engine speed' from component 'Position sensor 'Cylinder'' is faulty. 723-9: No signal from component 'Position sensor 'Cylinder'' Generation condition [Test Condition] Diagnostics is active if engine is running and no error in the crankshaft speed sensor is present. [Fault Detection] If camshaft signal does not match pattern (edge distance, level) or not all ex- pected camshaft edges detected during an engine revolution. Different monitoring strategies are active during synchronisation phase (en- gine start) and normal engine running. [Defect Debouncing] If the error counter reaches 4. Fault healing If correct pattern is recognized. System reaction Engine phase is determined through test injections which are performed using the camshaft increment signal alone. Failure cause Camshaft speed signal not stable. Electrical intermittent open circuit. Sensor not fixed correctly. Electrical disturbances due to damaged isolation of wiring harness. Electrical disturbances due to special electrical features. Failure repair Check wiring, sensor installation and proper functioning of camshaft phase sensor (evaluate raw signals). Check if sensor fixed correctly (should not be moveable), check wiring har- ness and contacts, check if electrical lines with high electric performance are additionally installed (components not validated by the vehicle manufacturer). Reference service data None Reference actuator test None Reference inspection of electrical equipment #320 Inspection of camshaft timing sensor Generation condition [Test Condition] Diagnostics is active if engine is running and no error in the crankshaft speed sensor is present. [Fault Detection] Short-circuit of the cylinder identification sensor harness is detected. [Defect Debouncing] If the error counter reaches 3. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Engine phase is determined through test injections which are performed using the camshaft increment signal alone. Failure cause Camshaft speed sensor defective. Wiring harness "open circuit". Camshaft sensor not mounted. Failure repair Check if sensor mounted correctly. Check wiring harness. Check sensor functionality and replace it if necessary. Reference service data None Reference actuator test None Reference inspection of electrical equipment #320 Inspection of camshaft timing sensor ---===WSE_1506_00003_0289.djvu===--- 13E-68 723-31: The signal value of component 'Position sensor 'Cylinder'' is implausible. 917-9: CAN timeout fault Generation condition [Test Condition] Continuously when engine speed is detectable and no camshaft failures al- ready detected. [Fault Detection] Input signals from the cylinder identification sensor and the engine speed sen- sor do not match. [Defect Debouncing] If the error counter reaches 4. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Engine phase is determined through test injections which are performed using the camshaft increment signal alone. Failure cause Camshaft sensor position deviates from crankshaft position: Camshaft mal-positioned (e.g. tooth belt: 1 tooth skipped). Camshaft position wheel mal-positioned (if adjustable). Camshaft sensor position mal-positioned (if adjustable). Crankshaft signal mal-positioned (same as camshaft). Failure repair Check correct positions of camshaft signal wheel and crankshaft signal wheel to piston position. Reference service data None Reference actuator test None Reference inspection of electrical equipment #320 Inspection of camshaft timing sensor Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] Timeout of High Resolution Vehicle Distance message. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction The default value for vehicle distance is used. Failure cause Defective CAN controller of Body Computer, under voltage of Body Computer, missing Body Computer, CAN cable connecting the Body Computer is discon- nected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the Body Computer to the network, Check correct functioning of the Body Computer CAN controller and its volt- age supply. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0290.djvu===--- 13E 13E-69 931-3: Component 'Electric fuel pump' has a short circuit to positive. 931-4: Component 'Electric fuel pump' has a short circuit to ground. 931-5: Component 'Electric fuel pump' has an open circuit. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only active while pressure supply pump is activated. [Fault Detection] Short-circuit to positive of the fuel pump harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 290ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to external source or inside presupply pump. Failure repair Check of wiring or replace pre supply pump. Reference service data 075: Status of component 'Relay 'Fuel pump'' Reference actuator test None Reference inspection of electrical equipment #497 Inspection of fuel pump Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only active while pressure supply pump NOT activated, i.e. 30s af- ter starter switch "on" at engine standstill or after engine speed < 50rpm (i.e. after starter switch off or engine stall). [Fault Detection] Short-circuit to ground of the fuel pump harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 270ms. Failure is detected if active for 25% of the time. Fault healing The power stage does not report a "short to ground" error. System reaction Power stage shut off. Failure cause Short circuit of wiring to ground or inside presupply pump. Failure repair Check of wiring or replace pre supply pump. Reference service data 075: Status of component 'Relay 'Fuel pump'' Reference actuator test None Reference inspection of electrical equipment #497 Inspection of fuel pump Generation condition [Test Condition] Monitoring only active while pressure supply pump NOT activated, i.e. 30s af- ter starter switch "on" at engine standstill or after engine speed < 50rpm (i.e. after starter switch off or engine stall). [Fault Detection] Open-circuit of the fuel pump harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 290ms. Failure is detected if active for 25% of the time. Fault healing The power stage does not report an "open load" error. System reaction Power stage shut off. Failure cause Broken or disconnected wiring or defective presupply pump. Failure repair Check of wiring or replace pre supply pump. Reference service data 075: Status of component 'Relay 'Fuel pump'' Reference actuator test None Reference inspection of electrical equipment #497 Inspection of fuel pump ---===WSE_1506_00003_0291.djvu===--- 13E-70 931-12: The function of component 'Electric fuel pump' is not OK. 959-9: CAN timeout fault. Error on transmission of CAN message Generation condition [Test Condition] Monitoring only active while pressure supply pump is activated. [Fault Detection] Overcurrent in the fuel pump is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 270ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem. Failure repair No reaction needed if failure isn't present after short time. Check load and out- put, check wiring, replace ECU. Reference service data 075: Status of component 'Relay 'Fuel pump'' Reference actuator test None Reference inspection of electrical equipment #497 Inspection of fuel pump Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuous. [Fault Detection] CAN communication from the meter cluster (meter time information) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >1000ms. Fault healing If the normal signal is received when the starter switch is in ON position. System reaction Day/time is frozen at the following: Year = 2240 Month = Jan Day=1 Hour=0 Minutes = 00 Seconds = 00 Failure cause Defective CAN controller of tachograph or instrument cluster, CAN cable dis- connected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the tachograph or of the instrument cluster to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0292.djvu===--- 13E 13E-71 979-0: The value measured by component 'PTO resistor' is too high. 979-1: The value measured by component 'PTO resistor' is too low. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The monitoring for the PTO engine speed adjustment resistor is carried out if the PTO is switched on or if the tension of PTO engine speed adjustment re- sistor signal is higher than 4.8V. [Fault Detection] The sensed raw voltage value is greater than 4.8V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing If the raw PTO rational engine speed tension is lower than or equal to 4.8V, then the fault will be healed. System reaction None Failure cause Short circuit to positive of sensor or defective sensor. Failure repair Check wiring and sensor. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The monitoring for the PTO engine speed adjustment resistor is carried out if the PTO is switched on or if the tension of PTO engine speed adjustment re- sistor signal is lower than 200.4mV. [Fault Detection] The sensed raw voltage value is less than 200.4mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing If the raw PTO rational engine speed tension is higher than or equal to 200.4mV, then the fault will be healed. System reaction None Failure cause Short circuit to ground of sensor or defective sensor. Failure repair Check wiring and sensor. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0293.djvu===--- 13E-72 980-9: CAN timeout fault. Error on transmission of CAN message 1074-3: Component 'Engine brake Solenoid valve' has a short circuit to positive. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from SAM (PTO control switch information) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the normal signal is received when the starter switch is in ON position. System reaction PTO switch signal is set to default value zero (0). Failure cause Defective CAN controller of SAM Interface or PTO, CAN cable connecting the interface is disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the SAM and PTO Interface to the network. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. [Fault Detection] Hardware reports a short circuit to battery error on the power stage for the ex- haust flap actuator. [Defect Debouncing] Defect condition exceeded cumulatively > 10s. Failure is detected if active for 50% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage each 150ms. Failure healed if the power stage does not report an short circuit to battery er- ror. System reaction Power stage is shut-off (exhaust flap in open position). Failure cause Short circuit of wiring to external source or defective exhaust flap actuator. Failure repair Check of wiring or replace exhaust flap actuator. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0294.djvu===--- 13E 13E-73 1074-4: The exhaust flap has a short circuit to ground. / Component 'Engine brake Solenoid valve' has a me- chanical defect. 1074-5: Component 'Engine brake Solenoid valve' has an open circuit. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is NOT active. [Fault Detection] Hardware reports a short circuit to ground error on the power stage for the ex- haust flap actuator. [Defect Debouncing] Defect condition fulfilled continuously >40000ms. Fault healing Hardware does not report a short circuit to ground error on the power stage for the exhaust flap actuator. System reaction Power stage is shut-off (exhaust flap actuator in open position). Failure cause Short circuit of wiring to ground or defective exhaust flap actuator. Failure repair First Check wiring, if no short circuit found replace exhaust flap actuator. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is NOT active. [Fault Detection] Hardware reports an open load error on the power stage for the exhaust flap actuator. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Hardware does not report an open load error on power stage for the exhaust flap actuator. System reaction Power stage shut off (exhaust flap actuator in open position). Failure cause Broken or disconnected wiring or defective exhaust flap actuator. Failure repair Check of wiring, replace exhaust flap actuator and check if problem is solved. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None ---===WSE_1506_00003_0295.djvu===--- 13E-74 1074-12: The function of component 'Engine brake Solenoid valve' is not OK. 1076-3: Component 'Pressure limiting valve in rail' has a short circuit to positive./Internal fault Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. [Fault Detection] Hardware reports an over temperature error on the power stage for the ex- haust flap actuator. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 25% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage each 1s. Failure healed if the power stage does not report an over temperature error. System reaction Power stage is shut-off (exhaust flap in open position). Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem. Failure repair Check load and output, check wiring, replace ECU. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring only when the power stage is active. Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Short-circuit to positive of the commonrail pressure control valve harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 280ms. Failure is detected if active for 25% of the time. Fault healing None System reaction Power stage shut off. Failure cause Short circuit of wiring to battery or inside pressure control valve at low side. Failure repair Check of wiring, replace pressure control valve. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0296.djvu===--- 13E 13E-75 1076-4: Component 'Pressure limiting valve in rail' has a short circuit to ground./Internal fault 1076-5: Component 'Pressure limiting valve in rail' has an open circuit. Generation condition [Test Condition] Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Short-circuit to ground of the commonrail pressure control valve harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 220ms. Failure is detected if active for 25% of the time. Fault healing None System reaction Power stage shut off. Failure cause Short circuit of wiring to ground or inside pressure control valve at low side. Failure repair Check of wiring, replace pressure control valve. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Monitoring only when the power stage is NOT active. Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Open-circuit of the commonrail pressure control valve harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 280ms. Failure is detected if active for 50% of the time. Fault healing None System reaction Power stage shut off. Failure cause Broken or disconnected wiring or defective pressure control valve. Failure repair Check of wiring or replace relay or pressure control valve. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None ---===WSE_1506_00003_0297.djvu===--- 13E-76 1076-12: Component 'Pressure limiting valve in rail' has overtemperature. 1076-16: Measurement value (Correction values) of the component 'Pressure limiting valve in rail' is above the specified value. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Monitoring only when the power stage is active. Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Overcurrent in the commonrail pressure control valve is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 280ms. Failure is detected if active for 50% of the time. Fault healing None System reaction Power stage shut off. Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem. Failure repair Check of wiring or Pressure Control Valve. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None Generation condition [Test Condition] Adaptation was active, i.e.: Engine running. Fuel temperature between 4.96°C and 69.96°C. Fuel pressure between 500bar and 1500bar. The ratio desired / measured fuel pressure < 0.02-. The ratio desired / measured current to pressure control valve < 0.02. All the above conditions must be fulfilled for 5- "tasks" to guarantee stable sit- uation. If all conditions fulfilled the desired and measured fuel pressures are averaged over 5- "tasks". The adaptation factor is calculated comparing the averaged desired and mea- sured pressure, which is stored in the EEPROM and used for the current cal- culation for pressure control valve. [Fault Detection] Corrected value of the fuel pressure is above 1.3. [Defect Debouncing] Immediate. Fault healing Corrected value of the fuel pressure is below 1.3. System reaction None Failure cause The actual pressure is higher for a certain current than according specifica- tion. This can be caused by an additional current through the pressure control valve (partial short circuit in wiring) which is not measured in ECU. Fuel pressure control valve not OK. Failure repair Check wiring and pressure control valve. Replace pressure control valve and reset EEPROM learning datas resp. exe- cute first learning with tester. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0298.djvu===--- 13E 13E-77 1076-18: Measurement value (Correction values) of the component 'Pressure limiting valve in rail' is below the specified value. Generation condition [Test Condition] Adaptation was active, i.e.: Engine running. Fuel temperature between 4.96°C and 69.96°C. Fuel pressure between 500bar and 1500bar. The ratio desired / measured fuel pressure < 0.02-. The ratio desired / measured current to pressure control valve < 0.02. All the above conditions must be fulfilled for 5- "tasks" to guarantee stable sit- uation. If all conditions fulfilled the desired and measured fuel pressures are averaged over 5- "tasks". The adaptation factor is calculated comparing the averaged desired and mea- sured pressure, which is stored in the EEPROM and used for the current cal- culation for pressure control valve. [Fault Detection] Corrected value of the fuel pressure is below 0.7. [Defect Debouncing] Immediate. Fault healing Corrected value of the fuel pressure is above 0.7. System reaction None Failure cause The actual pressure is lower for a certain current than according specification. This can be caused by a "current loss" by the wiring (partial short circuit in wir- ing) which does not go through the pressure control valve. Fuel pressure control valve not OK. Failure repair Check wiring and pressure control valve. Replace pressure control valve and reset EEPROM learning datas resp. exe- cute first learning with tester. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None ---===WSE_1506_00003_0299.djvu===--- 13E-78 1127-15: The boost pressure is too low. Generation condition [Test Condition] Continuous monitoring if each of following conditions are fulfilled: The engine is in the working range 3 or 4 of the closed-loop boost-pressure control, i.e. engine speed > 1250rpm and engine load > 18mg/hub. The system is not in cold start condition, i.e. the engine is running longer than starting temperature dependant time if engine speed is between 0rpm and 800rpm (no cold start condition recognized at engine speed > 800rpm). The clutch is not activated longer than 3s at engine load > 2mg/hub. The engine brake is not activated. The closed loop control is not switched off due to detected permanent control deviation, limited VGT actuator functionality or turbocharger hysteresis. The closed loop control is not switched off by another failure. [Fault Detection] Measured boost pressure is lower than the target pressure, and the difference between them exceeds the allowable limit which is obtained from the engine speed and engine load. [Defect Debouncing] Defect condition fulfilled continuously >5000ms. Fault healing None System reaction Engine power is limited depending on the engine speed and load. Failure cause Mechanically blocked boost pressure actuator. Electrical defect in actuator. In case of boost actuator control by pressure or vacuum: No sub pressure at actuator. Foreign matter in the intake duct (deposits etc). Leakage in air system (e.g. tube compressor - Intercooler or intercooler -man- ifold). Boost pressure sensor measures wrong values. EGR tube or EGR cooler clogged partially (reason: exhaust flap closes to reach desired air flow). EGR valve does not open fully (reason: exhaust flap closes to reach desired air flow). Failure repair Check mechanical and electrical functionality of the boost control actuator. If present: Check system of sub pressure. Ensure that the EGR actuators are functioning correctly. Check intake duct to deposits and/or leakages. Check Boost pressure sensor. Check EGR system (tube clogged, correct EGR valve function). Follow steps 1-5 until root cause has been found. (1) If other DTCs about injector, EGR valve or exhaust flap are stored, fix them first. If this DTC reappears then..... (2) Check intake system for leakage. (3) Check EGR valve for leakage. Remove EGR valve and check visually for proper functionality with the actuator test. (4) If all above are positive, then replace turbocharger. (5) If it brings no improvement, then check injectors and replace where neces- sary. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0300.djvu===--- 13E 13E-79 1127-17: Measurement value (Deviation from measurement value) of the component 'Boost pressure' is above the specified value. 1136-0: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] Continuous monitoring if each of following conditions are fulfilled: The engine is in the working range 3 or 4 of the closed-loop boost-pressure control, i.e. engine speed > 1250rpm and engine load > 18mg/hub. The system is not in cold start condition, i.e. the engine is running longer than starting temperature dependant time if engine speed is between 0rpm and 800rpm (no cold start condition recognized at engine speed > 800rpm). The clutch is not activated longer than 3s at engine load > 2mg/hub. The engine brake is not activated. The closed loop control is not switched off due to detected permanent control deviation, limited VGT actuator functionality or turbocharger hysteresis. The closed loop control is not switched off by another failure. [Fault Detection] Measured boost pressure is higher than the target pressure, and the differ- ence between them exceeds the allowable limit which is obtained from the en- gine speed and engine load. [Defect Debouncing] Defect condition fulfilled continuously >5000ms. Fault healing None System reaction Engine power is limited depending on the engine speed and load. Failure cause Mechanically blocked boost pressure actuator. Electrical defect in actuator. Boost pressure sensor measures too high values. Failure repair Check mechanical and electrical functionality of the actuator. If no failure is detected in VGT, check boost pressure sensor. For 2-stage turbocharger: check underpressure in actuator control. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #346 Inspection of boost pressure and temperature sensor #530 Inspection of EGR actuator Generation condition [Test Condition] Continuously if no system reaction set by another failure. [Fault Detection] If ECU temperature inside ECM exceeds threshold of 119.46°C. [Defect Debouncing] Defect condition exceeded immediately. Fault healing If ECU temperature inside ECM is below hysteresis threshold of 114.96°C. System reaction Post injection is deactivated. Failure cause Excessive processor temperature reached, internal ECM problem. Failure repair If failure not sporadic, replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0301.djvu===--- 13E-80 1136-2: There is an internal fault in control unit 'Combustion engine Control unit'. 1136-15: There is an internal fault in control unit 'Combustion engine Control unit'. 1136-16: The internal temperature sensor of the control unit has a malfunction. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Faulty ECU internal temperature sensor (Error message sent from the sensor is detected.). [Defect Debouncing] Defect condition exceeded cumulatively > 50 events. Failure is detected if active for 50% of events. Fault healing When correct message sent from sensor is detected. System reaction The last valid ECU internal temperature sensor value is used for a fraction of second after detection of this error and thereafter the value is replaced by 40.96°C. Failure cause Temperature sensor defective (inside ECM). Failure repair Replace ECM. Reference service data 002: Temperature at component 'Combustion engine Control unit' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if no system reaction set by another failure. [Fault Detection] If temperature sensor inside ECM detects temperature > 114.96°C. [Defect Debouncing] Defect condition exceeded immediately. Fault healing If temperature sensor inside ECM detects temperature < 114.96°C. System reaction The number of injections are limited, specially post injection can be inhibited. Therefore DPF regeneration possibly not working --> failures of too much locked regenerations or too high filter resistance can be caused by this failure. Failure cause Excessive processor temperature reached, internal ECM problem. Failure repair If failure not sporadic, replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Range check is not inhibited by another failure. [Fault Detection] Faulty ECU internal temperature sensor. (Sensor signal above 129.96°C is detected.) [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 25% of the time. Fault healing Sensor signal is below 129.96°C. System reaction The last valid ECU internal temperature sensor value is used for a fraction of second after detection of this error and thereafter the value is replaced by 40.96°C. Failure cause Inaccurate or defective temperature sensor, defect in the wiring. Failure repair Check wiring and the accuracy of the temperature sensor and replace it if nec- essary (Sensor is ECU internal, only ECU replacement possible). Reference service data 002: Temperature at component 'Combustion engine Control unit' Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0302.djvu===--- 13E 13E-81 1136-18: The internal temperature sensor of the control unit has an electrical fault. 1213-2: Component 'Instrument cluster' is defective. Generation condition [Test Condition] Range check is not inhibited by another failure. [Fault Detection] Faulty ECU internal temperature sensor (Sensor signal below -40.04°C is de- tected.). [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 25% of the time. Fault healing Sensor signal is above -40.04°C. System reaction The last valid ECU internal temperature sensor value is used for a fraction of second after detection of this error and thereafter the value is replaced by 40.96°C. Failure cause Inaccurate or defective temperature sensor, defect in the wiring. Failure repair Check wiring and the accuracy of the temperature sensor and replace it if nec- essary (Sensor is ECU internal, only ECU replacement possible). Reference service data 002: Temperature at component 'Combustion engine Control unit' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] MIL lamp error due to faulty meter cluster is detected. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Substitute value zero (0) is applied to the MIL lamp. Failure cause Defective Instrument Cluster. Failure repair Check Instrument Cluster. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0303.djvu===--- 13E-82 1254-31: Information: Torque limitation ( The NOx concentration downstream of the SCR catalytic converter is too high.) 1321-3: The starter relay has a short circuit to positive. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Continuous monitoring. [Fault Detection] The OBD performance limitation is activated, if there is a failure active, which causes high NOx emissions for a certain time. The performance limiter is activated only after the vehicle speed dropped be- low 1.6km/h for at least 100ms within 0.1s or 0.1s (depending on limitation). [Defect Debouncing] Defect condition exceeded cumulatively > 50ms. Failure is detected if active for 50% of the time. Fault healing If the failure which caused the high NOx disappears, the performance limiter is released within 0.1s or 0.1s (depending on limitation) only, after the engine speed was in idle condition (engine speed < 1000rpm resp. not more than 200rpm above idle speed asked by external access (e.g. body computer)). System reaction Reduced power due to OBD performance limiter 1 or 2 active. Failure cause Active power reduction due to the OBD performance limiter because of too high NOx emissions. Failure repair Check which failure activated the performance limitation and perform trouble- shooting on the basis of this defect. Note: The OBD performance limiter can be disabled with service tester at maximum 3 times for 60 min each time, to give the possibility to drive a fully loaded vehicle to the next repair station. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Monitoring only when the power stage is active. ECU not in after-run, battery voltage > 9.5V (switch off < 9V) and test of redun- dant shut-off paths not active). [Fault Detection] Short-circuit to positive of the starter relay (drive) harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 200ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to external source or defective starter relay. Failure repair Check of wiring or replacement of starter relay. Reference service data 173: Starter relay 174: Starter relay (Control unit: Pin 9 175: Starter relay (Control unit: Pin 69) Reference actuator test None Reference inspection of electrical equipment #187 Inspection of starter relay TROUBLESHOOTING ---===WSE_1506_00003_0304.djvu===--- 13E 13E-83 1321-4: The starter relay has a short circuit to ground. 1321-12: Component 'Starter relay' signals overtemperature. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Monitoring only when the power stage is inactive. ECU not in after-run, battery voltage > 9.5V (switch off < 9V ) and test of re- dundant shut-off paths not active. [Fault Detection] Short-circuit to ground of the starter relay (drive) harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 90ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to ground or defective starter relay. Failure repair Check of wiring or replacement of starter relay. Reference service data 173: Starter relay 174: Starter relay (Control unit: Pin 91) 175: Starter relay (Control unit: Pin 69) Reference actuator test None Reference inspection of electrical equipment #187 Inspection of starter relay Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Monitoring only when the power stage is active. ECU not in after-run, battery voltage > 9.5V (switch off < 9V) and test of redun- dant shut-off paths not active. [Fault Detection] Overheat of starter relay is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 210ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem. Failure repair Check battery voltage, wiring, power stage and starter relay. Reference service data 173: Starter relay 174: Starter relay (Control unit: Pin 91) 175: Starter relay (Control unit: Pin 69) Reference actuator test None Reference inspection of electrical equipment #187 Inspection of starter relay ---===WSE_1506_00003_0305.djvu===--- 13E-84 1442-3: Component 'Pressure regulating valve in rail' has a short circuit to positive. 1442-4: Component 'Pressure regulating valve in rail' has a short circuit to ground. 1442-5: Component 'Pressure regulating valve in rail' has an open circuit. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet and while the engine isn't cranking. Monitoring only when the power stage is active. Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Short-circuit to positive of the commonrail pressure control valve harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 220ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to battery or inside MeUn at low side. Failure repair Check of wiring, replace MeUn. Reference service data None Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) Generation condition [Test Condition] Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Short-circuit to ground of the commonrail pressure control valve harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 280ms. Failure is detected if active for 25% of the time. Fault healing None System reaction None Failure cause Short circuit of wiring to ground or inside MeUn at low side. Failure repair Check of wiring, replace MeUn. Reference service data None Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Monitoring only when the power stage is NOT active. Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Open-circuit of the commonrail pressure control valve harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 220ms. Failure is detected if active for 25% of the time. Fault healing Failure is healed if the power stage does not report an open load error. System reaction Power stage is deactivated (which may result in a fuel pressure exceeding the limit due to supply of fuel into the common rail at the maximum rate). Failure cause Broken or disconnected wiring, defective MeUn. Failure repair Check of wiring or MeUn. Reference service data None Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) TROUBLESHOOTING ---===WSE_1506_00003_0306.djvu===--- 13E 13E-85 1442-12: The function of component 'Pressure regulating valve in rail' is not OK. 1485-7: The function of component 'Relay 'Supply voltage of control module'' is not OK. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Monitoring only when the power stage is active. Battery voltage > 9.5V (switch off < 9V). [Fault Detection] Overcurrent in the commonrail pressure control valve is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 220ms. Failure is detected if active for 25% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage is deactivated (which may result in a fuel pressure exceeding the limit due to supply of fuel into the common rail at the maximum rate). Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem. Failure repair Check of wiring or MeUn. Reference service data None Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) Generation condition [Test Condition] Once per driving cycle after the After-run. [Fault Detection] Main relay is not turned off even ECU commands to turn it off. [Defect Debouncing] Immediate. Fault healing Proper opening of main relay in the coming driving cycles (without any abnor- mal delay after the request from System Control module). System reaction None Failure cause Main relay has a short circuit or is mechanically stuck in closed position. Failure repair Check wiring or replace main relay. Reference service data 169: Status of component 'Relay 'Supply voltage of control module'' Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0307.djvu===--- 13E-86 1485-31: The function of component 'Relay 'Supply voltage of control module'' is not OK. 1623-19: The CAN message from component 'Instrument panel' is faulty. Generation condition [Test Condition] Once at ECU initialisation. [Fault Detection] Main relay turns off before ECU commands to turn it off. [Defect Debouncing] After 3 consecutive starts. Fault healing If the signal returns to normal when the starter switch is set from OFF to ON position. System reaction Internal memory does not store any new fault. FUSO Diagnostic tester does not show any new fault as well. Failure cause The Main Relay is switched off directly by starter switch instead of the request of ECU: In case vehicle equipped with "main electrical switch": engine stopped by "main switch" instead of starter switch OR Main switch disconnected before afterrun finished. Due to wrong wiring to the Main Relay (direct contact to the battery missing or wiring ECU to Main relay). Due to internal defect of ECU. Failure repair In case of vehicle equipped with "main electrical switch": inform driver of cor- rect engine shut off by starter switch. In case of vehicle equipped with electronic "main electrical switch": check electronic of main switch for correct working (if opens after afterrun finished). Check wiring harness between main Relay and battery. Check wiring harness between ECU and Main Relay. Check ECU. Reference service data 169: Status of component 'Relay 'Supply voltage of control module'' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication (vehicle speed information) from DUONIC ECU is faulty. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Sensor connected via CAN announces not valid signal. Failure repair Check sensor. Reference service data 052: Vehicle speed Reference actuator test None Reference inspection of electrical equipment #265 Inspection of vehicle speed sensor TROUBLESHOOTING ---===WSE_1506_00003_0308.djvu===--- 13E 13E-87 1624-19: The CAN message from component 'Vehicle speed Sensors' is faulty. 1624-31: The CAN message from component 'Vehicle speed Sensors' is faulty. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9 V and 2 s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication (vehicle speed information) from DUONIC ECU is faulty. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Zero (0) is used as a substitute value for the vehicle speed. Failure cause Defective or incorrect functioning of vehicle speed measuring device. Failure repair Check speed measuring device for proper functioning. Reference service data 052: Vehicle speed Reference actuator test None Reference inspection of electrical equipment #265 Inspection of vehicle speed sensor Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Signal source is CAN. [Fault Detection] CAN communication (wheel speed sensor information) from the hydraulic unit (ECU) is faulty. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Valid wheel speed signal received. System reaction None Failure cause Wheel speed sensor defective. Failure repair Check wheel speed sensor. Reference service data 052: Vehicle speed Reference actuator test None Reference inspection of electrical equipment #265 Inspection of vehicle speed sensor ---===WSE_1506_00003_0309.djvu===--- 13E-88 1633-9: CAN timeout fault. Error on transmission of CAN message 1636-0: The signal voltage of component 'Air mass flow rate / Intake air temperature sensor' is too high. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] Timeout of CAN message is detected. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the CAN message is received correct, after the debouncing time the failure is healed. System reaction Cruise control is inhibited. Failure cause Defective CAN controller of AMT, CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the AMT to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data 155: Neutral position 156: Actual gear Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 10V and as long as the battery voltage is over 10V and 2s after this threshold has been exceeded. The signal range checks are only carried out if ADC has not reported a mod- ule error. Continuously. [Fault Detection] Voltage from the air flow and intake air temperature sensor (intake air temper- ature sensor section) is above 4.93V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing The sensor signal is equal to or below 4.93V. System reaction 29.96°C is used as a substitute value for the intake air temperature. Failure cause Short circuit of sensor to external source or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor TROUBLESHOOTING ---===WSE_1506_00003_0310.djvu===--- 13E 13E-89 1636-1: The signal voltage of component 'Air mass flow rate / Intake air temperature sensor' is too low. 1675-2: The electrical line to component 'Battery voltage (Ignition lock ON Voltages)' or component 'Battery voltage (Ignition lock ON Voltages)' is defective. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 10V and as long as the battery voltage is over 10V and 2s after this threshold has been exceeded. The signal range checks are only carried out if ADC has not reported a mod- ule error. Continuously. [Fault Detection] Voltage from the air flow and intake air temperature sensor (intake air temper- ature sensor section) is below 295.4mV. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing The sensor signal is equal to or above 295.4mV. System reaction 29.96°C is used as a substitute value for the intake air temperature. Failure cause Short circuit of sensor to ground or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Input of starter drive signal continues for 30 seconds. [Defect Debouncing] Defect condition exceeded cumulatively > 30s. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Too long cranking request, short circuit in ignition key module or in wiring. Failure repair Check ignition key module and wiring. Reference service data 172: Status of component 'Ignition Main circuit' 173: Starter relay 174: Starter relay (Control unit: Pin 91) 175: Starter relay (Control unit: Pin 69) Reference actuator test None Reference inspection of electrical equipment #187 Inspection of starter relay ---===WSE_1506_00003_0311.djvu===--- 13E-90 2623-3: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too high. 2623-4: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too low.. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Continuously. [Fault Detection] Signal from the accelerator pedal position sensor (sensor 2) is above 4.8V. [Defect Debouncing] Defect condition exceeded cumulatively > 200ms. Failure is detected if active for 50% of the time. Fault healing Signal from the accelerator pedal position sensor (sensor 2) is below 4.8V. System reaction Normal control is continued. Failure cause Short circuit of wiring to external source or inside accelerator pedal. Failure repair Check wiring and accelerator pedal. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Continuously. [Fault Detection] Signal from the accelerator pedal position sensor (sensor 2) is below 200mV. [Defect Debouncing] Defect condition exceeded cumulatively > 200ms. Failure is detected if active for 50% of the time. Fault healing Signal from the accelerator pedal position sensor (sensor 2) is above 200mV. System reaction Normal control is continued. Failure cause Short circuit to ground in wiring or in accelerator pedal. Failure repair Check wiring or replace accelerator pedal. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor TROUBLESHOOTING ---===WSE_1506_00003_0312.djvu===--- 13E 13E-91 2791-0: The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too high. 2791-1: The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too low. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring not inhibited by another failure. Continuously. [Fault Detection] Voltage from the EGR position sensor (built in EGR actuator) is above 4.8V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Voltage from the EGR position sensor is equal to or below 4.8V. System reaction The last valid EGR position sensor value is used for a fraction of second after detection of this error and thereafter the value is replaced by a default value. Failure cause Short circuit of wiring to external source or defective EGR valve position sen- sor. Failure repair Check of wiring or replace EGR valve position sensor. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring not inhibited by another failure. Continuously. [Fault Detection] Voltage from the EGR position sensor (built in EGR actuator) is below 200mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Voltage from the EGR position sensor is equal to or above 200mV. System reaction The last valid EGR position sensor value is used for a fraction of second after detection of this error and thereafter the value is replaced by a default value. Failure cause Short circuit of wiring to ground or defective EGR valve position sensor. Failure repair Check of wiring or replace EGR valve position sensor. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator ---===WSE_1506_00003_0313.djvu===--- 13E-92 2791-3: Component 'Exhaust gas recirculation valve' has a short circuit to positive. 2791-4: Component 'Exhaust gas recirculation valve' has a short circuit to ground. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. [Fault Detection] Short-circuit to positive of the EGR actuator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 300ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to external source. Failure repair Check of wiring. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. [Fault Detection] Short-circuit to ground of the EGR actuator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 300ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to ground. Failure repair Check of wiring. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0314.djvu===--- 13E 13E-93 2791-5: Component 'Exhaust gas recirculation valve' has an open circuit. 2791-7: Component 'Exhaust gas recirculation valve' has a mechanical fault. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring is carried out only once a driving cycle, in following conditions: During After-run. During normal operation: only if Jammed valve error active. Testing is carried out for 610ms (system start or during engine running) or 1000ms (in after-run). During Testing the power stage is switched off. [Fault Detection] Open-circuit of the EGR actuator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 200ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Electrical problem of the EGR valve actuator: broken wiring harness, no con- tact of connector, internal broken line in actuator. Failure repair Check wiring harness on open circuit. Check EGR valve actuator on open circuit. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] After a governor deviation is detected. [Fault Detection] EGR actuator seized in closed state. [Defect Debouncing] 300ms after last release trial. Fault healing None System reaction EGR actuater is deactivated. Failure cause EGR valve can not be opened as desired within expected time. EGR valve blocked mechanically. EGR valve sticks. EGR valve position sensor mismatched. Failure repair Check functionality of EGR valve and the corresponding position. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator ---===WSE_1506_00003_0315.djvu===--- 13E-94 2791-12: Component 'Exhaust gas recirculation valve' has overtemperature. 2791-16: The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too high. Generation condition [Test Condition] Monitoring only when the power stage is active. If open load monitoring not active. If the plausible test for short circuit overload not active. [Fault Detection] Overcurrent in the EGR actuator is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem. Failure repair No reaction needed if failure isn't present again after short time, check load and output, check wiring, replace ECU. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Every time the actuator is at fully open or fully closed position. [Fault Detection] Output voltage of the EGR position sensor (built in EGR actuator) is above the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Position is in the specified range. System reaction None Failure cause EGR valve position sensor gives higher values than maximum due to electri- cal problems ("short circuit") or position sensor mismatch. Failure repair Check wiring harness. Check EGR valve position sensor electrically. Check correct position in closed (0%) and fully opened (100%) position. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0316.djvu===--- 13E 13E-95 2791-18: The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too low. 2791-31: The power consumption of component 'Exhaust gas recirculation valve' is too high. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Every time the actuator is at fully open or fully closed position. [Fault Detection] Output voltage the EGR position sensor (built in EGR actuator) is below the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Position is in the specified range. System reaction None Failure cause EGR valve position sensor gives lower values than minimum due to electrical problems ("short circuit") or position sensor mismatch. Failure repair Check wiring harness. Check EGR valve position sensor electrically. Check correct position in closed (0%) and fully opened (100%) position. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Operating current of EGR actuator is above 1.76 A for 20 seconds continu- ously. [Defect Debouncing] Defect condition exceeded cumulatively > 120 s. Failure is detected if active for 50% of the time. Fault healing If actuator current is below its limit value of 1.76A for longer than debounce time. System reaction None Failure cause EGR valve actuation current is higher than allowed to reach the desired posi- tion: possibly electrical problem inside EGR valve actuator or wiring harness ("short" circuit) or mechanical sticking of valve. Failure repair Check EGR valve electric circuit. Check mechanical EGR valve functionality. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator ---===WSE_1506_00003_0317.djvu===--- 13E-96 2795-15: The value measured by component 'Position sensor 'Turbocharger'' is too high. 2795-16: The signal from component 'Position sensor 'Turbocharger'' is faulty. Generation condition [Test Condition] Monitoring not disabled by another failure. VGT actuator not detected as jammed. Engine speed > 1000rpm. Sensor adaptation not active (which happens only at after-run). [Fault Detection] Positive deviation between required and measured VGT actuator position > 10% at 1000hPa (i.e. too high boost pressure). [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 50% of the time. Fault healing None System reaction Possibly too high boost pressure, as actuator position is in position for higher boost pressure than required. Additional Release function becomes active: the actuator CLOSES (boost pressure should drop down) with the slope 0.001/s from 0% to 100% addition- ally to the output of the VGT controller. If the control deviation remains active for 5.46min, the failure "Jammed Valve" will get active. Failure cause Desired VGT actuator position cannot be reached (valve is not opened enough). VGT actuator blocked mechanically. VGT actuator sticks. VGT actuator position sensor mismatched. Failure repair Check functionality of VGT actuator and the corresponding position.v Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. During after-run the valve is opened and closed 2 times if: Offset learning is not disabled by another failure. Battery Voltage between 11V and 18V. Engine temperature between 69.96° C and 94.96° C. Actual learning values plausible, i.e. Max closed position values within 0.5%. and max open position values within 3%. [Fault Detection] VGT actuator can not reach to the desired position. [Defect Debouncing] Immediate. Fault healing None System reaction VGT actuator open-loop control (Engine ECU would not receive the actual VGT actuator position signal) Failure cause Failure of harness between VGT position sensor and engine ECU. Faulty VGT position sensor. Mechanical failure of VGT actuator. Faulty engine ECU. Failure repair Check functionality of VGT actuator and the corresponding position. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0318.djvu===--- 13E 13E-97 2795-17: The value measured by component 'Position sensor 'Turbocharger'' is too low. 2795-20: The signal from component 'Position sensor 'Turbocharger'' is faulty. Generation condition [Test Condition] Monitoring not disabled by another failure. VGT actuator not detected as jammed. Engine speed > 1000rpm. Sensor Adaptation not active (which happens only at after-run). [Fault Detection] Negative deviation between required and measured VGT actuator position < - 10% at 1000hPa (i.e. too low boost pressure). [Defect Debouncing] Defect condition exceeded cumulatively > 4s. Failure is detected if active for 50% of the time. Fault healing None System reaction Possibly too low boost pressure, as actuator position is in position for lower boost pressure than required. Additional Release function becomes active: the actuator OPENS (boost pres- sure should rise) with the slope 0.001/s from 100% to 0% additionally to the output of the VGT controller. If the control deviation remains active for 5.46min, the failure "Jammed Valve" will get active. Failure cause Desired VGT actuator position cannot be reached (valve is too much opened). VGT actuator blocked mechanically. VGT actuator sticks. VGT actuator position sensor mismatched. Failure repair Check functionality of VGT actuator and the corresponding position. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. During after-run the valve is opened and closed 2 times if: Offset learning is not disabled by another failure. Battery Voltage between 11V and 18V. Engine temperature between 69.96° C and 94.96° C. Actual learning values plausible, i.e. Max closed position values within 0.5%. and max open position values within 3%. [Fault Detection] The learning value of VGT actuator exceeds the specified valve. [Defect Debouncing] Immediate. Fault healing None System reaction VGT actuator open-loop control (engine ECU would not receive the actual VGT actuator position signal). Failure cause Failure of harness between VGT position sensor and engine ECU. Failure of VGT position sensor. Mechanical failure of VGT actuator. Seizure of VGT actuator. Failure of engine ECU. Failure repair Check functionality of VGT actuator: Fully opened position reachable? Fully closed position reachable? Position signal valid in both conditions? Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0319.djvu===--- 13E-98 2795-31: A position deviation was detected at component 'Turbocharger'. 2797-2: The control unit 'DC/DC converter' has a malfunction. (Injector bank 1) Generation condition [Test Condition] battery voltage is over 9V and 2s after this threshold has been exceeded. During after-run the valve is opened and closed 2 times if: Offset learning is not disabled by another failure. Battery voltage between 11V and 18V. Engine temperature between 69.96°C and 94.96°C. [Fault Detection] During actuator closing from 0% to 100% within 100%/s: If the minimal posi- tion 60% is not reached within 2.5s. During actuator opening from 100% to 0% within 100%/s: If the minimal posi- tion 40% is not reached within 2.5s. [Defect Debouncing] During closing: 2.5s. During opening: 2.5s. Fault healing No healing in present driving cycle. System reaction None Failure cause Desired position cannot be reached. VGT actuator blocked mechanically. VGT actuator sticks. VGT actuator position sensor mismatched. Failure repair Check functionality of VGT actuator and the corresponding position. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously. [Fault Detection] Engine ECU power supply for injector system is faulty. [Defect Debouncing] Immediate. Fault healing None System reaction No.1 and 4 cylinders are deactivated. Failure cause Buffer capacitor cannot be charged, problem can be located in the capacitor or the power stage itself. Failure repair Check presence of other failures connected to injector supply (short circuit). Check capacitor. Replace ECM if power stage is responsible. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0320.djvu===--- 13E 13E-99 2797-3: The injector bank 1 has a short circuit. 2797-6: The injector bank 1 has a short circuit. 2797-12: The control unit 'DC/DC converter' has a malfunction. (Injector bank 1) Generation condition [Test Condition] When system is switched on, after the buffer capacitor is loaded. [Fault Detection] Short circuit of the power supply harness for No.1 and 4 cylinders is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events Failure is detected if active for 50% of events Fault healing None System reaction None Failure cause Short circuit in wiring or injector connected to No. 1 and 4 cylinders. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check the wiring and injectors connected to No. 1 and 4 cylinders. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously. [Fault Detection] Short circuit of the power supply harness for No.1 and 4 cylinders is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events. Failure is detected if active for 20% of events. Fault healing None System reaction None Failure cause Short circuit in wiring or injector connected to No. 1 and 4 cylinders. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check the wiring and injectors connected to No. 1 and 4 cylinders. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Each time that an attempt is made to switch off a DC/DC converter. [Fault Detection] Engine ECU power supply for injector system is faulty. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 25% of events. Fault healing None System reaction None Failure cause DC/DC converter cannot be shut off. Failure repair Check presence of other failures connected to injector supply (short circuit), check capacitor, replace ECM if power stage is responsible. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0321.djvu===--- 13E-100 2797-31: There is an internal fault in control unit 'Combustion engine Control unit'. 2798-2: The control unit 'DC/DC converter' has a malfunction. (Injector bank 2) 2798-3: The injector bank 2 has a short circuit. Generation condition [Test Condition] Continuously. [Fault Detection] Chip error in the ECU power stage component. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 50% of events. Fault healing No healing possible (disabled by Data set). System reaction None Failure cause Defective ECM. Failure repair Replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine ECU power supply for injector system is faulty. [Defect Debouncing] Immediate. Fault healing None System reaction No.2 and 3 injectors are deactivated. Failure cause Buffer capacitor cannot be charged, problem can be located in the capacitor or the power stage itself. Failure repair Check presence of other failures connected to injector supply (short circuit). Check capacitor. Replace ECM if power stage is responsible. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] When system is switched on, after the buffer capacitor is loaded. [Fault Detection] Short circuit of the power supply harness for No.2 and 3 cylinders is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events. Failure is detected if active for 50% of events. Fault healing None System reaction None Failure cause Short circuit in wiring or injector connected to No. 2 and 3. (See "5. Inspec- tions to be Made at Injector Error Occurrence") Failure repair Check the wiring and injectors connected to No. 2 and 3. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0322.djvu===--- 13E 13E-101 2798-6: The injector bank 2 has a short circuit. 2798-12: The control unit 'DC/DC converter' has a malfunction. (Injector bank 2) 2900-9: CAN timeout fault. Error on transmission of CAN message Generation condition [Test Condition] Continuously. [Fault Detection] Short circuit of the power supply harness for No.2 and 3 cylinders is detected 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events. Failure is detected if active for 20% of events. Fault healing None System reaction None Failure cause Short circuit in wiring or injector connected to No. 2 and 3 cylinders. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Check the wiring and injectors. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Each time that an attempt is made to switch off a DC/DC converter. [Fault Detection] Engine ECU power supply for injector system is faulty. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 25% of events. Fault healing None System reaction None Failure cause DC/DC converter cannot be shut off. Failure repair Check presence of other failures connected to injector supply (short circuit). Check capacitor. Replace ECM if power stage is responsible. Reference service data None Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing When the frame is received, the time out error is cleared. System reaction DUONIC ECU data is used as a default value. Failure cause Defective CAN controller of Transmission Control Unit , under voltage of ETC, missing ETC, CAN cable connecting the ETC is disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the ETC to the network. Check correct functioning of the ETC CAN controller and its voltage supply. Check wiring. Reference service data 155: Neutral position 156: Actual gear Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0323.djvu===--- 13E-102 3058-0: The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the sig- nal of component 'Air mass flow rate / Intake air temperature sensor'. 3058-1: The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the sig- nal of component 'Air mass flow rate / Intake air temperature sensor'. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. EGR is in closed control loop and no other system error is present. EGR quantity < 100%. No DPF regeneration is active. [Fault Detection] During driving, the air flow value becomes out of the specified value for 8 sec- onds continuously. [Defect Debouncing] Defect condition fulfilled continuously >5000ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction EGR system is deactivated and a default value is used. Failure cause Defective air mass flow sensor, leakage in the air duct, electrical or mechani- cal defect in EGR actuators or defect in wiring of EGR actuators. Failure repair Check air mass flow sensor, air duct, EGR actuators and their wiring. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. EGR is in closed control loop and no other system error is present. EGR quantity > 5%. No DPF regeneration is active. [Fault Detection] During driving, the air flow value becomes out of the specified value for 8 sec- onds continuously. [Defect Debouncing] Defect condition fulfilled continuously > 6000ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction EGR system is deactivated and a default value is used. Failure cause Defective air mass flow sensor, obstruction or leackage in air duct, electrical or mechanical defect in EGR actuators or defect in wiring of EGR actuators. Failure repair Check air mass flow sensor, air duct, EGR actuators and their wiring. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0324.djvu===--- 13E 13E-103 3058-16: The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the sig- nal of component 'Air mass flow rate / Intake air temperature sensor'. 3058-18: The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the sig- nal of component 'Air mass flow rate / Intake air temperature sensor'. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. The check is carried out every 20ms if the EGR closed control loop is switched on and no other system error is present. DPF regeneration is active. [Fault Detection] During DPF regenerating, the air flow value becomes out of the specified val- ue for 5 seconds continuously. [Defect Debouncing] Defect condition fulfilled continuously >5000ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction EGR system is deactivated and a default value is used. Failure cause Defective air mass flow sensor, leakage in the air duct, electrical or mechani- cal defect in EGR actuators or defect in wiring of EGR actuators. Failure repair Check air mass flow sensor, air duct, EGR actuators and their wiring. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. The check is carried out every 20ms if the EGR closed control loop is switched on and no other system error is present. DPF regeneration is active. [Fault Detection] During DPF regenerating, the air flow value becomes out of the specified val- ue for 5 seconds continuously. [Defect Debouncing] Defect condition fulfilled continuously > 7000ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction EGR system is deactivated and a default value is used. Failure cause Defective air mass flow sensor, obstruction or leakage in air duct, electrical or mechanical defect in EGR actuators or defect in wiring of EGR actuators. Failure repair Check air mass flow sensor, air duct, EGR actuators and their wiring. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator ---===WSE_1506_00003_0325.djvu===--- 13E-104 3058-31: The signal from component 'Exhaust gas recirculation valve' is faulty. 3217-0: The electrical line to component 'Lambda control tester' or component 'Lambda control tester' is defective. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. During transition from regeneration to normal mode. [Fault Detection] Faulty EGR actuator output signal. [Defect Debouncing] Immediate. Fault healing None System reaction None Failure cause Faulty harness between EGR actuator and engine ECU. Faulty EGR actuator. Mechanical failure of EGR valve. Failure repair Check for errors of the EGR actuators (correct installation, wiring, electrical connectors, jammed actuator). Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Continuously when following conditions fulfilled: The calibration is active. No Error of LSU. [Fault Detection] O2 signal from the lambda sensor above 200mV has detected for 11 times. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 50% of events. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Healing condition fulfilled cumulatively > 10 events. Failure healed if not active for 50% of events. Failure cause Defect in wiring of lambda sensor, inaccurate or defective lambda sensor, problems with EGR actuators or injection system. Failure repair Check wiring and accuracy of lambda sensor. Check functioning of injection system and EGR actuators. If necessary, replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired. 1) Clear memory with tester. 2) If performance limiter is active, disable it with tester. 3) Drive the vehicle 20 min in engine speed range >1600rpm with constant periods of 5 sec and more than 5 motoring phases > 10 sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor TROUBLESHOOTING ---===WSE_1506_00003_0326.djvu===--- 13E 13E-105 3217-1: The electrical line to component 'Lambda control tester' or component 'Lambda control tester' is defective. Generation condition [Test Condition] Continuously when following conditions fulfilled: The calibration is active. No Error of LSU. [Fault Detection] O2 signal from the lambda sensor below -200mV has detected for 11 times. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 50% of events. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Healing condition fulfilled cumulatively > 10 events. Failure healed if not active for 50% of events. Failure cause Defect in wiring of lambda sensor, inaccurate or defective lambda sensor, problems with EGR actuators or injection system. Failure repair Check wiring and accuracy of lambda sensor. Check functioning of injection system and EGR actuators. If necessary, replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired. 1) Clear memory with tester. 2) If performance limiter is active, disable it with tester. 3) Drive the vehicle 20 min in engine speed range >1600rpm with constant periods of 5 sec and more than 5 motoring phases > 10 sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor ---===WSE_1506_00003_0327.djvu===--- 13E-106 3217-16: The signal voltage of component 'Lambda control tester' is too high. Generation condition [Test Condition] Continuously if all following conditions fulfilled: LSU not in calibration mode. LSU not in a failure mode. Exhaust gas pressure < 1.6bar. Monitoring not inhibit by another failure. [Fault Detection] O2 signal from the lambda sensor is equal to or above 3.2V. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing O2 signal from the lambda sensor is below 3.2V. System reaction Healing condition fulfilled cumulatively > 2s. Failure healed if not active for 50% of the time. Failure cause Defect in wiring, excessive drifting in O2concentration during overrun, defec- tive lambda sensor, short circuit to external source. Failure repair Check lambda sensor and its entire wiring. If necessary, replace lambda sen- sor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired. 1) Clear memory with tester. 2) If performance limiter is active, disable it with tester. 3) Drive the vehicle 20 min in engine speed range >1600rpm with constant periods of 5 sec and more than 5 motoring phases > 10 sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor TROUBLESHOOTING ---===WSE_1506_00003_0328.djvu===--- 13E 13E-107 3221-0: Signal 'Oxygen concentration' of component 'Lambda control tester' is implausible. Generation condition [Test Condition] Lambda sensor working in normal condition (no learning or calibration mode active) and O2signal valid. Monitoring not inhibited by another failure. Fuel level > 0.00l. Battery Voltage > 10.7V. Engine in normal operation. Engine in steady state, i.e. the variation of calculated O2concentration (by air flow and fuel injection) < 0.01- during 1.5s. Engine in overrun condition (engine speed between 1000rpm and 4000rpm and engine load between -10mg/hub and 0.2mg/hub and air flow between 50mg/hub and 1500mg/hub). Air mass passed through engine while all conditions above are fulfilled >=150g. [Fault Detection] The condition that O2 concentration measured and corrected by temperature and pressure is higher than the specified value is detected for 101 times. [Defect Debouncing] Defect condition exceeded cumulatively > 1000 events. Failure is detected if active for 50% of events. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Leakage or blockage in exhaust gas system, defect in wiring of lambda sen- sor, inaccurate lambda or air flow sensor, problems in injection system (e.g. blockage in injectors). Failure repair Check exhaust gas system. Check wiring of lambda sensor. Check accuracy of lambda and air flow sensor. Reset all learning factors of LSU in EEPROM and recheck the accuracy of LSU. Check injection system. If necessary re- place lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired. 1) Clear memory with tester. 2) If performance limiter is active, disable it with tester. 3) Drive the vehicle 20 min in engine speed range >1600rpm with constant periods of 5 sec and more than 5 motoring phases > 10 sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready" 5) If not, repeat the procedure. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 057: Lambda value 063: Required fuel quantity for post injection 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) 066: Current injection quantity 070: Correction value of fuel quantity (Cylinder 1) 071: Correction value of fuel quantity (Cylinder 3) 072: Correction value of fuel quantity (Cylinder 4) 073: Correction value of fuel quantity (Cylinder 2) 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 003: Injection valve Reference inspection of electrical equipment #263 Inspection of engine speed sensor #306 Air flow and intake air temperature sensor #582 Inspection of injector ---===WSE_1506_00003_0329.djvu===--- 13E-108 3221-1: Signal 'Oxygen concentration' of component 'Lambda control tester' is implausible. Generation condition [Test Condition] Lambda sensor working in normal condition (no learning or calibration mode active) and O2 signal valid. Monitoring not inhibited by another failure. Fuel level > 0.00l. Battery Voltage > 10.7V. Engine in normal operation. Engine in steady state, i.e. the variation of calculated O2 concentration (by air flow and fuel injection) < 0.01- during 1.5s. Engine in overrun condition (engine speed between 1000rpm and 4000rpm and engine load between -10mg/hub and 0.2mg/hub and Air flow between 50mg/hub and 1500mg/hub). Air mass passed through engine while all conditions above are fulfilled >= 150g. [Fault Detection] The condition that O2 concentration measured and corrected by temperature and pressure is lower than the specified value is detected for 101 times. [Defect Debouncing] Defect condition exceeded cumulatively > 1000 events. Failure is detected if active for 50% of events. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Leakage or blockage in exhaust gas system, defect in wiring of lambda sen- sor, inaccurate lambda or air flow sensor, problems in injection system (e.g. leaky injectors). Failure repair Check exhaust gas system. Check wiring of lambda sensor. Check accuracy of lambda and air flow sensor. Reset all learning factors of LSU in EEPROM and recheck the accuracy of LSU. Check injection system. If necessary, re- place lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired. 1) Clear memory with tester. 2) If performance limiter is active, disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 057: Lambda value 063: Required fuel quantity for post injection 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) 066: Current injection quantity 070: Correction value of fuel quantity (Cylinder 1) 071: Correction value of fuel quantity (Cylinder 3) 072: Correction value of fuel quantity (Cylinder 4) 073: Correction value of fuel quantity (Cylinder 2) 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 003: Injection valve Reference inspection of electrical equipment #263 Inspection of engine speed sensor #306 Air flow and intake air temperature sensor #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0330.djvu===--- 13E 13E-109 3241-0: Component 'Temperature sensor Exhaust system' has a short circuit or is defective. 3241-1: Component 'Temperature sensor Exhaust system' has a short circuit to ground. / Component 'Tem- perature sensor Exhaust system' is defective. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. The signal range checks are only carried out if ADC has not reported a mod- ule error and sensor supply is intact. [Fault Detection] Voltage from the exhaust temperature sensor 1 is above 4V. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Voltage from the exhaust temperature sensor 1 is below 4V. System reaction The last valid value before detection of this error is first used as the value of exhaust temperature sensor 1 and then the value is replaced by 79.96°C. Failure cause Short circuit of sensor to external source or defective sensor. Failure repair Check wiring and sensor. Reference service data 005: Temperature in component 'Diesel oxidation catalytic converter' 007: Exhaust temperature upstream of diesel oxidation catalytic converter Reference actuator test None Reference inspection of electrical equipment #336 Inspection of exhaust gas temperature sensor 1 Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. The signal range checks are only carried out if ADC has not reported a mod- ule error and sensor supply is intact. [Fault Detection] Voltage from the exhaust temperature sensor 1 is below 500mV. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Voltage from the exhaust temperature sensor 1 is above 500mV. System reaction The last valid value before detection of this error is first used as the value of exhaust temperature sensor 1 and then the value is replaced by 79.96°C. Failure cause Short circuit of sensor to ground or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 005: Temperature in component 'Diesel oxidation catalytic converter' 007: Exhaust temperature upstream of diesel oxidation catalytic converter Reference actuator test None Reference inspection of electrical equipment #336 Inspection of exhaust gas temperature sensor 1 ---===WSE_1506_00003_0331.djvu===--- 13E-110 3244-0: Component 'Temperature sensor 'Exhaust system'' has a short circuit or is defective. 3244-1: Component 'Temperature sensor 'Exhaust system'' has a short circuit to ground. / Component 'Tem- perature sensor 'Exhaust system'' is defective. Generation condition [Test Condition] The signal range checks are only carried out if ADC has not reported a mod- ule error and sensor supply is intact. [Fault Detection] Voltage from the exhaust temperature sensor 2 is above 4V. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Voltage from the exhaust temperature sensor 2 is below 4V. System reaction The value of exhaust temperature sensor 2 is frozen at the last valid value be- fore detection of this error. Failure cause Short circuit of sensor to external source or defective sensor. Failure repair Check wiring and sensor. Reference service data 006: Temperature in component 'DPF' 008: Exhaust temperature upstream of diesel particulate filter Reference actuator test None Reference inspection of electrical equipment #336 Inspection of exhaust gas temperature sensor 2 Generation condition [Test Condition] The signal range checks are only carried out if ADC has not reported a mod- ule error and sensor supply is intact. [Fault Detection] Voltage from the exhaust temperature sensor 2 is below 500mV. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing Voltage from the exhaust temperature sensor 2 is above 500mV. System reaction The value of exhaust temperature sensor 2 is frozen at the last valid value be- fore detection of this error. Failure cause Short circuit of sensor to ground or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 006: Temperature in component 'DPF' 008: Exhaust temperature upstream of diesel particulate filter Reference actuator test None Reference inspection of electrical equipment #336 Inspection of exhaust gas temperature sensor 2 TROUBLESHOOTING ---===WSE_1506_00003_0332.djvu===--- 13E 13E-111 3244-2: The signal value of component 'Temperature sensor 'Exhaust system' 2' is implausible. Generation condition [Test Condition] 6.67min has elapsed since the change of engine to normal running state. 6.67min has elapsed since the plausibility check inhibition due to DPF regen- eration state. The examination takes place continuously. [Fault Detection] Exhaust temperature signal exceeds the specified value for 15 seconds con- tinuously. [Defect Debouncing] Defect condition exceeded cumulatively > 15s. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause An abnormal heating of the exhaust system has occurred or DPF upstream temperature sensor is inaccurate. Failure repair If the real exhaust temperature really differs from the calculated one due to a failure in the engine like: Wrong injection pressure. Wrong injection begin. Wrong EGR rate. The engine system should be checked as follows: Check presence of other failures if this is a follow-up failure If injection system related DFCs were present check injection system first. Check and clean temperature sensors. Make sure that the two temperature sensors have not been switched. Let engine cool down before restarting and check sensor accuracy (offset and drift). Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 005: Temperature in component 'Diesel oxidation catalytic converter' 006: Temperature in component 'DPF' 007: Exhaust temperature upstream of diesel oxidation catalytic converter 008: Exhaust temperature upstream of diesel particulate filter 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 055: Air mass flow rate (Cylinder) 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #334 Inspection of DPF differential pressure sensor #336 Inspection of exhaust gas temperature sensor 12 #336 Inspection of exhaust gas temperature sensor 2 ---===WSE_1506_00003_0333.djvu===--- 13E-112 3251-18: The value of component 'B37 (DPF differential pressure sensor)' is implausible. The minimum pressure was not reached. 3253-16: The signal value of component 'Differential pressure sensor of diesel particular filter' is implausi- ble. Generation condition [Test Condition] The check is carried out continuously in the 100ms interval if not inhibited by another failure. There is no pending regeneration. The volume flow lies above the threshold 500 m3/h. [Fault Detection] A failure is detected if the particulate filter differential pressure is below the monitoring threshold stored in the map depending on the simulated soot mass and the exhaust volume flow. [Defect Debouncing] Defect condition fulfilled continuously >5000ms. Fault healing None System reaction None Failure cause Filter is not installed or has an internal tear. Failure repair Check filter for proper installation and function (no black smoke at exhaust pipe). Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' Reference actuator test None Reference inspection of electrical equipment #334 Inspection of DPF differential pressure sensor Generation condition [Test Condition] Condition is tested during ECM after-run 2s, after turning key off. Monitor not inhibited by another failure. [Fault Detection] Differential pressure signal is above the allowable limit of 2.5hPa. [Defect Debouncing] Defect condition exceeded cumulatively > 100ms. Failure is detected if active for 50% of the time. Fault healing Adapted differential pressure signal is below 25hPa. System reaction None Failure cause Differential pressure sensor is inaccurate. Failure repair Check accuracy of differential pressure sensor. Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' Reference actuator test None Reference inspection of electrical equipment #334 Inspection of DPF differential pressure sensor TROUBLESHOOTING ---===WSE_1506_00003_0334.djvu===--- 13E 13E-113 3253-18: Check hose between diesel particulate filter and component 'Differential pressure sensor of diesel particular filter' for correct connection. 3285-2: The pressure differential in the diesel particulate filter is too high. Generation condition [Test Condition] Condition is tested during ECM after-run, 2s after turning key off, if pressure sensor was tested and no failure was detected. Pressure sensor offset compensation is completed. [Fault Detection] It is detected that the DPF differential pressure sensor hoses are connected upside down. [Defect Debouncing] Defect condition exceeded cumulatively > 10ms. Failure is detected if active for 50% of the time. Fault healing System returns normal if the signal returns normal when the starter switch is turned OFF to ON (reapplying power to ECU). System reaction None Failure cause DPF differential pressure sensor hoses connected improperly. Faulty engine ECU. Failure repair Check differential pressure sensor mounting and hose lines. Reset offset drift compensation for diff. pressure sensor using FUSO diagnos- tics. Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' Reference actuator test None Reference inspection of electrical equipment #334 Inspection of DPF differential pressure sensor Generation condition [Test Condition] Dynamic check not inhibited by another failure. [Fault Detection] Changes of the flow rate signal and the differential pressure signal are abnor- mal. [Defect Debouncing] Defect condition exceeded cumulatively > 900ms. Failure is detected if active for 50% of the time. Fault healing When the change of differential pressure is greater than or equal to the posi- tiveminimum value or smaller than or equal to the negativeminimum value, healing takes place. System reaction None Failure cause Dynamic plausibility check of the DPF differential pressure sensor. Possibly failure of pressure sensor, connection tubes or filter substrate. Failure repair Check differential pressure sensor as well as connection tubes. If failure re- mains, check particulate filter substrate if missing. Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' Reference actuator test None Reference inspection of electrical equipment #334 Inspection of DPF differential pressure sensor ---===WSE_1506_00003_0335.djvu===--- 13E-114 3285-17: Check hose between diesel particulate filter and component 'Differential pressure sensor of diesel particular filter' for correct connection. 3287-0: The signal voltage of component 'Differential pressure sensor of diesel particular filter' is too high. Generation condition [Test Condition] If monitoring not inhibited by another failure. [Fault Detection] Filtered differential pressure signal is below theminimum value of -25hPa. [Defect Debouncing] Defect condition exceeded cumulatively > 1000ms. Failure is detected if active for 50% of the time. Fault healing None System reaction None Failure cause Hose connection upstream from the particulate filter detached or completely blocked. Atmospheric pressure is constantly present at the pressure connection up- stream from the particulate filter. Failure repair Check mounting, check hose line. Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' Reference actuator test None Reference inspection of electrical equipment #334 Inspection of DPF differential pressure sensor Generation condition [Test Condition] ADC has not reported a module error (no failure "ADC..." active). Continuous Monitoring. [Fault Detection] Voltage from the DPF differential pressure sensor is above 4.65V. [Defect Debouncing] Defect condition exceeded cumulatively > 1.8s. Failure is detected if active for 50% of the time. Fault healing Voltage from the DPF differential pressure sensor is below 4.65V. System reaction The last valid value of the DPF differential pressure sensor is used for a frac- tion ofsecond after detection of this error and thereafter the value is replaced by -1hPa. Failure cause Short circuit of wiring to external source or defective sensor. Failure repair Check wiring harness or replace sensor. Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' Reference actuator test None Reference inspection of electrical equipment #334 Inspection of DPF differential pressure sensor TROUBLESHOOTING ---===WSE_1506_00003_0336.djvu===--- 13E 13E-115 3287-1: The signal voltage of component 'Differential pressure sensor of diesel particular filter' is too low. 3470-0: The signal voltage of component 'Position sensor 'Turbocharger'' is too high. Generation condition [Test Condition] ADC has not reported a module error (no failure "ADC..." active). Continuous Monitoring. [Fault Detection] Voltage from the DPF differential pressure sensor is below 200.4mV. [Defect Debouncing] Defect condition exceeded cumulatively > 1.8s. Failure is detected if active for 50% of the time. Fault healing Voltage from the DPF differential pressure sensor is above 200.4mV. System reaction The last valid value of the DPF differential pressure sensor is used for a frac- tion ofsecond after detection of this error and thereafter the value is replaced by -1hPa. Failure cause Short circuit of wiring to ground or defective sensor. Failure repair Check wiring or replace sensor. Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' Reference actuator test None Reference inspection of electrical equipment #334 Inspection of DPF differential pressure sensor Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring not inhibited by another failure. [Fault Detection] The sensor raw signal > 4.8V. [Defect Debouncing] Electrical signal range check of VGT position sensor. Defect condition ex- ceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing The sensor raw signal < 4.8V. System reaction Closed loop control of VGT position sensor no more possible which can cause deviation in actual boost pressure. Therefore change in engine behaviour pos- sible. Value ramps to fixed value 50% with slope 3%/s (rising) resp. Failure cause Short circuit of wiring to external source or defective turbocharger control. Failure repair Check of wiring or replace turbocharger control. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment #345 Inspection of VGT position sensor ---===WSE_1506_00003_0337.djvu===--- 13E-116 3470-1: The signal voltage of component 'Position sensor 'Turbocharger'' is too low. 3470-3: Component 'Actuator in turbocharger' has a short circuit to positive. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring not inhibited by another failure. [Fault Detection] The sensor raw signal < 200mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing The sensor raw signal > 200mV. System reaction Closed loop control of VGT position sensor no more possible which can cause deviation in actual boost pressure. Therefore change in engine behaviour pos- sible. Value ramps to fix value 50% with slope 3.00%/s (rising) resp. Failure cause Short circuit of wiring to ground or defective turbocharger control. Failure repair Check of wiring or replace turbocharger contro. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment #345 Inspection of VGT position sensor Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is active. [Fault Detection] Short-circuit to positive of the VGT vacuum modulator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 480ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to external source or inside PWM actuator. Failure repair Check of wiring, replace PWM actuator. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment #345 Inspection of VGT position sensor TROUBLESHOOTING ---===WSE_1506_00003_0338.djvu===--- 13E 13E-117 3470-4: Component 'Actuator in turbocharger' has a short circuit to ground. 3470-5: Component 'Actuator in turbocharger' has an open circuit. 3470-12: Component 'Actuator in turbocharger' has an internal fault. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is NOT active. [Fault Detection] Short-circuit to ground of the VGT vacuum modulator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 480ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to ground or inside PWM. Failure repair Check of wiring, replace PWM actuator. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment #345 Inspection of VGT position sensor Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Monitoring only when the power stage is NOT active. Open load diagnosis can be asked by another failure. [Fault Detection] Open-circuit of the VGT vacuum modulator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 480ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Broken or disconnected wiring, defective PWM actuator. Failure repair Check of wiring, replace PWM actuator. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment #345 Inspection of VGT position sensor Generation condition [Test Condition] Monitoring only when the power stage is active. [Fault Detection] Overcurrent is detected in the VGT vacuum modulator. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause High battery voltage, high ECU temperature and high load or defective wiring, power stage or VGT actuator. Failure repair Check wiring, power stage and VGT actuator. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' Reference actuator test None Reference inspection of electrical equipment #345 Inspection of VGT position sensor ---===WSE_1506_00003_0339.djvu===--- 13E-118 3597-0: Measurement value (Supply voltages) of the component 'Combustion engine Control unit' is above the specified value. 3597-1: Measurement value (Supply voltages) of the component 'Combustion engine Control unit' is below the specified value. 3597-12: The power supply is faulty./Component 'A4 (Engine electronic control unit)' has an internal fault. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Power supply voltage of the engine ECU is above the specified limit. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing Power supply voltage of the engine ECU is below the specified limit. System reaction None Failure cause Excessive voltage supply of a low side power drivers component: High battery voltage, defective wiring, internal defect of the ECM. Failure repair Check the battery for correct voltage supply, check wiring. If defect remains, replace ECM (internal defect). Reference service data 031: Battery voltage Reference actuator test None Reference inspection of electrical equipment #860 Battery Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Power supply voltage of the engine ECU is below the specified limit. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing Power supply voltage of the engine ECU is above the specified limit. System reaction None Failure cause Insufficient voltage supply of a low side power drivers component: Low battery voltage, defective wiring, internal defect of the ECM. Failure repair Check the battery for sufficient voltage supply, check wiring. If defect remains, replace ECM (internal defect). Reference service data 031: Battery voltage Reference actuator test None Reference inspection of electrical equipment #860 Battery Generation condition [Test Condition] Continuously. [Fault Detection] Voltage of the sensor power supply system 1 is out of specification. [Defect Debouncing] Defect condition fulfilled continuously >100ms. Fault healing The supply voltage must lie within the thresholds. System reaction None Failure cause Excessive battery voltage, defect in wiring harness, electrical failure in con- nected sensors or in the ECM. Failure repair Check battery voltage, check wiring for correct voltage supply of the connect- ed sensor and the ECM. Replace ECM. Reference service data 119: Position of component 'Turbocharger' (Actual value) 120: Position of component 'Turbocharger' (Specified value) 121: PWM signal of component 'Actuator in turbocharger' 153: Accelerator pedal sensor 1 (raw value) 154: Accelerator pedal sensor 1 Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor TROUBLESHOOTING ---===WSE_1506_00003_0340.djvu===--- 13E 13E-119 3598-12: The power supply is faulty./Component 'A4 (Engine electronic control unit)' has an internal fault. 3599-12: Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault Generation condition [Test Condition] Continuously. [Fault Detection] Voltage of the sensor power supply system 2 is out of specification. [Defect Debouncing] Defect condition fulfilled continuously >100ms. Fault healing The supply voltage lies within the thresholds. System reaction None Failure cause Excessive battery voltage, defect in wiring harness, electrical failure in con- nected sensors or in the ECM. Failure repair Check battery voltage, check wiring for correct voltage supply of the connect- ed sensor and the ECM. Replace ECM. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 017: Boost pressure 025: Rail pressure 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 045: Sensor voltage (Signal voltage of component 'Torque sensor 'Power take-off'' ) (raw value) Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #252 Inspection of pressure sensor Generation condition [Test Condition] Continuously. [Fault Detection] Voltage of the sensor power supply system 3 is out of specification. [Defect Debouncing] Defect condition fulfilled continuously >100ms. Fault healing The supply voltage lies within the thresholds. System reaction None Failure cause Excessive battery voltage, defect in wiring harness, electrical failure in con- nected sensors or in the ECM. Failure repair Check battery voltage, check wiring for correct voltage supply of the connect- ed sensor and the ECM. Replace ECM. Reference service data 021: Pressure differential in diesel particulate filter 022: Pressure differential of component 'DPF' 023: Engine oil pressure 105: Soot content of diesel particulate filter 113: Exhaust gas volume flow rate Reference actuator test None Reference inspection of electrical equipment #044 Inspection of oil pressure switch #334 Inspection of DPF differential pressure sensor ---===WSE_1506_00003_0341.djvu===--- 13E-120 3659-6: The fuel injector (cylinder 1) has a short circuit to ground. 3660-6: The fuel injector (cylinder 3) has a short circuit to ground. 3661-6: The fuel injector (cylinder 4) has a short circuit to ground. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short circuit of No.1 injector harness is detected for 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events. Failure is detected if active for 20% of events. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check wiring, replace fuel injector of cylinder 1. Reference service data 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short circuit of No.3 injector harness is detected for 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events. Failure is detected if active for 20% of events. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check wiring, replace fuel injector of cylinder 3. Reference service data 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short circuit of No.4 injector harness is detected for 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events. Failure is detected if active for 20% of events. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check wiring, replace fuel injector of cylinder 4. Reference service data 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0342.djvu===--- 13E 13E-121 3662-6: The fuel injector (cylinder 2) has a short circuit to ground. 3696-2: The signal value of component 'Regeneration of diesel particulate filter Switches' is implausible. 3701-2: The value measured by component 'Differential pressure sensor of diesel particular filter' is too high. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Short circuit of No.2 injector harness is detected for 5 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 4 events. Failure is detected if active for 20% of events. Fault healing None System reaction None Failure cause Short circuit in wiring or injector. (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check wiring, replace fuel injector of cylinder 2. Reference service data 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] DPF cleaning switch is pressed for 60seconds continuously while the vehicle is running. [Defect Debouncing] Defect condition exceeded cumulatively > 60s. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Emergency regeneration switch pressed at high vehicle speed or switch de- fective. Failure repair Check emergency regeneration switch. Reference service data None Reference actuator test None Reference inspection of electrical equipment #089 Inspection of switch Generation condition [Test Condition] The check is carried out continuously. [Fault Detection] Pressure drop at DPF is above the specified value. [Defect Debouncing] Defect condition fulfilled continuously >30000ms. Fault healing None System reaction None Failure cause DPF is clogged. Filter regeneration was not successful or not possible. Failure repair Launch service regeneration via tester and check filter and exhaust system. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0343.djvu===--- 13E-122 3726-16: The soot content of the diesel particulate filter is not OK. 4009-3: Component 'Fuel filter heater' has a short circuit to positive. Generation condition [Test Condition] The check is carried out continuously. [Fault Detection] Actual soot accumulation volume at DPF is larger than that of the measured value, so that the regeneration of DPF cannot be performed. [Defect Debouncing] Defect condition fulfilled continuously >100ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Special ambient conditions and vehicle use which does not allow correct DPF regeneration due to too low exhaust temperatures. Temperature sensor before Oxicat and/or before DPF shows too low tempera- ture. Oxicat does not work correctly (bad HC burning) - In this case, also a further dedicated failure should be stored and the vehicle shows blue smoke and strong odour. Failure repair Service regeneration should be performed to reduce soot mass in the filter. If service regeneration fails, see troubleshooting there. Reference service data 005: Temperature in component 'Diesel oxidation catalytic converter' 006: Temperature in component 'DPF' 007: Exhaust temperature upstream of diesel oxidation catalytic converter 008: Exhaust temperature upstream of diesel particulate filter Reference actuator test None Reference inspection of electrical equipment #336 Inspection of exhaust gas temperature sensor 1 #336 Inspection of exhaust gas temperature sensor 2 Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state and 2s after last CAN controller is no more in bus-off state. Monitoring only active if power stage actuated, i.e. filter heating active , i.e. Fuel temp < -3.04°C (switch off at > 4.96°C) AND engine NOT cranking. AND engine speed > 5rpm. Battery voltage > 9.5V (switch off < 9V) and Test of redundant shut-off paths not active. [Fault Detection] Short-circuit to positive of the fuel heater relay harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage at every 1000ms for 5 times in actual driving cycle. Failure is healed if the power stage does not report a "short circuit to battery" error. No other healing is pos- sible at this driving cycle. System reaction Power stage shut off. Failure cause Short circuit of wiring to external source or inside fuel filter heater. Failure repair Check of wiring. Replace fuel filter heater. Reference service data 149: Fuel filter heater Reference actuator test None Reference inspection of electrical equipment #201 Inspection of relay (normally open type 5 pin) TROUBLESHOOTING ---===WSE_1506_00003_0344.djvu===--- 13E 13E-123 4009-4: Component 'Fuel filter heater' has a short circuit to ground. 4009-5: Component 'Fuel preheating system' has an open circuit. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state and 2s after last CAN controller is no more in bus-off state. Monitoring only active if power stage NOT actuated, i.e. filter heating NOT ac- tive, i.e. Fuel temp > 4.96°C or engine cranking or engine speed < 5rpm. Battery voltage > 9.5V (switch off < 9V) and test of redundant shut-off paths not active. [Fault Detection] Short-circuit to ground of the fuel heater relay harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage at every 1000ms for 5 times in actual driving cycle. Failure is healed if the power stage does not report an "short circuit to ground" error. No other healing is possible at this driving cycle. System reaction Power stage shut off. Failure cause Short circuit of wiring to ground or inside fuel filter heater. Failure repair Check of wiring. Replace fuel filter heater. Reference service data 149: Fuel filter heater Reference actuator test None Reference inspection of electrical equipment #201 Inspection of relay (normally open type 5 pin) Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state and 2s after last CAN controller is no more in bus-off state. Monitoring only active if power stage NOT actuated, i.e. filter heating NOT ac- tive, i.e. Fuel temp > 4.96°C or engine cranking or engine speed < 5rpm. Battery voltage > 9.5V (switch off < 9V) and test of redundant shut-off paths not active. [Fault Detection] Open-circuit of the fuel heater relay harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage at every 1000ms for 5 times in actual driving cycle. Failure is healed if the power stage does not report an "open load" (OL) error. No other healing is possible at this driving cycle. System reaction Power stage shut off. Failure cause Broken or disconnected wiring or defective fuel filter heater. Failure repair Check of wiring. Replace fuel filter heater. Reference service data 149: Fuel filter heater Reference actuator test None Reference inspection of electrical equipment #201 Inspection of relay (normally open type 5 pin) ---===WSE_1506_00003_0345.djvu===--- 13E-124 4009-12: Component 'Fuel filter heater' signals overtemperature. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state and 2s after last CAN controller is no more in bus-off state. Monitoring only active if power stage actuated, i.e. filter heating active , i.e.Fu- el temp < -3.04°C (switch off at > 4.96°C) AND engine NOT cranking AND en- gine speed > 5rpm. Battery voltage > 9.5V (switch off < 9V) and test of redundant shut-off paths not active. [Fault Detection] Overcurrent in the fuel heater relay is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 510ms. Failure is detected if active for 25% of the time. Fault healing To give the possibility for healing, an electric impulse is sent to power stage at every 1 s for 5 times in actual driving cycle. Failure is healed if the power stage does not report an "short circuit to ground" error. No other healing is possible at this driving cycle. System reaction Power stage is shut-off (exhaust flap in open position). Failure cause High battery voltage, high temperature inside ECU, high load or wiring prob- lem. Failure repair Check load and output, check wiring, replace ECU. Reference service data 149: Fuel filter heater Reference actuator test None Reference inspection of electrical equipment #201 Inspection of relay (normally open type 5 pin) TROUBLESHOOTING ---===WSE_1506_00003_0346.djvu===--- 13E 13E-125 4092-16: The value measured by component 'Lambda control tester' is too high. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Monitoring not inhibited by another failure. O2signal of LSU valid. Engine not in DPF regeneration mode. The intake air temperature (in HFM) must be within -7.04°C and 34.96°C. Engine coolant temperature must be within 69.96°C and 99.96°C. Atmospheric pressure > 860hPa. Fuel injection quantity must be within engine speed dependant limits. Engine is steady state condition, i.e. variation of engine speed (filtered by 2s) < 60rpm/s and variation of fuel quantity (filtered by 2s) < 0.25. (mg/cycle/s). [Fault Detection] Measured Lambda value > threshold, which is dependant on actual engine speed and load. [Defect Debouncing] Defect condition fulfilled continuously > 25000ms. Fault healing Measured Lambda value =< threshold, which is dependant on actual engine speed and load. System reaction Long time failure "EGR System" stored. Additional Long time failure stored, if another failure is contemporary active. Failure cause Inaccurate lambda sensor, problem with EGR control or another emission re- duction device, problem with injectors (wrong quantity). Failure repair Check lambda sensor for accuracy, check injectors, check EGR control and other emission reduction devices. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 070: Correction value of fuel quantity (Cylinder 1) 071: Correction value of fuel quantity (Cylinder 3) 072: Correction value of fuel quantity (Cylinder 4) 073: Correction value of fuel quantity (Cylinder 2) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor #530 Inspection of EGR actuator #582 Inspection of injector ---===WSE_1506_00003_0347.djvu===--- 13E-126 520192-20: Component 'Air mass flow rate / Intake air temperature sensor' is faulty. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Continuously. [Fault Detection] The learned correction value of the air flow & intake air temperature sensor (air flow sensor section) exceeds the specified value. [Defect Debouncing] None Fault healing None System reaction None Failure cause Fouling or blockage of the air mass sensor, inaccurate sensor due to aging, leakage or obstruction in the intake duct, jammed EGR actuator, defective VGT. Failure repair Air Flow sensor cleaning procedure. 1. Follow steps A to F until problem has been found, then proceed at point 2. A: If other DTCs about EGR valve or boost pressure are stored, fix this is- sues first. B: Check air intake system for leakage (AFS to engine). C: Check of AFS mounting position (mesh). D: Visual check of AFS for pollution. E: Check air filter sealing. F: Clean AFS with compressed air (even if no pollution is visible). 2. Check if repair was successful. Reset AFS learning values. Perform AFS first learning. Check new learning values: - If learning values are close to DTC limit (6% margin to limit), replace AFS. - If learning values are small (more than 6% margin to DTC limit), AFS is ok again. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0348.djvu===--- 13E 13E-127 520192-21: Measurement value Additive correction value for air mass flow of the component 'Air mass flow rate / Intake air temperature sensor' is below the specified value. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Continuously. [Fault Detection] The learned correction value of the air flow and intake air temperature sensor (air flow sensor section) is below the specified value. [Defect Debouncing] None Fault healing None System reaction None Failure cause Fouling or blockage of the air mass sensor, inaccurate sensor due to aging, leakage or obstruction in the intake duct, jammed EGR actuator, defective VGT. Failure repair Air Flow sensor cleaning procedure 1. Follow steps A to F until problem has been found, then proceed at point 2. A: If other DTCs about EGR valve or boost pressure are stored, fix this is- sues first. B: Check air intake system for leakage (AFS to engine). C: Check of AFS mounting position (mesh). D: Visual check of AFS for pollution. E: Check air filter sealing. F: Clean AFS with compressed air (even if no pollution is visible). 2. Check if repair was successful. Reset AFS learning values. Perform AFS first learning. Check new learning values: - If learning values are close to DTC limit (6% margin to limit), replace AFS. - If learning values are small (more than 6% margin to DTC limit), AFS is ok again. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator ---===WSE_1506_00003_0349.djvu===--- 13E-128 520193-20: The value of component 'Air mass flow rate / Intake air temperature sensor' is implausible. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Continuously. [Fault Detection] The learned correction value of the air flow and intake air temperature sensor (air flow sensor section) is below the specified value. [Defect Debouncing] None Fault healing None System reaction None Failure cause Fouling or blockage of the air mass sensor, inaccurate sensor due to aging, leakage or obstruction in the intake duct, jammed EGR actuator, defective VGT. Failure repair Air Flow sensor cleaning procedure 1. Follow steps A to F until problem has been found, then proceed at point 2. A: If other DTCs about EGR valve or boost pressure are stored, fix this is- sues first. B: Check air intake system for leakage (AFS to engine). C: Check of AFS mounting position (mesh). D: Visual check of AFS for pollution. E: Check air filter sealing. F: Clean AFS with compressed air (even if no pollution is visible). 2. Check if repair was successful. Reset AFS learning values. Perform AFS first learning. Check new learning values: - If learning values are close to DTC limit (6% margin to limit), replace AFS. - If learning values are small (more than 6% margin to DTC limit), AFS is ok again. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0350.djvu===--- 13E 13E-129 520193-21: The value of component 'Air mass flow rate / Intake air temperature sensor' is implausible. Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. Continuously. [Fault Detection] The learned correction value of the air flow and intake air temperature sensor (air flow sensor section) is below the specified value. [Defect Debouncing] Note Fault healing Note System reaction Note Failure cause Fouling or blockage of the air mass sensor, inaccurate sensor due to aging, leakage or obstruction in the intake duct, jammed EGR actuator, defective VGT. Failure repair Air Flow sensor cleaning procedure 1. Follow steps A to F until problem has been found, then proceed at point 2. A: If other DTCs about EGR valve or boost pressure are stored, fix this is- sues first. B: Check air intake system for leakage (AFS to engine). C: Check of AFS mounting position (mesh). D: Visual check of AFS for pollution. E: Check air filter sealing. F: Clean AFS with compressed air (even if no pollution is visible). 2. Check if repair was successful. Reset AFS learning values. Perform AFS first learning. Check new learning values: - If learning values are close to DTC limit (6% margin to limit), replace AFS. - If learning values are small (more than 6% margin to DTC limit), AFS is ok again. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #530 Inspection of EGR actuator ---===WSE_1506_00003_0351.djvu===--- 13E-130 520195-20: The value of component 'Air mass flow rate / Intake air temperature sensor' is implausible. Generation condition [Test Condition] Monitoring is active while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Drift test not inhibited by tester intervention or by another failure. Operation not in high altitude, i.e ambient pressure > 745hPa. Engine in normal operation since at least 6s. Engine temperature between 69.96°C and 89.96°C. Engine in steady state, i.e. the boost air temperature variation between - 1000°C/s and 1000°C/s. Fuel injection quantity < 100mg/hub and engine speed between 620rpm and 840rpm. Boost pressure < 1.04bar. If available EGR throttle valve open, i.e. between -10% and 105% resp. the exhaust brake flap position between 98% and 105% longer than 2s. If available, throttle for variable swirl control between -10% and 110%. EGR valve closed, i.e. between 105% and 98% since at least 2s: this is nor- mally only the case during drift compensation learning at idle or at high engine speed, each once per driving cycle. Drift compensation is released and EGR valve closed for 13s (idle) resp. for 3.7s (high load), if all following conditions are met in addition to the above mentioned conditions for at least 1000ms: Boost air temperature between -3549.94°C and 3003.56°C. Ambient temperature between -20.04°C and 44.96°C. The engine is running in normal state at least 105s. Drift compensation not inhibited by another failure. Ambient pressure > 750hPa. And for correction at idle: Difference between boost pressure and ambient pressure < 32.77bar (i.e no boost pressure). Injection quantity between 1.5mg/hub and 25mg/hub. Engine speed between 600rpm and 875rpm. No drift correction at idle executed this driving cycle. And for correction at High Load: Vehicle speed between -1km/h and 150km/h. Boost pressure between 1000hPa and 32.77bar. Fuel injection quantity between engine speed dependant limits: Between 100mg/hub at 1750rpm and 100mg/hub at 2250rpm. Between 61.6mg/hub at 2250rpm and 100mg/hub at 2750rpm. Between 45.3mg/hub at 2750rpm and 72mg/hub at 3500rpm. Between 40mg/hub at 3250rpm and 0mg/hub at 4000rpm. Engine steady state, i.e. variation of boost pressure (filtered by 500ms) < 499.97hPa/s, of fuel injection (filtered by 250ms) < 2.5 (mg/ stroke)/s and en- gine speed (filtered by 999.99ms) < 180rpm/s. No drift compensation under load executed this driving cycle. [Fault Detection] There is a large deviation between the measured and corrected air flow value and the calculated air flow value (air flow is too low). [Defect Debouncing] Debounce time is engine temperature dependent. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction The last valid air flow sensor value is used for a fraction ofsecond after detec- tion of this error and thereafter the value is replaced by a substitute value which depends on the engine speed and intake air pressure. Failure cause Defect in wiring, inaccurate or defective air mass sensor, leakage or obstruc- tion in the intake duct, defective VGT. Failure repair Check wiring of the intake air mass sensor and its accuracy and replace it if necessary. Check intake duct and boost pressure actuator. Reset HFM learning drift correction factors using FUSO Diagnostics. TROUBLESHOOTING ---===WSE_1506_00003_0352.djvu===--- 13E 13E-131 520195-21: Measurement value (Deviation from measurement value) of the component 'Air mass flow rate' is below the specified value. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #346 Inspection of boost pressure and temperature sensor Generation condition [Test Condition] Monitoring is active while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Drift test not inhibited by tester intervention or by another failure. Operation not in high altitude, i.e ambient pressure > 745hPa. Engine in normal operation since at least 6s. Engine temperature between 69.96°C and 89.96°C. Engine in steady state, i.e. the boost air temperature variation between - 1000°C/s and 1000°C/s. Fuel injection quantity < 100mg/hub and engine speed between 620rpm and 840rpm. Boost pressure > 800hPa. If available EGR throttle valve open, i.e. between -10% and 105% resp. the exhaust brake flap position between 98% and 105% longer than 2s. If available, throttle for variable swirl control between -10% and 110%. EGR valve closed, i.e. between 98% and 105% since at least 2s: this is nor- mally only the case during drift compensation learning at idle or at high engine speed, each once per driving cycle. Drift compensation is released and EGR valve closed for 13s (idle) resp. for 3.7s (high load), if all following conditions are met in addition to the above mentioned conditions for at least 1000ms: Boost air temperature between -3549.94°C and 3003.56°C. Ambient temperature between -20.04°C and 44.96°C. The engine is running in normal state at least 105s. Drift compensation not inhibited by another failure. Ambient pressure > 750hPa. And for correction at idle: Difference between boost pressure and ambient pressure < 32.77bar (i.e no boost pressure). Injection quantity between 1.5mg/hub and 25mg/hub. Engine speed between 600rpm and 875rpm. No drift correction at idle executed this driving cycle. And for correction at High Load: Vehicle speed between -1km/h and 150km/h. Boost pressure between 1000hPa and 32.77bar. Fuel injection quantity between engine speed dependant limits: Between 100mg/hub at 1750rpm and 100mg/hub at 2250rpm. Between 61.6mg/hub at 2250rpm and 100mg/hub at 2750rpm. Between 43.5mg/hub at 2750rpm and 72mg/hub at 3500rpm. Between 40mg/hub at 3250rpm and 0mg/hub at 4000rpm. Engine steady state, i.e. variation of boost pressure (filtered by 500ms) < 499.97hPa/s, of fuel injection (filtered by 250ms) < 2.5 (mg/ stroke)/s and en- gine speed (filtered by 999.99ms) < 180rpm/s. No drift compensation under load executed this driving cycle. [Fault Detection] There is a large deviation between the measured and corrected air flow value and the calculated air flow value (air flow is too low). [Defect Debouncing] Debounce time is engine temperature dependent. ---===WSE_1506_00003_0353.djvu===--- 13E-132 520200-2: Component 'Air conditioning' is defective. / The power supply is faulty. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction The last valid air flow sensor value is used for a fraction ofsecond after detec- tion of this error and thereafter the value is replaced by a substitute value which depends on the engine speed and intake air pressure. Failure cause Defect in wiring, inaccurate or defective air mass sensor, leakage or obstruc- tion in the intake duct, jammed EGR actuator, defective VGT. Failure repair Check wiring of the intake air mass sensor and its accuracy and replace it if necessary, check intake duct, EGR actuators and boost pressure actuator. Reset HFM learning drift correction factors using FUSO Diagnostics. Reference service data 002: Temperature at component 'Boost pressure / Temperature sensor' 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 017: Boost pressure 028: Boost pressure (Differential pressure) 033: Signal voltage from pressure sensor of component 'Boost pressure / Temperature sensor' 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 036: Signal voltage of component 'Boost pressure / Temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test 004: Boost pressure control 1 005: Boost pressure control 2 Reference inspection of electrical equipment #306 Inspection of air flow and intake air temperature sensor #346 Inspection of boost pressure and temperature sensor Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] No CAN signal from the air conditioner ECU and control panel. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing CAN signal from the air conditioner ECU and control panel is received. System reaction Air conditioning is switched off. Failure cause A/C defective, A/C supply defective. Failure repair Check A/C supply, check A/C module. Reference service data 162: Status of air conditioning Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0354.djvu===--- 13E 13E-133 520200-12: The CAN message from component 'Air conditioning' is faulty. 520203-2: CAN fault: The configuration is faulty. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] A/C signal (A/C switch information) received via CAN is faulty. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing If A/C signal received via CAN is plausible. System reaction Air conditioning is switched off. Failure cause CAN Timeout, A/C supply defective, CAN connection problem. Failure repair Check presence and correct connection of the A/C. Check A/C voltage supply, check wiring. Reference service data 162: Status of air conditioning Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] No CAN communication (communication error). [Defect Debouncing] Defect condition fulfilled continuously > 40ms. Fault healing To give the possibility for healing, controller is reinitialized every 50ms. System reaction None Failure cause Wrong configuration of CAN timing (Prescaler, synchronization jump width, sampling, propagation and phase segments), bad termination resistors, defec- tive network connection and contacts or defective CAN controller with errone- ous messages. Failure repair Check timing configuration with hardware compatibility, check termination re- sistors and network connection and contacts. Short circuits to external source, ground or CAN High to Low. Monitor CAN communication for erroneous be- haviour of a participant. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0355.djvu===--- 13E-134 520203-31: CAN fault: The configuration is faulty./The CAN controller is defective./The control unit has an in- ternal hardware fault. 520208-12: Component 'A4 (Engine electronic control unit)' has an internal fault. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] No CAN communication (communication error). [Defect Debouncing] Defect condition fulfilled continuously > 40ms. Fault healing To give the possibility for healing, controller is reinitialized every 50ms. System reaction None Failure cause Wrong configuration of CAN timing (Prescaler, synchronization jump width, sampling, propagation and phase segments), bad termination resistors, defec- tive network connection and contacts or defective CAN controller with errone- ous messages. Failure repair Check timing configuration with hardware compatibility, check termination re- sistors and network connection and contacts. Short circuits to external source, ground or CAN High to Low. Monitor CAN communication for erroneous be- haviour of a participant. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Internal error of the SV power supply system in the engine ECU is detected. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Electric disturbances, internal defect of the ECU leading to a SPI bus commu- nication error. Failure repair Replace ECU if failure remains present. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0356.djvu===--- 13E 13E-135 520210-2: General fault at fuel injector 520211-0: Quantity correction for cylinder 1 has reached the lower limit value. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Imbalance of combustion in cylinders is detected. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Non-balanced cylinders possibly due to problem of one or more injectors. (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Try to identify the irregular cylinders by the deviations at failure recognition (snap shot): the 2 extreme cylinders have probably a problem. Check regularity of combustion (idle test or run up test). Reference service data 070: Correction value of fuel quantity (Cylinder 1) 071: Correction value of fuel quantity (Cylinder 3) 072: Correction value of fuel quantity (Cylinder 4) 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.1 cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 1 has too low fuel quantity or the cylinder itself is defect (no compression/misfiring). (See "5. Inspections to be Made at Injector Error Oc- currence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0357.djvu===--- 13E-136 520211-1: Quantity correction for cylinder 1 has reached the upper limit value. 520212-0: Quantity correction for cylinder 3 has reached the lower limit value. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.1 cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 1 has too high fuel quantity (open locked injector). (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.3 cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 3 has too low fuel quantity or the cylinder itself is defect (no compression/misfiring). (See "5. Inspections to be Made at Injector Error Oc- currence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0358.djvu===--- 13E 13E-137 520212-1: Quantity correction for cylinder 3 has reached the upper limit value. 520213-0: Quantity correction for cylinder 4 has reached the lower limit value. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.3 cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 3 has too high fuel quantity (open locked injector). (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.4 cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 4 has too low fuel quantity or the cylinder itself is defect (no compression/misfiring). (See "5. Inspections to be Made at Injector Error Oc- currence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0359.djvu===--- 13E-138 520213-1: Quantity correction for cylinder 4 has reached the upper limit value. 520214-0: Quantity correction for cylinder 2 has reached the lower limit value. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.4 cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 4 has too high fuel quantity (open locked injector). (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.2cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 2 has too low fuel quantity or the cylinder itself is defect (no compression/misfiring). (See "5. Inspections to be Made at Injector Error Oc- currence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0360.djvu===--- 13E 13E-139 520214-1: Quantity correction for cylinder 2 has reached the upper limit value. 520215-31: System information : Limiting of engine power by engine protection function (Protection of tur- bocharger) Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel balancing not inhibited by another failure. Engine in normal running state since > 30s. Engine temperature > 49.96°C. Fuel balancing active i.e.: Engine speed between -100rpm and 1500rpm and fuel quantity between 2mg/ hub and an engine speed dependant upper limit. [Fault Detection] Fuel balance correction for No.2cylinder is faulty. [Defect Debouncing] Defect condition fulfilled continuously > 1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Possibly irregular idling or driving (specially at lower load range). Failure cause Injector of cylinder 2 has too high fuel quantity (open locked injector). (See "5. Inspections to be Made at Injector Error Occurrence) Failure repair Check regularity of combustion (idle test) and replace injector if necessary. Reference service data 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Engine speed > 750rpm. [Fault Detection] Generated under engine output limiting condition to protect the turbocharger. (Check the diagnosis code(s) generated simultaneously and perform trouble- shooting according to that code(s).). [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing Performance/engine speed limitation no more active or engine speed < 750rpm. System reaction None Failure cause Active power reduction > 2s due to turbo charger protection. Failure repair No actions necessary due to this failure alone. If power reduction occurred due to actual defect, the failure triggering the torque limitation should also be in the failure memory. Follow troubleshooting of this root error. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0361.djvu===--- 13E-140 520217-31: System information : Limiting of engine power by engine protection function (Protection of fuel injection system) 520218-31: System information : Limiting of engine power by engine protection function (Engine brake) Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Engine speed > 750rpm. [Fault Detection] Output limitation is activated to protect the high-pressure fuel pump from too high fuel temperature. (Check the diagnosis code(s) generated simultaneous- ly and perform troubleshooting according to that code(s).) [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing Performance/engine speed limitation no more active or engine speed > 750rpm. System reaction None Failure cause Active power reduction > 2s due to high pressure fuel pump protection. Failure repair No actions necessary due to this failure alone. If power reduction occurred due to actual defect, the failure triggering the torque limitation should also be in the failure memory. Follow troubleshooting of this root error. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Engine speed > 750rpm. [Fault Detection] Output limitation is activated after releasing the engine braking system. (Check the diagnosis code(s) generated simultaneously and perform trouble- shooting according to that code(s).). [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing Performance/engine speed limitation no more active or engine speed < 750rpm. System reaction None Failure cause Active power reduction > 2s due to torque rise limitation after engine brake re- lease. Failure repair No actions necessary due to this failure alone. If power reduction occurred due to actual defect, the failure triggering the torque limitation should also be in the failure memory. Follow troubleshooting of this root error. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0362.djvu===--- 13E 13E-141 520219-31: System information : Limiting of engine power by engine protection function (Protection of fuel injection system) 520221-31: System information: Limiting of engine power by engine protection function (Protection of SCR catalytic converter) Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Engine speed > 750rpm. [Fault Detection] Output limitation is activated to protect DPF. (Check the diagnosis code(s) generated simultaneously and perform troubleshooting according to that code(s).). [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing Performance/engine speed limitation no more active or engine speed < 750rpm. System reaction None Failure cause Active power reduction > 5s due to torque limitation for pressure drop limita- tion over particulate filter. Failure repair No actions necessary due to this failure alone. If power reduction occurred due to actual defect, the failure triggering the torque limitation should also be in the failure memory. Follow troubleshooting of this root error. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Engine speed > 750rpm. [Fault Detection] The torque limiting function is activated when too high SCR temperature has been continued. (Check the diagnosis code(s) generated simultaneously and perform troubleshooting according to that code(s).). [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing Performance/engine speed limitation no more active or engine speed < 750rpm. System reaction None Failure cause Active power reduction due to excessive temperatures in the SCR catalyst. Failure repair No actions necessary due to this failure alone. If power reduction occurred due to actual defect, the failure triggering the torque limitation should also be in the failure memory. Follow troubleshooting of this root error. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0363.djvu===--- 13E-142 520222-31: System information : Limiting of engine power by engine protection function (Torque limitation by smoke limit) 520227-9: Error on transmission of CAN message (CAN message 'VIN' from control unit 'SAM') Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup and if the ECU is not in afterrun. Engine speed > 750rpm. [Fault Detection] Torque is limited during acceleration to suppress smoke emission due to lean air-fuel mixture. Failure related to EGR or boost pressure control. (Check the diagnosis code(s) generated simultaneously and perform troubleshooting according to that code(s).). [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing Performance/engine speed limitation no more active or engine speed < 750rpm. System reaction None Failure cause Active power reduction due to smoke limitation with unexpected long duration > 5s. If no other failure stored concerning EGR or boost pressure control: Operation in extreme high altitude (> 1800m, i.e ambient pressure < 780mbar). Sticking of VGT or EGR actuator or engine brake flap (if available). Turbocharger with slow response (bad efficiency). Wrong signal of HFM (or boost pressure sensor if HFM not available). Failure repair No actions necessary due to this failure alone. If power reduction occurred due to actual defect, the failure triggering the torque limitation should also be in the failure memory. Follow troubleshooting of this root error. If no failure stored in memory concerning EGR or boost pressure control: if failure occurred at high altitude > 1800m (ambient pressure < 780mbar): no action needed. Check actuators of EGR, boost pressure and exhaust flap control for sticking. Check turbocharger for correct efficiency. Check HFM and boost pressure sensor for correct measuring values. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from SAM (chassis number information) is faulty (time- out). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing As soon as the frame is received, the time out error is cleared. System reaction None Failure cause CAN bus overloaded or disturbed, and frame could not be received. Failure repair Check the installation and the proper connection of the SAM Module (Central Gateway or Body Computer) to the CAN vehicle network. Check correct operating conditions of the CAN controller. Check the vehicle wirings. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0364.djvu===--- 13E 13E-143 520228-9: CAN timeout fault. Error on transmission of CAN message 520237-9: CAN timeout fault. Error on transmission of CAN message Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from SAM is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing When the frame is received, the time out error will be cleared. System reaction Default value for self-recovery cycle data is used. Failure cause CAN bus overloaded or disturbed, and frame could not be received. Failure repair Check CAN bus wiring. A defect could cause error frames which lead to high bus load or send the CAN controller to "bus off" state. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from the hydraulic unit (ECU) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Deactivation of ABS is used as a substitution. Failure cause Defective CAN controller of ABS / ASR / ESP. CAN cable disconnected or bro- ken. Short circuit in wiring. Failure repair Check presence and correct connection of the ABS / ASR / ESP to the net- work. Check correct functioning of the CAN controller. Check wiring. Reference service data 141: Status of engine brake (Switching off) 142: Measurement value of component 'Status of engine brake (Switching off)' Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0365.djvu===--- 13E-144 520243-9: CAN timeout fault. Error on transmission of CAN message 520253-31: Cause of shutoff of the combustion engine : There are other fault codes present. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from the engine ECU is faulty (timeout). CAN communication from SAM is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously > 500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Defective CAN controller, CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check the presence and correct connection of the EDC to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] Engine shutoff request from ABS ECU. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the strarter switch is in ON position. System reaction Engine is shut off. Failure cause An Engine Shut off request was activated by another failure. Failure repair Check failure source for engine shut off. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0366.djvu===--- 13E 13E-145 520258-9: CAN timeout fault. Error on transmission of CAN message 520259-9: CAN timeout fault. Error on transmission of CAN message Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing When the frame is received, the time out error is cleared. System reaction Default value is used for DUONIC data. Failure cause Defective CAN controller of Transmission Control Unit , under voltage of ETC, missing ETC, CAN cable connecting the ETC is disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the ETC to the network, check cor- rect functioning of the ETC CAN controller and its voltage supply. Check wir- ing. Reference service data 155: Neutral position 156: Actual gear Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing When the frame is received, the time out error is cleared. System reaction Default value is used for DUONIC data. Failure cause Defective CAN controller of Transmission Control Unit , under voltage of ETC, missing ETC, CAN cable connecting the ETC is disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the ETC to the network, check cor- rect functioning of the ETC CAN controller and its voltage supply. Check wir- ing. Reference service data 155: Neutral position 156: Actual gear Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0367.djvu===--- 13E-146 520264-9: CAN timeout fault. Error on transmission of CAN message 520265-9: Faulty component 'Automatic engine start/stop' / CAN fault Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU (cancelling idle-up) is faulty (time- out). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Substitute value zero (0) is used for fast idle cancellation (permission for fast idle). Failure cause Defective CAN controller of transmission, CAN cable connecting the transmis- sion is disconnected or broken. Short circuit in wiring. Failure repair Check correct connection of the transmission to the network, check correct functioning of the transmission CAN controller and its voltage supply. Check wiring. Reference service data 155: Neutral position 156: Actual gear Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from idle start stop ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing As soon as the message is again received, the time out error is cleared. System reaction None Failure cause CAN bus failure or idle start stop controller failure. Failure repair Check CAN Bus and idle start stop controller. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0368.djvu===--- 13E 13E-147 520276-9: CAN timeout fault. Error on transmission of CAN message 520278-9: CAN timeout fault. Error on transmission of CAN message Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from SAM (parking brake information) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default value is used for SAM data. Failure cause Defective CAN controller, CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check the installation and the proper connection of the SAM ECU to the CAN vehicle network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from SAM (DPF cleaning switch and air conditioner infor- mation) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing Timeout no more detected. System reaction Default value is used for SAM data. Failure cause Defective CAN controller, CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check the installation and the proper connection of the SAM ECU to the CAN vehicle network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0369.djvu===--- 13E-148 520279-9: CAN timeout fault. Error on transmission of CAN message 520281-9: CAN timeout fault. Error on transmission of CAN message Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Continuously [Fault Detection] CAN communication from SAM (ignition information) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing Timeout no more detected. System reaction Default value is used for SAM data. Failure cause Defective CAN controller, CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check the installation and the proper connection of the SAM ECU to the CAN vehicle network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from the meter cluster (meter speed display information) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing When the frame is received, the time out error is cleared. System reaction Substitute value zero (0) is used for the transmission output shaft speed. Failure cause Defective CAN controller of tachograph or instrument cluster, CAN cable dis- connected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the tachograph or of the instrument cluster to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0370.djvu===--- 13E 13E-149 520297-9: CAN timeout fault 520298-9: CAN timeout fault Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from the hydraulic unit (ECU) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction ABS is deactivated (set to default value). Failure cause Defective CAN controller of ABS / ASR / ESP. CAN cable disconnected or bro- ken. Short circuit in wiring. Failure repair Check presence and correct connection of the ABS / ASR / ESP to the net- work. Check correct functioning of the CAN controller. Check wiring. Reference service data 141: Status of engine brake (Switching off) 142: Measurement value of component 'Status of engine brake (Switching off)' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from the hydraulic unit (ECU) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction ABS is deactivated (set to default value). Failure cause Defective CAN controller of ABS / ASR / ESP. CAN cable disconnected or bro- ken. Short circuit in wiring. Failure repair Check presence and correct connection of the ABS / ASR / ESP to the net- work. Check correct functioning of the CAN controller. Check wiring. Reference service data 141: Status of engine brake (Switching off) 142: Measurement value of component 'Status of engine brake (Switching off)' Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0371.djvu===--- 13E-150 520299-9: CAN timeout fault 520300-9: CAN timeout fault Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from the hydraulic unit (ECU) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default value is used for hydraulic unit (ECU) data. Failure cause Defective CAN controller of ABS / ASR / ESP. CAN cable disconnected or bro- ken. Short circuit in wiring. Failure repair Check presence and correct connection of the ABS / ASR / ESP to the net- work. Check correct functioning of the CAN controller. Check wiring. Reference service data 141: Status of engine brake (Switching off) 142: Measurement value of component 'Status of engine brake (Switching off)' Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from the hydraulic unit (ECU) is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default value is used for hydraulic unit (ECU) data. Failure cause Defective CAN controller of ABS / ASR / ESP. CAN cable disconnected or bro- ken. Short circuit in wiring. Failure repair Check presence and correct connection of the ABS / ASR / ESP to the net- work. Check correct functioning of the CAN controller. Check wiring. Reference service data 141: Status of engine brake (Switching off) 142: Measurement value of component 'Status of engine brake (Switching off)' Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0372.djvu===--- 13E 13E-151 520309-9: CAN timeout fault 520310-9: CAN timeout fault Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default value is used for DUONIC data. Failure cause Defective CAN controller of Transmission Controller. CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the Transmission Controller to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default value is used for DUONIC data. Failure cause Defective CAN controller of Transmission Controller. CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the Transmission Controller to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0373.djvu===--- 13E-152 520311-9: CAN timeout fault 520312-9: CAN bus OFF fault Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default value is used for DUONIC data. Failure cause Defective CAN controller of Transmission Controller. CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the Transmission Controller to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default value is used for DUONIC data. Failure cause Defective CAN controller of Transmission Controller. CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the Transmission Controller to the network. Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0374.djvu===--- 13E 13E-153 520325-9: Component 'Vehicle dynamics CAN bus' is faulty. 520327-12: There is an internal fault in control unit 'Combustion engine Control unit'. 520336-31: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] Fault is detected if a time out of the message occurs. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Substitute data from Hydraulic unit are used. Failure cause Defective CAN controller of Vehicle Dynamics Control Unit , under voltage of VDCU, missing VDCU, CAN cable connecting the VDCU is disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the VDCU to the network. Check correct functioning of the VDCU CAN controller and its voltage supply. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Internal error of the power supply system in the engine ECU is detected. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing Communication correctly restored. System reaction None Failure cause ECM internal failure. Failure repair Replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Whenever an erase operation is started. [Fault Detection] Erasure of the registration information in the engine ECU has failed. [Defect Debouncing] Immediate. Fault healing None System reaction None Failure cause Wrong programming/flashing of the ECM, internal defect of the ECM. Failure repair Try to flash the ECM correctly with a proper dataset. If defect persists, replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0375.djvu===--- 13E-154 520337-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520338-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520344-1: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] At every read access to memory media. [Fault Detection] Reading of the registration information in the engine ECU has failed. [Defect Debouncing] Immediate. Fault healing None System reaction Relevant substitute values are used for error points. Failure cause Wrong programming/flashing of the ECM, internal defect of the ECM. Failure repair Try to flash the ECM correctly with a proper dataset. If defect persists, replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] At every write access to memory media. [Fault Detection] Writing the registration information in the engine ECU has failed. [Defect Debouncing] Immediate. Fault healing None System reaction None Failure cause Wrong programming/flashing of the ECM, internal defect of the ECM. Failure repair Try to flash the ECM correctly with a proper dataset. If defect persists, replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. Plausibility Check for Short Circuit Overload not active. [Fault Detection] Open-circuit of the EGR actuator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Too high voltage fluctuations in system. Internal failure of ECU. Failure repair Check electrical system of vehicle. Replace ECU. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator TROUBLESHOOTING ---===WSE_1506_00003_0376.djvu===--- 13E 13E-155 520344-3: Component 'Exhaust gas recirculation valve' has a short circuit to positive. 520344-4: Component 'Exhaust gas recirculation valve' has a short circuit to ground. 520344-6: Component 'Exhaust gas recirculation valve' has an electrical fault. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. [Fault Detection] Short-circuit to positive of the EGR actuator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 300ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to external source. Failure repair Check of wiring. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. [Fault Detection] Short-circuit to ground of the EGR actuator harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 300ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring to ground. Failure repair Check of wiring. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Open Load diagnosis not active. Failure "Short Circuit to Battery" or "short circuit to Ground" detected. [Fault Detection] Overcurrent is detected in the EGR actuator. [Defect Debouncing] Defect condition exceeded cumulatively > 300ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Power stage shut off. Failure cause Short circuit of wiring. Failure repair Check of wiring Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator ---===WSE_1506_00003_0377.djvu===--- 13E-156 520344-7: The function of component 'Exhaust gas recirculation valve' is not OK. 520347-31: System information : Limiting of engine power by engine protection function (Protection of fuel injection system) Generation condition [Test Condition] After a governor deviation is detected. [Fault Detection] EGR actuator seized in open state. [Defect Debouncing] 300ms after last release trial. Fault healing None System reaction EGR actuator is deactivated. Failure cause EGR valve cannot be closed as desired within expected time. EGR valve blocked mechanically. EGR valve sticks. EGR valve position sensor mismatched. Failure repair Check functionality of EGR valve and the corresponding position. Reference service data 107: Position of exhaust gas recirculation controller (raw value) 114: Position of exhaust gas recirculation positioner (actual value) Reference actuator test 006: Exhaust gas recirculation actuator Reference inspection of electrical equipment #530 Inspection of EGR actuator Generation condition [Test Condition] Continuously. [Fault Detection] Generated when the injection cutoff occurred (engine speed was above 1600rpm) under engine output limiting condition. (Check the diagnosis code(s) generated simultaneously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If engine speed < 1600rpm. System reaction Fuel injection rate is reduced if engine speed has reached 1500rpm; fuel in- jection is suspended if it has exceeded 1600rpm. Failure cause Another failure requested engine speed limitation. This failure path should always appear in failure memory with another lead failure from ECM monitoring level (level 2). Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0378.djvu===--- 13E 13E-157 520348-0: Signal 'Exhaust temperature upstream of oxidation catalytic converter' is implausible. 520352-0: Measurement value (Duration of actuation) of the component 'Fuel injector 1' is above the speci- fied value. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V. Monitoring not inhibited by another failure. [Fault Detection] Exhaust gas temperature of the SCR temperature sensor 2 exceeds 649.96°C for 5seconds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 5 s. Failure is detected if active for 50% of the time. Fault healing Measured temperature < 649.96°C. System reaction DPF monitoring which compares the calculated flow resistance with pressure drop measurements is disabled. Failure cause Exhaust Temperature Sensor before Oxicat measures wrong values or inter- changed with Temperature before Oxicat. Failure repair Check wiring and connectors for correct contact (corrosion). Check sensor and replace it if necessary. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C ), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 1 cylinder is above the specified maximum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Clogged nozzles in the injector of cylinder 1, mechanical defect partially jam- ming the valve lift, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0379.djvu===--- 13E-158 520352-1: Measurement value (Duration of actuation) of the component 'Fuel injector 1' is below the speci- fied value. Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 1 cylinder is below the specifiedminimum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Defective injector of cylinder 1, the injector could be jammed and cannot close entirely, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 070: Correction value of fuel quantity (Cylinder 1) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0380.djvu===--- 13E 13E-159 520353-0: Measurement value (Duration of actuation) of the component 'Fuel injector 3' is above the speci- fied value. Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 3 cylinder is above the specified maximum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Clogged nozzles in the injector of cylinder 3, mechanical defect partially jam- ming the valve lift, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0381.djvu===--- 13E-160 520353-1: Measurement value (Duration of actuation) of the component 'Fuel injector 3' is below the speci- fied value. Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 3 cylinder is below the specifiedminimum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Defective injector of cylinder 3, the injector could be jammed and cannot close entirely, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 071: Correction value of fuel quantity (Cylinder 3) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0382.djvu===--- 13E 13E-161 520354-0: Measurement value (Duration of actuation) of the component 'Fuel injector 4' is above the speci- fied value. Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 4 cylinder is above the specified maximum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Clogged nozzles in the injector of cylinder 4, mechanical defect partially jam- ming the valve lift, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0383.djvu===--- 13E-162 520354-1: Measurement value (Duration of actuation) of the component 'Fuel injector 4' is below the speci- fied value. Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 4 cylinder is below the specifiedminimum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Defective injector of cylinder 4, the injector could be jammed and cannot close entirely, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 072: Correction value of fuel quantity (Cylinder 4) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0384.djvu===--- 13E 13E-163 520355-0: Measurement value (Duration of actuation) of the component 'Fuel injector 2' is above the speci- fied value. Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 2cylinder is above the specified maximum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Clogged nozzles in the injector of cylinder 2, mechanical defect partially jam- ming the valve lift, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0385.djvu===--- 13E-164 520355-1: Measurement value (Duration of actuation) of the component 'Fuel injector 2' is below the speci- fied value. 520358-2: Component 'Engine brake Solenoid valve' is mechanically damaged or it sticks. Generation condition [Test Condition] Zero fuel calibration not inhibited by other failures. Intake air temperature > -8.04°C. Fuel temperature between -0.04°C and 79.96°C. Engine temperature > 71.96°C. System voltage > 12V. Accelerator pedal position < 0.01%. Clutch not pressed, pressed, not pressed with slip and pressed with slip. System in overrun, but not longer than a time, which is dependant on intake air temperature (from 0ms at -8.04°C over 20s at 19.96°C and 20s at 56.86°C to 20s at 106.86°C), but longer than 0ms. Engine speed between (1100rpm - 30rpm) and (2400rpm + 30rpm). Vehicle speed > threshold depending on fuel pressure set point: At set point 0 350bar > 0km/h. At set point 0 600bar > 0km/h. At set point 0 800bar > 0km/h. At set point 0 1000bar > 0km/h. At set point 0 1300bar > 0km/h. At set point 0 1600bar > 0km/h. Rail pressure must be reached since 300ms. If 1-learning cycle was executed successfully, aminimal distance > 1000km has to be driven, before next learning cycle starts (this time only for 5-learning cycles). The Lambda sensor must be adapted in current driving cycle. [Fault Detection] Energization time for No. 2cylinder is below the specifiedminimum energiza- tion time. [Defect Debouncing] Defect condition fulfilled continuously >1 event. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Defective injector of cylinder 2, the injector could be jammed and cannot close entirely, implausible lambda signal. (See "5. Inspections to be Made at Injector Error Occurrence") Failure repair Possibly this is a follow up failure from LSU or HFM error. First check if related Diagnosis codes are already detected, if so follow LSU or HFM repair procedure. Then reset learning values for injectors. If no LSU or HFM errors are present, replace injector. Reference service data 057: Lambda value 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously if sensor supply is intact. [Fault Detection] Seizure of the exhaust brake valve is detected for 5 times. [Defect Debouncing] Immediate. Fault healing Exhaust flap not sticking for at least 800ms. System reaction None Failure cause Electrical problem in exhaust flap (loose connection) or sticking flap. Failure repair Check exhaust flap, check electrical connection. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0386.djvu===--- 13E 13E-165 520359-2: Component 'Engine brake Solenoid valve' or its electrical line is defective. 520360-2: Component 'Engine brake Solenoid valve' or its electrical line is defective. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously if sensor supply is intact. [Fault Detection] Failure of temperature or power supply for exhaust brake valve is detected for 3 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 2 events. Failure is detected if active for 25% of events. Fault healing None System reaction Exhaust brake is deactivated. Failure cause Exhaust flap too hot (due to bad cooling or too high current due to electrical problem). Supply wiring defect / or ECM Supply to Exhaust flap actuator defect. PWM wiring defect (sporadic interruptions lead to "wrong PWM" detection). Failure repair Check exhaust flap actuator and wiring. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously if sensor supply is intact. [Fault Detection] Seizure of the exhaust brake valve in closed state is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 2 events. Failure is detected if active for 25% of events. Fault healing None System reaction Exhaust brake is deactivated. Failure cause Exhaust flap mechanically blocked in closed position. Internal failure in exhaust flap actuator. Failure repair Check exhaust flap actuator and wiring. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None ---===WSE_1506_00003_0387.djvu===--- 13E-166 520361-2: Component 'Engine brake Solenoid valve' or its electrical line is defective. 520362-2: Component 'Engine brake Solenoid valve' or its electrical line is defective. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously if sensor supply is intact. [Fault Detection] Internal failure of exhaust brake valve is detected for 3 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 2 events. Failure is detected if active for 25% of events. Fault healing None System reaction Exhaust brake is deactivated. Failure cause Fatal failure of the electronic part inside the exhaust flap actuator. Failure repair Check exhaust flap actuator and wiring. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V and as long as the battery voltage is over 9V and 2s after this threshold has been exceeded. Continuously if sensor supply is intact. [Fault Detection] Seizure of the exhaust brake valve in mid or open state is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 25% of events. Fault healing None System reaction Exhaust brake is deactivated. Failure cause Exhaust flap mechanically blocked or high movement resistance. Internal failure in exhaust flap actuator. Failure repair Check exhaust flap actuator. Reference service data 111: Position of component 'Engine brake Solenoid valve' 138: Engine Brake Reference actuator test 007: Exhaust brake solenoid valve Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0388.djvu===--- 13E 13E-167 520379-0: Measurement value (Correction value) of the component 'Injection quantity' is above the specified value. Generation condition [Test Condition] Continuously monitoring. [Fault Detection] Calculated fuel injection amount (obtained from the measured values of lamb- da (air-fuel ratio) and air flow (air volume)) is above the specified value for 30 seconds. [Defect Debouncing] Defect condition fulfilled continuously > 30000ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Calculated lambda may be wrong: air mass meter defect or injectors defect. (See "5. Inspections to be Made at Injector Error Occurrence") Measured lambda-value wrong, check lambda sensor. Failure repair Check air mass meter, injectors and lambda sensor. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor #306 Inspection of air flow and intake air temperature sensor ---===WSE_1506_00003_0389.djvu===--- 13E-168 520379-1: Measurement value (Correction value) of the component 'Injection quantity' is below the specified value. 520410-31: Component 'Glow plug' is faulty. Generation condition [Test Condition] Continuously monitoring. [Fault Detection] Calculated fuel injection amount (obtained from the measured values of lamb- da (air-fuel ratio) and air flow (air volume)) is below the specified value for 30 seconds. [Defect Debouncing] Defect condition fulfilled continuously > 30000ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Calculated lambda may be wrong: air mass meter defect or injectors defect. (See "5. Inspections to be Made at Injector Error Occurrence") Measured lambda-value wrong, check lambda sensor. Failure repair Check air mass meter, injectors and lambda sensor. Reference service data 003: Temperature at component 'Air mass flow rate / Intake air temperature sensor' 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 034: Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' (Temperature sensors) 053: Air mass flow rate (Actual value) 054: Air mass flow rate (Specified value) 055: Air mass flow rate (Cylinder) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater 160: Air mass flow rate Learned value 1 161: Air mass flow rate Learned value 2 Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor #306 Inspection of air flow and intake air temperature sensor Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Monitoring not disabled by another failure. Glowing is NOT active. [Fault Detection] The feedback signal is NOT active 10ms after the actuation signal is NOT ac- tive. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Failure in glow plugs. Failure in wiring between relay and glow plugs. Failure repair Check wiring between glow plug relay and glow plugs. Check glow plugs. Check glow plug relay. Reference service data 144: System status (Preglow system) 145: Status of component 'Glow plug' 146: Signal of component 'Glow plug' (Feedback) Reference actuator test 000: Cold start Reference inspection of electrical equipment #764 Inspection of glow plug TROUBLESHOOTING ---===WSE_1506_00003_0390.djvu===--- 13E 13E-169 520411-31: The function of component 'Preglow system Control unit' is not OK. 520418-0: The signal voltage of component 'Fuel injector' is too high. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Monitoring not disabled by another failure. Glowing is active. [Fault Detection] The feedback signal is active 10ms after the actuation signal is active. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Failure in glow plug relay. Failure repair Check glow plug relay or replace it. Reference service data 144: System status (Preglow system) 145: Status of component 'Glow plug' 146: Signal of component 'Glow plug' (Feedback) Reference actuator test 000: Cold start Reference inspection of electrical equipment #764 Inspection of glow plug Generation condition [Test Condition] Continuously speed synchronously with each measurement of a main injec- tion. [Fault Detection] Injector actuator voltage is above 3.3V for 11 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 50% of events. Fault healing If the injector actuator voltage is below 3.3V. System reaction None Failure cause Failure in wiring harness between ECU and injectors. Failure in injector (actuator). (See "5. Inspections to be Made at Injector Error Occurrence") Failure in ECU (power stage). Failure repair Check wiring harness between ECU and injectors. Check injectors. Check/Replace ECU. Reference service data 070: Correction value of fuel quantity (Cylinder 1) 071: Correction value of fuel quantity (Cylinder 3) 072: Correction value of fuel quantity (Cylinder 4) 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0391.djvu===--- 13E-170 520418-1: The signal voltage of component 'Fuel injector' is too low. 520419-2: The values for injector injection quantity adjustment (cylinder 1) are faulty. Generation condition [Test Condition] Continuously speed synchronously with each measurement of a main injec- tion. [Fault Detection] Injector actuator voltage is below 0mV for 11 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 10 events. Failure is detected if active for 50% of events. Fault healing If the injector actuator voltage is above 0mV. System reaction None Failure cause Failure in wiring harness between ECU and injectors. Failure in injector (actuator). (See "5. Inspections to be Made at Injector Error Occurrence") Failure in ECU (power stage). Failure repair Check wiring harness between ECU and injectors. Check injectors. Check/Replace ECU. Reference service data 070: Correction value of fuel quantity (Cylinder 1) 071: Correction value of fuel quantity (Cylinder 3) 072: Correction value of fuel quantity (Cylinder 4) 073: Correction value of fuel quantity (Cylinder 2) Reference actuator test 003: Injection valve Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0392.djvu===--- 13E 13E-171 520419-31: The values for injector injection quantity adjustment (cylinder 1) are faulty. 520420-2: The values for injector injection quantity adjustment (cylinder 3) are faulty. Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). After each programming with tester. [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0393.djvu===--- 13E-172 520420-31: The values for injector injection quantity adjustment (cylinder 3) are faulty. 520421-2: The values for injector injection quantity adjustment (cylinder 4) are faulty. Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). After each programming with tester. [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector TROUBLESHOOTING ---===WSE_1506_00003_0394.djvu===--- 13E 13E-173 520421-31: The values for injector injection quantity adjustment (cylinder 4) are faulty. 520422-2: The values for injector injection quantity adjustment (cylinder 2) are faulty. Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). After each programming with tester. [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector ---===WSE_1506_00003_0395.djvu===--- 13E-174 520422-31: The values for injector injection quantity adjustment (cylinder 2) are faulty. 520423-16: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too high. Generation condition [Test Condition] After each switch on of the ECU (starter switch "on"). After each programming with tester. [Fault Detection] Faulty coding. [Defect Debouncing] Immediate. Fault healing No healing at actual driving cycle. Healing possible if all values correct at next system start or after a reprogram- ming of the injector correction. System reaction No correction is made for the injector in question, which may result in devia- tion from the normal range of the injector's fuel injection rate (disordered en- gine idling is possible). Failure cause Invalid IMA code has been programmed. Wrong programming/flashing of the EDC (initialization of EEPROM). Internal defect of the ECU. Failure repair Reprogram IMA code. Reflash the ECU (including EEPROM initialisation). If defect persists, replace EDC. Reference service data 064: Injection quantity (Adjustment value) 065: Injection quantity (Raw values) Reference actuator test None Reference inspection of electrical equipment #582 Inspection of injector Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The signal range checks are only carried out if ADC has not reported a mod- ule error. Continuously. [Fault Detection] Voltage of accelerator pedal position sensor is above 4.5V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing Voltage of accelerator pedal position sensor is below 4.5V. System reaction Substitute value zero (0) is used for the accelerator position sensor. Failure cause Short circuit to external source or defective sensor. Failure repair Check wiring and sensor. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor TROUBLESHOOTING ---===WSE_1506_00003_0396.djvu===--- 13E 13E-175 520423-18: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too low. 520424-0: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too high. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The signal range checks are only carried out if ADC has not reported a mod- ule error. Continuously. [Fault Detection] Voltage of accelerator pedal position sensor is below 500mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing Voltage of accelerator pedal position sensor is above 500mV. System reaction Substitute value zero (0) is used for the accelerator position sensor. Failure cause Short circuit of sensor to ground or defective sensor. Failure repair Check wiring and sensor. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- ageis over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The signal range checks are only carried out if ADC has not reported a mod- ule error. Continuously. [Fault Detection] Voltage of accelerator pedal position sensor is above 4.5V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing Voltage of accelerator pedal position sensor is below 4.5V. System reaction The last valid accelerator position sensor value is used for a fraction ofsecond after detection of this error and thereafter the value is replaced by substitute value 0mV. Failure cause Short circuit of sensor to external source or defective sensor. Failure repair Check wiring and sensor. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor ---===WSE_1506_00003_0397.djvu===--- 13E-176 520424-1: The signal voltage of component 'Position sensor 'Accelerator pedal'' is too low. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The signal range checks are only carried out if ADC has not reported a mod- ule error. Continuously. [Fault Detection] Voltage of accelerator pedal position sensor is below 500mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing Voltage of accelerator pedal position sensor is above 500mV. System reaction The last valid accelerator position sensor value is used for a fraction ofsecond after detection of this error and thereafter the value is replaced by substitute value 0mV. Failure cause Short circuit of sensor to ground or defective sensor. Failure repair Check wiring and sensor. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 154: Accelerator pedal sensor 1 164: Position of accelerator pedal (Kickdown recognition) Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor TROUBLESHOOTING ---===WSE_1506_00003_0398.djvu===--- 13E 13E-177 520426-5: Component 'Lambda control tester' has an open circuit. Generation condition [Test Condition] Following condition must be fulfilled: The LSU temperature is in operating range (> 804.96°C) for at least 10s. The vehicle is not in overrun (engine not motored) since 0ms or in overrun not longer than 100ms. Battery voltage > 10.7V for at least 2s or < 10.7V not longer than 0ms. LSU in normal operation (no error). Monitoring not inhibited by another failure. [Fault Detection] Lambda sensor signal is out of the specified value for 2 seconds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing None System reaction None Failure cause Defect in wiring (open load in Nernst Cell (UN) line, Nernst cell; Due to SW bug: open load in heater line, K51) of the lambda sensor, defective lambda sensor. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor ---===WSE_1506_00003_0399.djvu===--- 13E-178 520427-5: Component 'Lambda control tester' has an open circuit. Generation condition [Test Condition] The O2signal is valid and Lambda sensor in normal mode The open load test not inhibited by another failure. The calculated O2content >0.07- longer than 2s. Engine not in overrun condition since 100ms or not longer in overrun than 0ms. Battery voltage >= 10.7V since 2s or < 10.7V not longer than 0ms. By Data Set: Engine in normal operation. [Fault Detection] O2 value after temperature compensation is above the specified value for 2 seconds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing None System reaction None Failure cause Defect in wiring (open load in electrical line, pump current, of the lambda sen- sor, defective lambda sensor. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor TROUBLESHOOTING ---===WSE_1506_00003_0400.djvu===--- 13E 13E-179 520428-5: Component 'Lambda control tester' has an open circuit. Generation condition [Test Condition] Following condition must be fulfilled: The LSU Temperature is in operating range (> 804.96°C) for at least 10s. The vehicle is not in overrun (engine not motored) since 0ms or in overrun not longer than 100ms. Battery voltage > 10.7V for at least 2s or < 10.7V not longer than 0ms. LSU in normal operation (no error). Monitoring not inhibited by another failure. [Fault Detection] Lambda sensor signal is out of the specified value for 2 seconds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing None System reaction None Failure cause Defect in wiring (open load in Virtual Ground (VG) line, virtual ground; Due to SW bug: open load in heater line, K51) of the lambda sensor, defective lamb- da sensor. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor ---===WSE_1506_00003_0401.djvu===--- 13E-180 520429-18: The signal from component 'Lambda control tester' is faulty. Generation condition [Test Condition] Sensor is working in normal operation and O2 signal is valid. Monitoring not disabled by another failure. Battery voltage > 10.7V. Engine speed > 1500rpm and engine load > 10mg/hub. Steady state condition, i.e. the engine load variation < 2.5mg/hub during 0.9s. Dynamic check is started if all conditions above are fulfilled and the engine load drops down from 10mg/hub (or higher) by more than 2.5mg/hub to < 0.5mg/hub within 0.6 s and must remain < 0.5mg/hub until OK or defect rec- ognition happens. Otherwise test is aborted and restarted if the conditions are fulfilled again. [Fault Detection] The measured and pressure compensated O2-concentration. Needs longer than 1.5s to rise from 30% to 60% of the expected step between actual O2concentration to 20.95% or 60% of expected step are not reached within 2.5s. [Defect Debouncing] Defect condition exceeded cumulatively > 3 events. Failure is detected if active for 50% of events. Fault healing The measured and pressure compensated O2-concentration. Needs less than 1.5s to rise from 30% to 60% of the expected step between actual O2concentration to 20.95% and 60% of expected step are reached within 2.5s. System reaction None Failure cause Defect in wiring of lambda sensor, defective lambda sensor, problems in injec- tion system (e.g. leaky injectors) or EGR valve does not close in overrun con- dition. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor TROUBLESHOOTING ---===WSE_1506_00003_0402.djvu===--- 13E 13E-181 520431-2: Component 'Lambda control tester' or its electrical line is defective. Generation condition [Test Condition] Continuously if all following conditions are fulfilled: LSU Heater Power stage active: ECU not in After-run state and Battery Volt- age > 9.5V (with switch off Hysteresis at 9V). By Data Set: ECU not in After-run state. Battery voltage > 10.7V longer than 2s or Battery Voltage < 10.7V less than 0ms. Integrated Circuit CJ125 not defective. [Fault Detection] Open-circuit of the lambda sensor harness is detected for 5 seconds continu- ously. [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing The ECU lambda sensor control reports no "no load" failure. System reaction Lambda sensor is deactivated. Failure cause Broken or disconnected wiring or defective lambda sensor. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5 sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value 118: Status of component 'Lambda control tester' 135: Status of oxygen sensor heater Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor ---===WSE_1506_00003_0403.djvu===--- 13E-182 520431-3: Component 'Lambda control tester' has a short circuit or is defective. Generation condition [Test Condition] Continuously if all following conditions are fulfilled: LSU Heater Power stage active: ECU not in After-run state and Battery Volt- age > 9.5V (with switch off Hysteresis at 9V). By Data Set: ECU not in After-run state. Battery voltage > 10.7V longer than 2s or Battery Voltage < 10.7V less than 0ms. Integrated Circuit CJ125 not defective. [Fault Detection] Short-circuit to positive of the lambda sensor harness is detected for 5 sec- onds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing The power stage is switched off, if a final short circuit to battery is reported. In order to detect the healing, the power stage is switched on every 5s with a duty cycle of 5% and switched off in case a failure is recognized within 100ms, for a maximum of 1000 times within actual driving cycle. If within this further error is detected, the error can't be healed in the current driving cycle (i.e. healing only if within 1000 tests no further failure was detected). System reaction Lambda sensor is deactivated. Failure cause Short circuit of wiring to external source, defective lambda sensor or power stage. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 032: Operating state of component 'Lambda control tester' (Heater ON) Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor TROUBLESHOOTING ---===WSE_1506_00003_0404.djvu===--- 13E 13E-183 520431-4: Component 'Lambda control tester' has a short circuit or is defective. 520434-2: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] Continuously if all following conditions are fulfilled: LSU Heater Power stage active: ECU not in After-run state and Battery Volt- age > 9.5V (with switch off Hysteresis at 9V). By Data Set: ECU not in After-run state. Battery voltage > 10.7V longer than 2s or Battery Voltage < 10.7V less than 0ms. [Fault Detection] Short-circuit to positive of the lambda sensor harness is detected for 5 sec- onds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 5s. Failure is detected if active for 50% of the time. Fault healing The ECU lambda sensor control reports no "short circuit to ground" failure. System reaction Lambda sensor is deactivated. Failure cause Short circuit of wiring to external ground, defective lambda sensor or power stage. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 032: Operating state of component 'Lambda control tester' (Heater ON) Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor Generation condition [Test Condition] Detection is done continuously. [Fault Detection] Faulty ECU. [Defect Debouncing] Immediate. Fault healing If the initialisation register value of the ECU read by HWE and the value writ- ten into the chip in the previous cycle by HWE function are identical. System reaction None Failure cause SPI chip in ECU defective. Failure repair Replace ECU. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor ---===WSE_1506_00003_0405.djvu===--- 13E-184 520434-31: The supply voltage of component 'Lambda control tester' is too low (undervoltage). Generation condition [Test Condition] Battery voltage > 10.7V at least for 2s or < 10.7V not longer than 0ms. Engine running in normal state. No temporary communication error to ECU. The monitoring not inhibited by another failure. [Fault Detection] Low battery voltage for lambda sensor is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing The ECU lambda sensor control reports no "very low battery voltage" failure (i.e. Voltage at the ASIC > 9V). System reaction None Failure cause Wiring defect, defective lambda sensor or ECU. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset all learning values in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor TROUBLESHOOTING ---===WSE_1506_00003_0406.djvu===--- 13E 13E-185 520435-0: The temperature of component 'Lambda control tester' is outside the permissible range. Generation condition [Test Condition] The test frequency is continuous as long as following conditions are met: The battery voltage > 10.7V for at least 2s and not longer than 0ms below 10.7V. Engine not in overrun (motoring) for at least 0ms and not longer in overrrun than 100ms. LSU Heater in control mode. [Fault Detection] Calculated lambda sensor temperature is above 823.96°C for 30 seconds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 30s. Failure is detected if active for 50% of the time. Fault healing Calculated lambda sensor temperature is below 823.96°C. System reaction Healing condition fulfilled cumulatively > 30s. Failure healed if not active for 50% of the time. Failure cause Defect in wiring of sensor. Disconnected lambda sensor. Short circuit to ground in Nernst cell (UN) line. Defective lambda sensor. Failure repair Check entire wiring of the sensor and the sensor itself. Check connection of lambda sensor. If necessary, replace lambda sensor (and reset the learning factors in EE- PROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor ---===WSE_1506_00003_0407.djvu===--- 13E-186 520435-1: The temperature of component 'Lambda control tester' is outside the permissible range. Generation condition [Test Condition] The test frequency is continuous as long as following conditions are met: The battery voltage > 10.7V for at least 2s and not longer than 0ms below 10.7V. Engine not in overrun (motoring) for at least 0ms and not longer in overrrun than 100ms. LSU heater in control mode. [Fault Detection] Calculated lambda sensor temperature is equal to or below 805.96°C for 60 seconds continuously. [Defect Debouncing] Defect condition exceeded cumulatively > 60s. Failure is detected if active for 50% of the time. Fault healing Calculated lambda sensor temperature is above 805.96°C. System reaction Healing condition fulfilled cumulatively > 60s. Failure healed if not active for 50% of the time. Failure cause Disconnected lambda sensor. Open load in sensor line. Defect in wiring of sensor. Defective lambda sensor. Failure repair Check entire wiring of the sensor and the sensor itself. Check connection of lambda sensor. If necessary, replace lambda sensor (and reset the learning factors in EE- PROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor TROUBLESHOOTING ---===WSE_1506_00003_0408.djvu===--- 13E 13E-187 520436-3: Component 'Lambda control tester' has a short circuit to positive. Generation condition [Test Condition] Continuously when all following conditions fulfilled: No open load failure Pump Cell (IA, IP), Nernst Cell (UN) or Virtual Ground (VG). Open load test for Nernst Cell (UN) and Virtual Ground (VG) not active. Monitoring not inhibited by another failure. The Nernst Cell is monitored only if Lambda Sensor temperature measure- ment is valid (no Ri failure). The Pump Cell is monitored additionally at cold condition: During EDC initiali- sation the Short to Batt test is executed for 3s. [Fault Detection] Short-circuit to positive of the lambda sensor harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing None System reaction Checking for short circuit to battery/ground of the lambda sensor harness is deactivated. Failure cause Short circuit to external source in one of the wiring lines of the lambda sensor, open load in virtual ground VG, defective LSU. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset the learning factors in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor ---===WSE_1506_00003_0409.djvu===--- 13E-188 520436-4: Component 'Lambda control tester' has a short circuit to ground. 520437-0: The oil level of the combustion engine is implausible. (Fuel in engine oil) Generation condition [Test Condition] Continuously when all following conditions fulfilled: No open load failure Pump Cell (IA, IP), Nernst Cell (UN) or Virtual Ground (VG). Open load test for Nernst Cell (UN) and Virtual Ground (VG) not active. Monitoring not inhibited by another failure. The Nernst Cell is monitored only if Lambda Sensor temperature measure- ment is valid (no Ri failure). [Fault Detection] Short-circuit to ground of the lambda sensor harness is detected. [Defect Debouncing] Defect condition exceeded cumulatively > 2s. Failure is detected if active for 50% of the time. Fault healing None System reaction Lambda sensor is deactivated as soon as its temperature reaches 804.96°C. Failure cause Short circuit to ground in one of the wiring lines of the lambda sensor, defec- tive LSU. Failure repair Check entire wiring of lambda sensor, check lambda sensor itself. If neces- sary replace lambda sensor (and reset the learning factors in EEPROM with tester). Note for EURO OBD application: This failure activates a Performance limita- tion due to legislation. Therefore, following procedure must be done after re- pair. Otherwise, there is the risk that performance limiter gets active, although the failure is repaired: 1) Clear memory with tester. 2) If performance limiter is active: Disable it with tester. 3) Drive the vehicle 20min in engine speed range >1600rpm with constant pe- riods of 5 sec and more than 5 motoring phases > 10sec (highest gear). 4) Check with FUSO Diagnostics that "comprehensive components" are "ready". 5) If not, repeat the procedure. Reference service data 010: Temperature at component 'Lambda control tester' 032: Operating state of component 'Lambda control tester' (Heater ON) 057: Lambda value Reference actuator test None Reference inspection of electrical equipment #297 Inspection of lambda sensor Generation condition [Test Condition] Engine running. [Fault Detection] Fuel volume in the engine oil is above the maximum allowable limit. [Defect Debouncing] Defect condition fulfilled continuously >100ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Excessive oil dilution by fuel due to post injections during particulate filter re- generation. Failure repair Change lubrication oil and reset the fuel-in-oil calculation via tester, using FUSO Diagnostics. Reference service data 100: Measurement value of oil dilution during regeneration of diesel particu- late filter Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0410.djvu===--- 13E 13E-189 520437-16: The oil level of the combustion engine is implausible. (Fuel in engine oil) 520438-0: Soot in Lube Oil has exceeded the Maximum limit. 520439-31: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] Engine running. [Fault Detection] Fuel volume in the engine oil exceeds the specified volume. [Defect Debouncing] Defect condition fulfilled continuously >100ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Excessive oil dilution by fuel due to post injections during particulate filter re- generations. Failure repair Change lubrication oil and reset the fuel-in-oil calculation via tester, using FUSO Diagnostics. Reference service data 100: Measurement value of oil dilution during regeneration of diesel particu- late filter Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Engine running. [Fault Detection] Soot in engine oil is above the maximum allowable limit. [Defect Debouncing] Defect condition fulfilled continuously >100ms. Fault healing None System reaction None Failure cause Soot accumulation in the lubrication oil too high. Failure repair Change lubrication oil and reset the soot-in-oil calculation via tester, using FUSO Diagnostics. Reference service data 074: Soot content (Engine oil) 100: Measurement value of oil dilution during regeneration of diesel particu- late filter Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] When accelerator pedal input is stationary. [Fault Detection] Internal failure of ECU (failure of analog-digital converter (ADC)). [Defect Debouncing] Defect condition fulfilled continuously >12 times. Fault healing None System reaction None Failure cause ECM internal failure. Failure repair Replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0411.djvu===--- 13E-190 520440-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520441-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520442-31: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Internal failure of ECU (failure of analog - digital converter (ADC)). [Defect Debouncing] Defect condition fulfilled continuously >15 times. Fault healing None System reaction None Failure cause ECM internal failure. Failure repair Replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously. [Fault Detection] Internal failure of ECU (failure of analog - digital converter (ADC)). [Defect Debouncing] Immediate defect condition fulfilled continuously >15 times. Fault healing None System reaction None Failure cause ECM internal failure. Failure repair Replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] If there is no active shut-off path test, the error counters are tested during ev- ery call of the process MoCCom (80ms task). [Fault Detection] Temporal failure. Internal failure of ECU (communication failure). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction ECU is reset 7 times at maximum; the engine is shut down if the error persists. Failure cause Defective monitoring module or CPU (e.g. impaired functioning of the CPU clock) of the EDC. Disturbed ECU-Bus. Failure repair If error exists only temporary (i.e. injection reoccurs) error can be ignored and error deleted in the fault memory. In case of a permanent error the injection re- mains blocked and the ECU has to be replaced. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0412.djvu===--- 13E 13E-191 520443-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520444-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520445-31: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] If there is no active shut-off path test, the error counter is tested during every call of the process MoCCOM (80ms task). [Fault Detection] Temporal failure. Internal failure of ECU (communication failure). [Defect Debouncing] Immediate. Fault healing In case of error counter = 0, the error path is reset. System reaction ECU is reset 7 times at maximum; the engine is shut down if the error persists. Failure cause Disturbed ECU-Bus. Failure repair If ECM functions correctly after recovery only temporary SPI error occurred and fault memory can be deleted and error ignored. If permanent SPI error is present and the ECM does not leave boot block --> Replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During after-run. [Fault Detection] Internal failure of ECU (faulty ECU or damaged data). [Defect Debouncing] Immediate. Fault healing None System reaction Power stage shut off. Failure cause Corrupted datas in the ECM, ECM internal failure. Failure repair Reprogram ECM, replace ECM. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU is detected 11 times or more. [Defect Debouncing] Defect condition fulfilled > 10 times. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0413.djvu===--- 13E-192 520446-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520447-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520448-31: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] Continuously. [Fault Detection] Internal failure of ECU and injector system failure are detected. [Defect Debouncing] Immediate. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure or injector problem. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (timeout error of monitoring module) is detected for 3 times or more. [Defect Debouncing] Defect condition fulfilled > 2 times. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (ECU-related communication error during shut-off path test) is detected for 17 times or more. [Defect Debouncing] Defect condition fulfilled > 16 times. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0414.djvu===--- 13E 13E-193 520449-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520450-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520451-31: Faulty component 'Combustion engine Control unit' Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (insufficient voltage during shut-off path test) is detect- ed for 486 times or more. [Defect Debouncing] Defect condition fulfilled > 485 times. Fault healing None System reaction None Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (improper response in the power stage feedback during shut-off path test). [Defect Debouncing] Immediate. Fault healing None System reaction None Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (setting or resetting of alarm task impossible after de- tecting a timeout problem during shut-off path test) is detected for 3 times or more. [Defect Debouncing] Defect condition fulfilled > 2 times. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0415.djvu===--- 13E-194 520452-31: Faulty component 'Combustion engine Control unit' 520453-31: Faulty component 'Combustion engine Control unit' 520454-31: Faulty component 'Combustion engine Control unit' Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (irreparable error occurred). [Defect Debouncing] Immediate. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (timeout of power stage feedback during shut-off path test) is detected for 486 times or more. [Defect Debouncing] Defect condition fulfilled > 485 times. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (overvoltage during shut-off path test) is detected for 486 times or more. [Defect Debouncing] Defect condition fulfilled > 485 times. Fault healing None System reaction Software resetting is performed. Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0416.djvu===--- 13E 13E-195 520455-31: Faulty component 'Combustion engine Control unit' 520456-31: CAN message 'Engine speed' is faulty.: Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault 520457-31: Faulty component 'Combustion engine Control unit' Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Implausible accelerator pedal voltage. Fault is detected if there is a implausi- bility between Low Idle Switch and accelerator pedal position sensor 1 volt- age. [Defect Debouncing] Debouncing of the error and setting of the test bit with 330ms. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] If the engine speed, calculated in level 2 >= 1200rpm. [Fault Detection] Internal failure of ECU (difference between level 2 engine speed and level 1 engine speed is above 400rpm) is detected for 9 times or more. [Defect Debouncing] Defect condition fulfilled continuously > 8 times. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if engine speed > 1200rpm AND rail pressure > 200 bar. [Fault Detection] Internal failure of ECU (difference between the measured value and pro- grammed value of the injection duration is above the specified value) is de- tected for 11 times or more. [Defect Debouncing] Defect condition fulfilled continuously >10 times. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0417.djvu===--- 13E-196 520458-31: Faulty component 'Combustion engine Control unit' 520459-31: Faulty component 'Combustion engine Control unit' 520461-31: Faulty component 'Combustion engine Control unit' Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Internal failure of ECU (failure of start of energization for main, pilot or post in- jection) is detected for 11 times or more. [Defect Debouncing] Defect condition fulfilled continuously >10 times. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] The energising times of the zero fuel quantity calibration are outside tolerance range defined by aminimum curve and maximum curve. [Defect Debouncing] Defect condition fulfilled continuously > 5 times. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Internal failure of ECU (amount of post-injection 2 is above the limit of 5 mg in normal mode) is detected for 11 times or more. [Defect Debouncing] Defect condition fulfilled continuously > 10 times. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0418.djvu===--- 13E 13E-197 520462-31: Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault 520463-31: Component 'A4 (Engine electronic control unit)' has an internal fault. 520464-31: Component 'A4 (Engine electronic control unit)' has an internal fault./General calibration fault Generation condition [Test Condition] Continuously. [Fault Detection] Internal failure of ECU (post-injection efficiency is out of the specified value) is detected for 21 times or more. [Defect Debouncing] Defect condition fulfilled continuously > 20 times. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] "Overrun" (= no requested fuel injection) is active since > 226- 20ms-Tasks (surge dampener could be active - gear ratio dependant - for 400ms at 1- to 400ms at 6 --> assurance, that surge dampener is no more active). "Overrun" is active if all following conditions fulfilled: Driver Demand = 0 (Accelerator Pedal request = 0). Idle speed governor not active, i.e. engine speed > 2000rpm. AND Engine start system not active, i.e. engine speed > 80rpm (which is higher). No Cruise control request OR Vehicle brake actuated > 80ms. No torque request of the vehicle dynamics control. No torque request of the gear box. No torque request by an auxiliary (e.g. A/C). [Fault Detection] Internal failure of ECU (current injector energizing duration is above the en- gine-speed-dependent limit) is detected for 21 times or more. [Defect Debouncing] Continuously 20 events. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECM internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Internal failure of ECU (correction value for main-, post- and pilot-injection is out of the specified value) is detected for 12 times or more. [Defect Debouncing] Continuously 11 events. Fault healing None System reaction ECU is reset once (no fuel injection then takes place in the engine). Failure cause ECU internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0419.djvu===--- 13E-198 520465-31: Actual value 'Rail pressure' is implausible. 520466-31: There is an internal fault in control unit 'Combustion engine Control unit'. 520469-31: Component 'A4 (Engine electronic control unit)' has an internal fault./An incorrect control unit is installed. Generation condition [Test Condition] Continuously as long as the failures are not set. [Fault Detection] Commonrail internal pressure is out of the specified value. [Defect Debouncing] Case 1 (Rail pressure > 1848bar or < 200 bar): Continuously 510ms. 2550 for Case 2 (Pressure Gradient). Fault healing None System reaction Engine ECU is reset once. Failure cause ECU internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Engine running with load (i.e. fuel quantity > 0). No engine test active. [Fault Detection] Internal failure of ECU (requested engine torque is above the maximum allow- able torque) is detected for 14 times or more. [Defect Debouncing] Continuously 13 events. Fault healing None System reaction Engine speed is limited to 1500rpm; fuel injection is suspended if 1600rpm is exceeded and the engine is shut down if its speed exceeds 1720rpm twice. Failure cause ECU internal failure or calibration error. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Engine speed > 1200rpm. [Fault Detection] Internal failure of ECU (calculated engine torque is above the maximum allow- able torque) is detected for 101 times or more. [Defect Debouncing] Defect condition exceeded cumulatively > 100 events. Failure is detected if active for 50% of events. Fault healing The calculated (inner) engine torque < max acceptable (inner) engine torque. System reaction Engine torque is limited to the maximum permissible torque. Failure cause ECU internal failure or failure in the data set calibration of ECU or another ve- hicle control unit. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0420.djvu===--- 13E 13E-199 520470-31: Signal 'NOx values' is faulty. 520473-31: Signal 'NOx values' is implausible. The value is too high. Generation condition [Test Condition] NOx measuring device (Lambda Sensor or NOx Sensor if available) working correctly, i.e. monitoring not inhibited by another failure. No other Long time failure active. Measured NOx too high. Additional failure dedicated to this Long time failure group is active by at same time for at least 10s. If one of the above conditions is no more fulfilled before reaching 10 s, the tim- er is reset and the Long time failure not activated. [Fault Detection] Measured NOx too high. Additional failure dedicated to this Long time failure group is active at same time for at least 10s. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Measured NOx inside acceptable window or additional failure dedicated to this Long time failure group no more active. System reaction No direct reaction - failure is not erasable by the tester for 9600 engine run- ning hours. Failure cause NOx Level (Hard NOx or Soft NOx) was exceeded and concurrently a failure of this system was active. Failure repair NONE - check the failure memory for other failures, which could have caused the activation of the long time failure (FID for this Long time failure group set?) and follow the repair action for that failure. If the failure was not yet validated (i.e. still in pending state), it can be erased by the tester. In case the failure was yet validated, the failure is no more erasable for 9600 engine running hours. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuous monitoring. [Fault Detection] Failure active, which is dedicated to this Long time failure group. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Additional failure dedicated to this Long time failure group no more active. System reaction No direct reaction - failure is not erasable by the tester for 9600 engine run- ning hours. Failure cause A failure of this system was active. Failure repair NONE - check the failure memory for other failures, which could have caused the activation of the long time failure (FID for this Long time failure group set?) and follow the repair action for that failure. If the failure was not yet validated (i.e. still in pending state), it can be erased by the tester. In case the failure was yet validated, the failure is no more erasable for 9600 engine running hours. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0421.djvu===--- 13E-200 520478-31: Signal 'NOx values' is implausible. The value is too high. Generation condition [Test Condition] NOx measuring device (Lambda Sensor or NOx Sensor if available) working correctly. No other Long time failure active. Measured NOx too high. Additional failure dedicated to this Long time failure group is active at same time for at least 10s. If one of the above conditions is no more fulfilled before reaching 10s, the tim- er is reset and the Long time failure not activated. [Fault Detection] Measured NOx too high. Additional failure dedicated to this Long time failure group is active at same time for at least 10s. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Measured NOx inside acceptable window or additional failure is dedicated to this LTF failure group no more active. System reaction No direct reaction - failure is not erasable by the tester for 9600 engine run- ning hours. Failure cause NOx Level (Hard NOx or Soft NOx) was exceeded and concurrently a failure of this system was active. Failure repair NONE - check the failure memory for other failures, which could have caused the activation of the long time failure (FID for this Long time failure group set?) and follow the repair action for that failure. If the failure was not yet validated (i.e. still in pending state), it can be erased by the tester. In case the failure was yet validated, the failure is no more erasable for 9600 engine running hours. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0422.djvu===--- 13E 13E-201 520479-31: Signal 'NOx values' is implausible. The value is too high. Generation condition [Test Condition] NOx measuring device (Lambda Sensor or NOx Sensor if available) working correctly, i.e. monitoring not inhibited another failure. No other Long time failure active. Measured NOx too high. Additional failure is dedicated to this Long time failure group is active at same time for at least 10s. If one of the above conditions is no more fulfilled before reaching 10s, the tim- er is reset and the Long time failure not activated. [Fault Detection] Measured NOx too high. Additional failure dedicated to this Long time failure group is active at same time for at least 10s. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Measured NOx inside acceptable window or additional failure dedicated to this Long time failure group no more active. System reaction No direct reaction - failure is not erasable by the tester for 9600 engine run- ning hours. Failure cause NOx Level (Hard NOx or Soft NOx) was exceeded and concurrently a failure of this system was active. Failure repair NONE - check the failure memory for other failures, which could have caused the activation of the long time failure (FID for this Long time failure group set?) and follow the repair action for that failure. If the failure was not yet validated (i.e. still in pending state), it can be erased by the tester. In case the failure was yet validated, the failure is no more erasable for 9600 engine running hours. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0423.djvu===--- 13E-202 520480-31: Signal 'NOx values' is implausible. The value is too high. 520486-12: Component 'Combustion engine Control unit' has an internal fault. Generation condition [Test Condition] NOx measuring device (Lambda Sensor or NOx Sensor if available) working correctly, i.e. monitoring not inhibited by another failure. No other Long time failure active. Measured NOx too high. Additional failure dedicated to this Long time failure group is active at same time for at least 10s. If one of the above conditions is no more fulfilled before reaching 10s, the tim- er is reset and the Long time failure not activated. [Fault Detection] Measured NOx too high. Additional failure dedicated to this Long time failure group is active at same time for at least 10s. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 50% of the time. Fault healing Measured NOx inside acceptable window or additional failure dedicated to this LTF failure group no more active. System reaction No direct reaction - failure is not erasable by the tester for 9600 engine run- ning hours. Failure cause NOx Level (HardNOx or Soft NOx) was exceeded and concurrently a failure of this system was active. Failure repair NONE - check the failure memory for other failures, which could have caused the activation of the long time failure (FID for this Long time failure group set?) and follow the repair action for that failure. If the failure was not yet validated (i.e. still in pending state), it can be erased by the tester. In case the failure was yet validated, the failure is no more erasable for 9600 engine running hours. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if shut off path test not active. [Fault Detection] Internal failure of ECU. [Defect Debouncing] Immediate. Fault healing No fault detected. System reaction None Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0424.djvu===--- 13E 13E-203 520487-12: Component 'Combustion engine Control unit' has an internal fault. 520488-12: Component 'Combustion engine Control unit' has an internal fault. 520489-12: Component 'Combustion engine Control unit' has an internal fault. Generation condition [Test Condition] Continuously if battery voltage > 8V and shut off path test not active. [Fault Detection] Internal failure of ECU. [Defect Debouncing] Immediate. Fault healing No undervoltage detection. System reaction None Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if shut off path test not active. [Fault Detection] Internal failure of ECU is detected for 2 times or more. [Defect Debouncing] Defect condition fulfilled continuously >1 time. Fault healing No overvoltage detection. System reaction None Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if shut off path test not active and battery voltage > 8V. [Fault Detection] Internal failure of ECU. [Defect Debouncing] Immediate. Fault healing No undervoltage detection. System reaction None Failure cause ECM internal failure. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0425.djvu===--- 13E-204 520495-12: Component 'Combustion engine Control unit' has an internal fault. 520497-0: The signal voltage of component 'Torque sensor 'Power take-off'' is too high. Generation condition [Test Condition] At ECU initialisation. [Fault Detection] Internal failure of ECU. [Defect Debouncing] Immediate. Fault healing Healing takes place if the condition for detecting the error is no longer met. System reaction None Failure cause Wrong application of the basic map for conversion of injection quantity to inner torque and vice versa. Failure repair Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The error monitoring is carried out if the PTO state of the accelerator position sensor checked a value out of the range. Or if the PTO accelerator pedal is enabled during the PTO operation. [Fault Detection] Signal from the work load sensor is above 4.4V. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing Signal from the work load sensor is below 4.4V. System reaction Substitute value zero (0) is used for the PTO load sensor. Failure cause Short circuit of sensor to battery plus or defective sensor. Failure repair Check wiring and sensor. Reference service data 045: Sensor voltage (Signal voltage of component 'Torque sensor 'Power take-off'') (raw value) 177: Position of component 'Torque sensor 'Power take-off'' Reference actuator test None Reference inspection of electrical equipment #317 Inspection of power take-off load sensor TROUBLESHOOTING ---===WSE_1506_00003_0426.djvu===--- 13E 13E-205 520497-1: The signal voltage of component 'Torque sensor 'Power take-off'' is too low. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. The error monitoring is carried out if the PTO state of the accelerator position sensor checked a value out of the range. Or if the PTO accelerator pedal is enabled during the PTO operation. [Fault Detection] Signal from the work load sensor is below 600mV. [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing Signal from the work load sensor is above 600mV. System reaction Substitute value zero (0) is used for the PTO load sensor. Failure cause Short circuit of sensor to ground or defective sensor. Failure repair Check wiring and sensor. Reference service data 045: Sensor voltage (Signal voltage of component 'Torque sensor 'Power take-off'') (raw value) 177: Position of component 'Torque sensor 'Power take-off'' Reference actuator test None Reference inspection of electrical equipment #317 Inspection of power take-off load sensor ---===WSE_1506_00003_0427.djvu===--- 13E-206 520499-20: The fuel pressure in the metering device is too low. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. Pressure control by metering unit. The high pressure pump delivery quantity > max engine speed dependant quantity (from 8200 mm3/s at 800rpm to 34830 mm3/s at 3900rpm) for MeUn Control. [Fault Detection] Actual rail pressure is below the targeted value. [Defect Debouncing] Defect condition fulfilled continuously >1000ms. Fault healing None System reaction None Failure cause Leakage in the high pressure system: Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve. Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. Failure repair 1) Check low pressure system for clogging (specially fuel filter). 2) Check tubing between pre supply and gear pump. 3a) Check that the relay of the pre-supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following below procedure. 4a) Ensure that engine is not running. 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters /minute with +-10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a). 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble found so far, replace PCV. Reference service data 025: Rail pressure 029: Rail pressure ( Differential pressure ) 030: Rail pressure (specified value) Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) TROUBLESHOOTING ---===WSE_1506_00003_0428.djvu===--- 13E 13E-207 520500-0: The rail pressure is too low. / Check fuel high pressure circuit for leaktightness. Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking and 2s after engine startup. Monitoring not inhibited by another failure. Fuel tank not empty. Pressure control by metering unit. The high pressure pump delivery quantity > engine speed dependant quantity (from 9200 mm3/s at 1000rpm to 34330 mm3/s at 4800rpm). [Fault Detection] Actual rail pressure is below the targeted value. [Defect Debouncing] Defect condition fulfilled continuously >260ms. Fault healing None System reaction None Failure cause Leakage in the high pressure system: Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve. Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. Failure repair 1) Check low pressure system for clogging (specially fuel filter). 2) Check tubing between pre supply and gear pump. 3a) Check that the relay of the pre-supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following below procedure. 4a) Ensure that engine is not running. 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters /minute with +-10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a). 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble found so far, replace PCV. Reference service data 025: Rail pressure 029: Rail pressure ( Differential pressure ) 030: Rail pressure (specified value) Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) ---===WSE_1506_00003_0429.djvu===--- 13E-208 520500-16: The fuel pressure in the system is too high. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. Pressure control by metering unit. Fuel injection quantity > 2.5mg/hub and desired fuel flow of MeUn <= -2100 mm3/s and fuel temperature > 9.96°C. [Fault Detection] Actual rail pressure is above the targeted value. [Defect Debouncing] Defect condition fulfilled continuously >3000ms. Fault healing None System reaction None Failure cause Metering unit stuck in open position, zero-delivery throttle clogged, metering unit without power due to electrical error. Low pressure side: Pressure after zero-delivery throttle too high (Pump back- flow pressure too high). Failure repair Check metering Unit (MeUn), if closing (PWM = 100%). Check electric wiring to PCV and MeUn. Check low pressure fuel tubes. Check zero delivery valve for correct working. Reference service data 025: Rail pressure 029: Rail pressure (Differential pressure) 030: Rail pressure (specified value) Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) TROUBLESHOOTING ---===WSE_1506_00003_0430.djvu===--- 13E 13E-209 520500-20: The fuel pressure in the system is too low. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. Pressure control by metering unit. Monitoring only active if requested by another failure. Desired fuel quantity for MeUn Control > engine speed dependant maximum set point (i.e. required quantity rises due to too low measured fuel pressure). [Fault Detection] Actual rail pressure is below the targeted value. [Defect Debouncing] Defect condition fulfilled continuously >750ms. Fault healing None System reaction None Failure cause Leakage in the high pressure system: Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve. Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. Failure repair 1) Check low pressure system for clogging (specially fuel filter). 2) Check tubing between pre supply and gear pump. 3a) Check that the relay of the pre-supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following below procedure. 4a) Ensure that engine is not running. 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters /minute with +-10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a). 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble found so far, replace PCV. Reference service data 025: Rail pressure 029: Rail pressure (Differential pressure) 030: Rail pressure (specified value) Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) ---===WSE_1506_00003_0431.djvu===--- 13E-210 520502-0: The rail pressure is too low. / Component 'Pressure regulating valve in rail' is faulty. 520502-1: The rail pressure is too low. / Check fuel high pressure circuit. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. Pressure control by metering unit. [Fault Detection] Actual rail pressure is above the threshold. [Defect Debouncing] Defect condition fulfilled continuously >300ms. Fault healing None System reaction None Failure cause Metering unit stuck in open position, zero-delivery throttle clogged, metering unit without power due to electrical error. Low pressure side: Pressure after zero-delivery throttle too high (Pump back- flow pressure too high). Failure repair Check metering Unit (MeUn), if closing (PWM = 100%). Check electric wiring to PCV and MeUn. Check low pressure fuel tubes. Check zero delivery valve for correct working. Reference service data 025: Rail pressure 029: Rail pressure (Differential pressure) 030: Rail pressure (specified value) Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. Pressure control by metering unit. [Fault Detection] Actual rail pressure is below theminimum value. [Defect Debouncing] Defect condition fulfilled continuously >300ms. Fault healing None System reaction None Failure cause Leakage in the high pressure system: Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve. Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. Failure repair 1) Check low pressure system for clogging (specially fuel filter). 2) Check tubing between pre supply and gear pump. 3a) Check that the relay of the pre-supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following below procedure. 4a) Ensure that engine is not running. 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters /minute with +-10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a). 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble found so far, replace PCV. Reference service data 025: Rail pressure 029: Rail pressure ( Differential pressure ) 030: Rail pressure (specified value) Reference actuator test 001: FMU (Fuel Metering device) Reference inspection of electrical equipment #572 Inspection of FMU (fuel metering unit) TROUBLESHOOTING ---===WSE_1506_00003_0432.djvu===--- 13E 13E-211 520503-15: The rail pressure is too low. Check fuel high pressure circuit for leaktightness. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. Monitoring only active if requested by another failure. Control output for PCV > Desired fuel pressure dependant maximum limit. [Fault Detection] Actual rail pressure is below the targeted value. [Defect Debouncing] Defect condition fulfilled continuously >750ms. Fault healing None System reaction None Failure cause Leakage in the high pressure system: Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve. Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. Failure repair 1) Check low pressure system for clogging (specially fuel filter). 2) Check tubing between pre supply and gear pump. 3a) Check that the relay of the pre-supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following below procedure. 4a) Ensure that engine is not running 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters /minute with +-10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a). 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble found so far, replace PCV. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None ---===WSE_1506_00003_0433.djvu===--- 13E-212 520503-16: The rail pressure is too high. Component 'Pressure limiting valve in rail' is faulty. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. [Fault Detection] Actual rail pressure is above the threshold. [Defect Debouncing] Defect condition fulfilled continuously >240ms. Fault healing None System reaction None Failure cause Pressure Control Valve (PCV) stuck in close position, Additional current through PCV due to electric problem in wiring, Return flow tube from PCV clogged. Metering Unit (MeUn) stuck in full feeding position. No electrical power to metering unit. Failure repair Check PCV for opening (PWM=0% --> no pressure). Check wiring harness for "external" electric power (short circuit). Check return tube from PCV to tank for clogging. Check metering Unit for 0-delivery (PWM=100% --> no delivery). Check wiring for metering unit for partial short circuit (current by-passes Me- Un). Check 0-delivery valve of CP. Check return flow tube from zero delivery valve to tank for clogging. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0434.djvu===--- 13E 13E-213 520503-18: The minimum pressure was not reached. Check fuel high pressure circuit for leaktightness. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. [Fault Detection] Actual rail pressure is below the threshold. [Defect Debouncing] Defect condition fulfilled continuously >300ms. Fault healing None System reaction None Failure cause Leakage in the high pressure system: Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve. Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. Failure repair 1) Check low pressure system for clogging (specially fuel filter). 2) Check tubing between pre supply and gear pump. 3a) Check that the relay of the pre-supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following below procedure. 4a) Ensure that engine is not running. 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters /minute with +-10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a). 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble found so far, replace PCV. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None ---===WSE_1506_00003_0435.djvu===--- 13E-214 520503-20: The rail pressure is too low. / Check fuel high pressure circuit for leaktightness. 520503-21: The rail pressure is too high. / Component 'Pressure limiting valve in rail' is faulty. Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. [Fault Detection] Actual rail pressure is below the targeted value. [Defect Debouncing] Defect condition fulfilled continuously >800ms. Fault healing None System reaction None Failure cause Leakage in the high pressure system: Injection nozzle stuck in open position, low efficiency of high pressure pump, internal leakage of injector, leaking pressure control valve. Too low pressure at high pressure pump inlet due clogged filter, leaking low pressure tubes, electric pre supply pump defective or gear pump defective. Failure repair 1) Check low pressure system for clogging (specially fuel filter). 2) Check tubing between pre supply and gear pump. 3a) Check that the relay of the pre-supply pump is actuating. 3b) Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet) following below procedure. 4a) Ensure that engine is not running. 4b) Remove fuel line after pre supply pump and feed to a measuring jar. 4c) Turn on ignition for 30 seconds and collect supplied fuel in measuring jar. Turn off ignition. 4d) Indication for good performance of pre supply pump: 2 liters /minute with +-10% tolerance. 4e) Check tubing of pre supply pump for clogged tubes (dismount and use compressed air). 4f) If tubing is ok, replace pre supply pump and repeat from 3a) 4g) Remount fuel line. 5) Check high pressure part for leakages (internal / external). 6) Check injector pipes for tightness. 7) If no trouble found so far, replace PCV. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring not inhibited by another failure. Fuel tank not empty. PCV governor output in open position. [Fault Detection] Actual rail pressure is above the targeted value. [Defect Debouncing] Defect condition fulfilled continuously >1000ms. Fault healing None System reaction None Failure cause Pressure Control Valve (PCV) stuck in close position, additional current though PCV due to electric problem in wiring, return flow tube from PCV clogged. Failure repair Check PCV for opening (PWM=0% --> no pressure). Check wiring harness for "external" electric power (short circuit). Check return tube from PCV to tank for clogging. Reference service data 076: Specified value of component 'Pressure regulating valve in rail' 077: Specified value of component 'FMU (Fuel Metering device)' 078: PWM signal of component 'FMU (Fuel Metering device)' Reference actuator test 001: FMU (Fuel Metering device) 002: Pressure regulating valve in rail Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0436.djvu===--- 13E 13E-215 520509-2: The EEPROM data in component 'Combustion engine Control unit' are faulty. 520510-2: The EEPROM data in component 'Combustion engine Control unit' are faulty. 520511-2: The EEPROM data in component 'Combustion engine Control unit' are faulty. Generation condition [Test Condition] During ECM start up. [Fault Detection] Internal failure of ECU (invalid variant identifier). [Defect Debouncing] Immediate. Fault healing None System reaction Master dataset is used. Failure cause Dataset not correct. Failure repair Check programmed dataset. Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Error when writing the correct data during coding. [Defect Debouncing] Immediate. Fault healing None System reaction Master dataset is used. Failure cause Dataset incorrect, possibly not compatible with End of Line application. Failure repair Check programmed dataset. Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] During ECM start up. [Fault Detection] Coding data cannot be read correctly from EEPROM. [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is set from OFF to ON position. System reaction Master dataset is used. Failure cause ECM End of line programming not correctly completed. Failure repair Check programmed dataset. Replace ECU. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0437.djvu===--- 13E-216 520512-12: There is an internal fault in control unit 'Combustion engine Control unit'. 520513-12: There is an internal fault in control unit 'Combustion engine Control unit'. 520514-12: There is an internal fault in control unit 'Combustion engine Control unit'. Generation condition [Test Condition] None [Fault Detection] Internal failure of ECU. [Defect Debouncing] None Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction ECU is reset (which may be accompanied by transient flashing of instrument panel lights and disappearance of meter cluster displays). Failure cause Electronic disturbances, various hardware defects (ECU internal) or configura- tion problems. Failure repair Analyze what error triggered the recovery (Read out label Recovery and com- pare the value with the according table). If error occurs repeatedly, reprogram EDC. If error remains, replace EDC. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] None [Fault Detection] Internal failure of ECU. [Defect Debouncing] None Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction ECU is reset (which may be accompanied by transient flashing of instrument panel lights and disappearance of meter cluster displays). Failure cause Electronic disturbances, various hardware defects (ECU internal) or configura- tion problems. Failure repair Analyze what error triggered the recovery (Read out label Recovery and com- pare the value with the according table). If error occurs repeatedly, reprogram EDC. If error remains, replace EDC. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] None [Fault Detection] Internal failure of ECU. [Defect Debouncing] None Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction ECU is reset (which may be accompanied by transient flashing of instrument panel lights and disappearance of meter cluster displays). Failure cause Electronic disturbances, various hardware defects (ECU internal) or configura- tion problems. Failure repair Analyze what error triggered the recovery (Read out label Recovery and com- pare the value with the according table). If error occurs repeatedly, reprogram EDC. If error remains, replace EDC. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0438.djvu===--- 13E 13E-217 520561-0: Engine start: The maximum number of operating cycles has been exceeded. 520569-31: Component 'DUONIC Control unit' reports an implausible gear. Generation condition [Test Condition] Monitoring is active while the battery voltage is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded, if none of the CAN controllers is in bus-off state, 2s after last CAN controller is no more in bus-off state and if the ECU is not in afterrun. Continuously. [Fault Detection] Number of engine starting is above the specified value (350, 000 times). [Defect Debouncing] Defect condition exceeded cumulatively > 500ms. Failure is detected if active for 25% of the time. Fault healing None System reaction Normal control is continued. Failure cause Number of engine starts exceeded, starter and possibly other component rele- vant for engine start reached end of life. Failure repair Replace starter (and other specified components defined as relevant for en- gine start) and reset weighted number of starts (Routine control $0274: Reset of engine start counter value). Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] CAN communication from DUONIC ECU is faulty (timeout). Error signal (improper gear position) is received. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction Default values are used for DUONIC data. Failure cause ETC2 message from AMT transmission is disabled or AMT problem with gear recognition. Failure repair Check if dataset in ECU is compatible to AMT transmission, check AMT for gear recognition problem. Reference service data 155: Neutral position 156: Actual gear Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0439.djvu===--- 13E-218 520570-31: System information (Limitation of engine power) 520571-31: System information (Limitation of engine power) 520572-31: System information (Limitation of engine power) Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0440.djvu===--- 13E 13E-219 520573-31: System information (Limitation of engine power) 520574-31: System information (Limitation of engine power) 520575-31: System information (Limitation of engine power) Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0441.djvu===--- 13E-220 520576-31: System information (Limitation of engine power) 520577-31: System information (Limitation of engine power) 520588-12: The electrical fuse of component 'Instrument cluster' is defective. Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Continuously if monitor not inhibited by another failure. [Fault Detection] Engine output is limited. (Check the diagnosis code(s) generated simultane- ously and perform troubleshooting according to that code(s).). [Defect Debouncing] Immediate. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause A failure is requested the performance limiter. Failure repair See leading failure. Reference service data None Reference actuator test None Reference inspection of electrical equipment None Generation condition [Test Condition] Monitoring is active if the ECU is not in afterrun. [Fault Detection] Acceleration is slower than the specified value. [Defect Debouncing] Defect condition exceeded cumulatively > 220ms. Failure is detected if active for 50% of the time. Fault healing If the signal returns to normal when the starter switch is in ON position. System reaction None Failure cause Instrument cluster fuse burned or removed. Failure repair Check instrument cluster fuse. Check instrument cluster is running correctly. Reference service data None Reference actuator test None Reference inspection of electrical equipment None TROUBLESHOOTING ---===WSE_1506_00003_0442.djvu===--- 13E 13E-221 520598-31: The accelerator pedal and brake pedal were operated by the driver simultaneously. (History) 520614-9: CAN bus OFF fault Generation condition [Test Condition] Engine speed > 600rpm. Vehicle speed > 2km/h. Vehicle speed acquisition intact. [Fault Detection] If the implausibility of accelerator pedal position with brake is detected then the error path will be set. [Defect Debouncing] Immediate. Fault healing Implausibility no more detected. System reaction None Failure cause Pedal state recognigtion defective or driver is pressing brake and accelerator at the same time. Failure repair Check brake pedal switch. Reference service data 037: Signal voltage of component 'Position sensor 'Accelerator pedal'1' 038: Signal voltage of component 'Position sensor 'Accelerator pedal'2' 140: Position of brake pedal Reference actuator test None Reference inspection of electrical equipment #324 Inspection of accelerator pedal position sensor #042 Inspection of stop lamp switch Generation condition [Test Condition] Monitoring is active 2s after ECU initialization while engine isn't running yet, while the engine isn't cranking, 2s after engine startup, while the battery volt- age is over 9V, as long as the battery voltage is over 9V and 2s after this threshold has been exceeded and if the ECU is not in afterrun. Continuously. [Fault Detection] Time out for the DD CAN frame is detected. [Defect Debouncing] Defect condition fulfilled continuously >500ms. Fault healing No timeout for DD message detected. System reaction Default value for tank level is used: 0.00%. Failure cause Defective CAN controller of Dash Display, CAN cable disconnected or broken. Short circuit in wiring. Failure repair Check presence and correct connection of the Dash Display to the network, Check correct functioning of the CAN controller. Check wiring. Reference service data None Reference actuator test None Reference inspection of electrical equipment None ---===WSE_1506_00003_0443.djvu===--- 13E-222 2. FUSO Diagnostics Service Data (Actual values) The contents of FUSO Diagnostics are updated to improve without any notice. When there is any difference be- tween the FUSO Diagnostics and the workshop manual, check the latest information with the FUSO Diagnostics. [Current value group: Temperature values] No. Description Value Explanation 002 Temperature at component 'Boost pres- sure / Temperature sensor' Intake air temperatures detected by boost pressure and boost temperature sensor will be indicated. Ignition ON (in cold engine): At ambient tempera- ture. [Related parts] Boost pressure and temperature sensor 003 Temperature at component 'Air mass flow rate / Intake air temperature sensor' Intake air temperatures detected by air flow and intake air temperature sensor will be indicated. Ignition ON (in cold engine): At ambient tempera- ture. [Related parts] Air flow and intake air temperature sensor 005 Temperature in component 'Diesel oxida- tion catalytic converter' Internal temperature of oxidation catalyst before diesel particulate filter calculated by engine electronic control unit will be indicated. During parked diesel particulate filter regeneration: About 600°C. [Related parts] Exhaust gas temperature sensor 1. Engine electronic control unit. 006 Temperature in component 'DPF' Internal temperature of diesel particulate filter calculat- ed by engine electronic control unit will be indicated. During parked diesel particulate filter regeneration: About 600°C. [Related parts] Exhaust gas temperature sensor 2. Engine electronic control unit. 007 Exhaust temperature upstream of diesel oxidation catalytic converter Exhaust gas temperature upstream of pre-diesel par- ticulate filter oxidation catalyst from exhaust gas tem- perature sensor 1 is indicated. Ignition ON (in cold engine): At ambient tempera- ture. [Related parts] Exhaust gas temperature sensor 1. 008 Exhaust temperature upstream of diesel particulate filter Exhaust gas temperatures measured on up-stream side of diesel particulate filter by exhaust temperature sensor 2 will be indicated. Ignition ON (in cold engine): At ambient tempera- ture. [Related parts] Exhaust gas temperature sensor 2. 009 Fuel temperature Fuel temperatures detected by fuel temperature sensor will be indicated. Ignition ON (in cold engine): At ambient tempera- ture. [Related parts] Fuel temperature sensor. 010 Temperature at component 'Lambda con- trol tester' Exhaust gas temperatures detected by O 2 sensor (lambda sensor) will be indicated. Before heating: 604°C In operation: 815°C [Related parts] Lambda sensor. 011 Temperature at component 'SCR catalyt- ic converter (BACK)' Unused 012 Temperature at component 'SCR catalyt- ic converter (FORWARD)' Unused 013 Temperature at component 'AdBlue ® tank' Unused °C °C °C °C °C °C °C °C °C °C °C TROUBLESHOOTING ---===WSE_1506_00003_0444.djvu===--- 13E 13E-223 [Current value group: Pressure values] 014 Temperature at component 'Combustion engine Control unit' Internal temperatures of engine electronic control unit will be indicated. Ignition ON (in cold engine): At ambient tempera- ture. [Related parts] Engine electronic control unit. 015 Ambient temperature Unused 016 Coolant temperature Engine coolant temperatures detected by water tem- perature sensor will be indicated. Standard: 95°C or less <Except cold regions>. [Related parts] Water temperature sensor. No. Description Value Explanation 017 Boost pressure Signal voltage detected by boost pressure sensor sec- tion of boost pressure and temperature sensor will be indicated. During idling: At barometric pressure. [Related parts] Boost pressure and temperature sensor. 020 Pressure differential in diesel particulate filter (Correction values) Differential pressure of diesel particulate filter calculat- ed by engine electronic control unit will be indicated. [Related parts] Diesel particulate filter differential pressure sensor. Engine electronic control unit. 021 Pressure differential in diesel particulate filter Differential pressure across diesel particulate filter de- tected by diesel particulate filter differential pressure sensor will be indicated. [Related parts] Diesel particulate filter differential pressure sensor. 022 Pressure differential of component 'DPF' Pressure difference between upstream side of oxida- tion catalyst before diesel particulate filter and down- stream side of diesel particulate filter detected by diesel particulate filter differential sensor will be indicat- ed. [Related parts] Diesel particulate filter differential pressure sensor. 023 Engine oil pressure Engine oil pressure detected by engine oil pressure switch will be indicated. Ignition ON: 0kPa Engine running: 1000kPa [Related parts] Oil pressure switch. 024 Boost pressure (Specified value) Target value of turbocharger boost pressure calculated by engine electronic control unit will be indicated. During idling: At barometric pressure. [Related parts] Engine electronic control unit. 025 Rail pressure Actual measurements of common rail pressure taken by common rail pressure sensor will be indicated. [Related parts] Pressure sensor. 026 Pressure of component 'AdBlue ® deliv- ery pump' Unused. 027 Ambient pressure Atmospheric pressure will be indicated. [Related parts] Atmospheric pressure sensor (built in engine elec- tronic control unit). 028 Boost pressure ( Differential pressure ) Deviation of actual value from target value for turbo- charger boost pressure will be indicated. [Related parts] Boost pressure and temperature sensor. No. Description Value Explanation °C °C °C kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa ---===WSE_1506_00003_0445.djvu===--- 13E-224 [Current value group: Voltage values] 029 Rail pressure ( Differential pressure ) Deviation of actual value from target value for common rail pressure will be indicated. [Related parts] Pressure sensor. 030 Rail pressure (specified value) Pressure demanded by pressure regulation valve will be indicated. [Related parts] Pressure sensor. No. Description Value Explanation 031 Battery voltage Battery voltage will be indicated. Standard value: 8 to 15V [Related parts] Battery. Signal detect and actuation modules. 032 Operating state of component 'Lambda control tester' (Heater ON) Signals (duty values) used to operate heater of O 2 sen- sor (lambda sensor) will be indicated. Heater warms up the value of the lambda sensor is increased. If there is no variation in the value of the defect or sensor heater is not warmed might have occurred. [Related parts] Lambda sensor. 033 Signal voltage from pressure sensor of component 'Boost pressure / Tempera- ture sensor' Signal voltage detected by boost pressure sensing section of boost pressure and temperature sensor will be indicated. [Related parts] Boost pressure and temperature sensor. 034 Signal voltage of component 'Air mass flow rate / Intake air temperature sensor' ( Temperature sensors ) Signal voltage detected by intake air temperature sens- ing section of airflow and intake air temperature sensor will be indicated. [Related parts] Air flow and intake air temperature sensor. 036 Signal voltage of component 'Boost pres- sure / Temperature sensor' ( Tempera- ture sensors ) Signal voltage (estimation) detected by boost tempera- ture sensing section of boost pressure and tempera- ture sensor will be indicated. [Related parts] Boost pressure and temperature sensor. 037 Signal voltage of component 'Position sensor 'Accelerator pedal'1' Signal voltage output by accelerator pedal position sensor 1 will be indicated. Standard value:1.1 to 4.6 V [Related parts] Accelerator pedal position sensor 1. 038 Signal voltage of component 'Position sensor 'Accelerator pedal'2' Signal voltage output by accelerator pedal position sensor 2 will be indicated. (Output characteristic of ac- celerator pedal position sensor 2 is different from that of sensor 1.). Standard value:0.5 to 2.35 V [Related parts] Accelerator pedal position sensor 2. 039 Signal voltage of component 'Atmospher- ic pressure sensor' Signal voltage from atmospheric pressure sensor (built in engine electronic control unit) will be indicated. [Related parts] Atmospheric pressure sensor (built in engine elec- tronic control unit). 040 Signal voltage of component 'Intake air temperature / Air humidity sensor' ( Tem- perature sensors ) Unused. 041 Sensor voltage (Pressure differential in diesel particulate filter) (raw value) Signal voltage (estimation) from diesel particulate filter differential pressure sensor will be indicated. [Related parts] Diesel particulate filter differential pressure sensor. No. Description Value Explanation kPa kPa V % V V V V V V V V TROUBLESHOOTING ---===WSE_1506_00003_0446.djvu===--- 13E 13E-225 [Current value group: Speed values] [Current value group: Air mass] 043 Signal voltage of component 'Tempera- ture sensor Exhaust system1' Signal voltage (estimation) from exhaust gas tempera- ture sensor 1 will be indicated. [Related parts] Exhaust gas temperature sensor 1. 044 Signal voltage of component 'Intake air temperature / Air humidity sensor' (Air humidity sensor) Unused. 045 Sensor voltage ( Signal voltage of com- ponent 'Torque sensor 'Power take-off'' ) (raw value) Signal voltage (estimated) from power take-off load sensor will be indicated. [Related parts] Power take-off load sensor. 046 Signal voltage of component 'Idle speed control Volume control' Unused. No. Description Value Explanation 047 Engine speed Engine speed will be indicated. Idling speed (no load minimum speed): 650 1/min Idle-up: 825 to 850 1/min Diesel particulate filter automatic regeneration: 800 1/min Diesel particulate filter parked regeneration: 1500 1/ min Actuator test "011 Regeneration of diesel particulate filter" when used: 1500 1/min [Related parts] Engine speed sensor. 051 Transmission ratio Unused. 052 Vehicle speed Current vehicle speed will be indicated. [Related parts] Vehicle speed sensor. No. Description Value Explanation 053 Air mass flow rate (Actual value) Total flow rate (m 3 /s) of intake air detected by airflow sensor will be indicated. [Related parts] Air flow and intake air temperature sensor. 054 Air mass flow rate (Specified value) Target value of intake air volume for each cylinder will be indicated (for use in exhaust gas recirculation con- trol). [Related parts] Air flow and intake air temperature sensor. 055 Air mass flow rate (Cylinder) Amount of air (m 3 /s) taken in each cylinder during one cycle engine operation (detected by airflow sensor) will be indicated. [Related parts] Air flow and intake air temperature sensor. 056 Humidity of intake air Unused. 057 Lambda value Lambda value detected by lambda sensor will be indi- cated. (When confirm the service data, it is confirmed that the lambda sensor is functioning at "010 Temperature at component 'Lambda control tester'" in advance.) [Related parts] Lambda sensor. No. Description Value Explanation V V V V 1/min - km/h kg/h kg kg % - ---===WSE_1506_00003_0447.djvu===--- 13E-226 [Current value group: Injection quantity] No. Description Value Explanation 063 Required fuel quantity for post injection Demanded post-injection amount ([mg/hub] = [mg/cy- cle]) will be indicated. [Related parts] Injector. Engine electronic control unit. 064 Injection quantity (Adjustment value) Fuel injection amount calculated based on electric cur- rent value will be indicated. Fuel injection amount: 3.0000 to 10.0000 mg/hub. [Related parts] Injector. Engine electronic control unit. 065 Injection quantity (Raw values) Fuel injection amount calculated based on injector op- eration time will be indicated. Fuel injection amount: 3.0000 to 10.0000 mg/hub. [Related parts] Injector. Engine electronic control unit. 066 Current injection quantity Current fuel injection amount will be indicated. (Check- ing of actual fuel injection amount is performed using this value as the fuel injection quantity (control value) and fuel injection quantity (pre-process value) are both the values calculated by engine electronic control unit.) ([mg/hub] = [mg/cycle]). Fuel injection amount: 3.0000 to 10.0000 mg/hub. [Related parts] Injector. Engine electronic control unit. 067 Fuel in engine oil Amount of fuel merged into engine oil which has been calculated by engine electronic control unit will be indi- cated. Normal value: 400000mg or less [Related parts] Engine electronic control unit. 070 Correction value of fuel quantity (Cylinder 1) Correction value of injection quantity of injector 1 will be indicated. Normal: if all of actual measurements No. 70 to 73 are nearly in accordance with the standard. Abnormal: if any one of actual measurements No. 70 to 73 deviates extremely from the standard. [Related parts] Injector 1. 071 Correction value of fuel quantity (Cylinder 3) Correction value of injection quantity of injector 2 will be indicated. Normal: if all of actual measurements No. 70 to 73 are nearly in accordance with the standard. Abnormal: if any one of actual measurements No. 70 to 73 deviates extremely from the standard. [Related parts] Injector 2. 072 Correction value of fuel quantity (Cylinder 4) Correction value of injection quantity of injector 3 will be indicated. Normal: if all of actual measurements No. 70 to 73 are nearly in accordance with the standard. Abnormal: if any one of actual measurements No. 70 to 73 deviates extremely from the standard. [Related parts] Injector 3. 073 Correction value of fuel quantity (Cylinder 2) Correction value of injection quantity of injector 4 will be indicated. Normal: if all of actual measurements No. 70 to 73 are nearly in accordance with the standard. Abnormal: if any one of actual measurements No. 70 to 73 deviates extremely from the standard. [Related parts] Injector 4. mg/hub mg/hub mg/hub mg/hub kg mg/hub mg/hub mg/hub mg/hub TROUBLESHOOTING ---===WSE_1506_00003_0448.djvu===--- 13E 13E-227 [Current value group: Travel distance] [Current value group: hours] [Current value group: Diesel particulate filter] 074 Soot content (Engine oil) Amount of soot merged into engine oil which has been calculated by engine electronic control unit will be indi- cated. [Related parts] Engine electronic control unit. 075 Status of component 'Relay 'Fuel pump'' ON/OFF Whether or not electromagnetic high pressure pump is actuated by engine electronic control unit will be indi- cated. ON: High pressure pump is in operation. OFF: High pressure pump is not in operation. [Related parts] High pressure pump. Engine electronic control unit. 076 Specified value of component 'Pressure regulating valve in rail' Electric current value demanded by pressure regula- tion valve will be indicated. [Related parts] Pressure regulation valve. 077 Specified value of component 'FMU (Fuel Metering device)' Electric current value demanded by pressure regula- tion valve will be indicated. [Related parts] Pressure regulation valve. 078 PWM signal of component 'FMU (Fuel Metering device)' PWM outputs to common rail pressure control valve will be indicated. [Related parts] Pressure regulation valve. No. Description Value Explanation 089 Main odometer reading on deactivation 1 Unused. No. Description Value Explanation 099 Time since engine start Engine operating time will be indicated. [Related parts] Engine electronic control unit. 100 Measurement value of oil dilution during regeneration of diesel particulate filter Oil dilution measurement time during diesel particulate filter regeneration will be indicated. With older than 136800sec Engine electronic control unit to generate is determined that a fault diagnosis code. [Related parts] Engine electronic control unit. No. Description Value Explanation 101 Efficiency of SCR catalytic converter (Raw values) Unused. 102 Efficiency of SCR catalytic converter (Measured value) Unused. 104 Ash content of diesel particulate filter Amount of ash accumulated on diesel particulate filter will be indicated. Normal value:200g or less [Related parts] Engine electronic control unit. No. Description Value Explanation kg A A % km min s - - kg ---===WSE_1506_00003_0449.djvu===--- 13E-228 [Current value group: EGR] 105 Soot content of diesel particulate filter Amount (calculated value) of soot accumulated on in- ner side of diesel particulate filter will be indicated. 15g or less: Diesel particulate filter regeneration is stopped. More than 42g: Diesel particulate filter automatic re- generation is started. More than 52g: Diesel particulate filter parked re- generation is possible. More than 65g: Particulate matter (PM) is over-de- posited and diagnosis code is generated. [Related parts] Engine electronic control unit. 106 Status of regeneration Normal mode/ Automatic regenera- tion 1/ Automatic regenera- tion 2/ Automatic regenera- tion 3/ Emergency operation mode/ Parked regeneration 1/ Parked regeneration 2 Regeneration control condition of diesel particulate fil- ter will be indicated. Normal mode: Normal mode. Automatic regeneration 1: Diesel particulate filter automatic regeneration without post-injection. Automatic regeneration 2: Diesel particulate filter automatic regeneration with post-injection (automat- ically controlled). Automatic regeneration 3: Diesel particulate filter automatic regeneration with post-injection (con- trolled by governor). (Emergency mode): Emergent operation mode with diesel particulate filter loaded with excessive amount of accumulation (without exhaust gas recir- culation). Parked regeneration: Parked regeneration 1: Parked diesel particulate filter regeneration (not ac- companied by post-injection). Parked regeneration: Parked regeneration 2: Parked diesel particulate filter regeneration (fol- lowed by post-injection and controlled by governor). [Related parts] Engine electronic control unit. No. Description Value Explanation 107 Position of exhaust gas recirculation con- troller (raw value) Exhaust gas recirculate actuator opening (target value) of the engine electronic control unit has requested will be indicated. [Related parts] Exhaust gas recirculation actuator. 108 NOx values (Raw values) Unused. 112 Smoke limit Fuel injection limitation amount for smoke reduction will be indicated. [Related parts] Engine electronic control unit. 113 Exhaust gas volume flow rate Calculated exhaust volume flow rate (m 3 /s) inside par- ticulate filter will be indicated. [Related parts] Engine electronic control unit. 114 Position of exhaust gas recirculation po- sitioner (actual value) Exhaust gas recirculate actuator opening (actual value) will be indicated. Actuator opening: 5.000 to 95.00% [Related parts] Exhaust gas recirculate actuator. 115 NOx values Unused. 116 Fill level of NOx storage catalytic convert- er (NH3) Estimated amount of ammonia (NH 3 ) inside catalytic converter will be indicated. [Related parts] Engine electronic control unit. No. Description Value Explanation kg % ppm mg/hub m 3 /h % ppm kg TROUBLESHOOTING ---===WSE_1506_00003_0450.djvu===--- 13E 13E-229 [Current value group: Turbocharger] [Current value group: BlueTec ® ] 118 Status of component 'Lambda control tester' Activation/ NOT ACTIVATED Operation status of O 2 sensor (lambda sensor) will be indicated. Activation: Sensor unit activation. NOT ACTIVATED: Sensor unit not activated. [Related parts] Lambda sensor. No. Description Value Explanation 119 Position of component 'Turbocharger' ( Actual value ) Actual measurements of turbocharger vacuum modula- tor opening will be indicated. [Related parts] Vacuum modulator. 120 Position of component 'Turbocharger' ( Specified value ) Target value of turbocharger vacuum modulator open- ing will be indicated. [Related parts] Vacuum modulator. 121 PWM signal of component 'Actuator in turbocharger' Driving opening of turbocharger vacuum modulator will be indicated. Driving opening: 5.000 to 95.00%. [Related parts] Vacuum modulator. No. Description Value Explanation 122 Current AdBlue ® metering quantity Unused. 123 Requested AdBlue ® metering amount Unused. 124 Total AdBlue ® consumption Unused. 125 Fill level of AdBlue ® tank Unused. 126 Status of AdBlue ® fill level OK/NG Unused. 128 Status of component 'AdBlue ® heating el- ement' ACTIVE/ NOT ACTIVE Unused. 129 Status of component 'Heating element of AdBlue ® tank' ACTIVE/ NOT ACTIVE Unused. 130 AdBlue ® Delivery pump electric motor (Specified value ) Unused. 131 AdBlue ® Delivery pump electric motor (Measured value ) Unused. 132 Status of component 'AdBlue ® Reverting valve' (Input signal) Unused. 133 Status of component 'AdBlue ® Reverting valve' (Output signal) Unused. 134 Status of component "AdBlue ® level sen- sor" Unused. 135 Status of oxygen sensor heater ACTIVE/ NOT ACTIVE Operation status of lambda sensor heater will be indi- cated. ACTIVE: Lambda sensor heater is in operation (af- ter warming-up being completed). NOT ACTIVE: Lambda sensor heater is not in oper- ation (warming-up in progress, waiting for dew point temperature being reached). [Related parts] Lambda sensor. 136 Status of AdBlue ® metering Unused. No. Description Value Explanation % % % g/s g/s kg % % % % ---===WSE_1506_00003_0451.djvu===--- 13E-230 [Current value group: Engine brake] No. Description Value Explanation 111 Position of component 'Engine brake So- lenoid valve' Exhaust brake valve position will be indicated. (A value exceeding 90% will be indicated because of operation of engine brake.) [Related parts] Exhaust brake valve. 137 Engine brake Switches ON/OFF Status of exhaust brake switch will be indicated. OFF: Exhaust brake switch (engine brake) in OFF position. ON: Exhaust brake switch (engine brake) in ON po- sition. [Related parts] Combination switch (exhaust brake switch). Signal detect and actuation modules. 138 Engine Brake ON/OFF Current status of engine brake will be indicated accord- ing to requests by engine electronic control unit. OFF: No request made for engine brake operation. ON: Request for engine brake operation made. [Related parts] Combination switch (exhaust brake switch). Exhaust brake valve. Signal detect and actuation modules. 139 Parking brake ON/OFF Status of parking brake will be indicated. Parking brake applied: ON. Parking brake not applied: OFF. [Related parts] Parking brake switch. Signal detect and actuation modules. 140 Position of brake pedal ON/OFF Status of brake switch will be indicated. ON: Brake pedal is operated. OFF: Brake pedal is not operated. [Related parts] Stop lamp switch. Signal detect and actuation modules. 141 Status of engine brake (Switching off) ON/OFF Input signal of exhaust brake cut request will be indi- cated. Exhaust brake cutoff requested from anti-skid brake system electronic control unit: ON. No exhaust brake cutoff request from anti-skid brake system electronic control unit: OFF. [Related parts] Hydraulic unit (electronic control unit). 142 Measurement value of component 'Sta- tus of engine brake (Switching off)' ON/OFF Detected value of exhaust brake cut switch will be indi- cated. Exhaust brake cutoff requested from anti-skid brake system electronic control unit: ON. No exhaust brake cutoff request from anti-skid brake system electronic control unit: OFF. [Related parts] Hydraulic unit (electronic control unit). 143 Measurement value of component 'Sig- nal of switch 'Engine brake'' ON/OFF Status of exhaust brake switch will be indicated. ON: Exhaust brake switch is ON. OFF: Exhaust brake switch is OFF. [Related parts] Combination switch (exhaust brake switch). Signal detect and actuation modules. % TROUBLESHOOTING ---===WSE_1506_00003_0452.djvu===--- 13E 13E-231 [Current value group: Preheating] [Current value group: Status] No. Description Value Explanation 144 System status (Preglow system) ON/OFF Status of glow plug control will be indicated. ON: Glow plug control is valid. OFF: Glow plug control is invalid. [Related parts] Glow electronic control unit. Glow plug. 145 Status of component 'Glow plug' ACTIVE/ NOT ACTIVE Status of glow plug is indicated. ACTIVE: Glow plug power stage mode is valid. NOT ACTIVE: Glow plug power stage mode is inval- id. [Related parts] Glow electronic control unit. Glow plug. 146 Signal of component 'Glow plug' (Feed- back) ACTIVE/ NOT ACTIVE Glow plug drive feedback status will be indicated. ACTIVE: No feedback from glow plug. NOT ACTIVE: Feedback provided from glow plug. [Related parts] Glow electronic control unit. No. Description Value Explanation 147 Status of switches (Oil pressure switch) ON/OFF Status of engine oil pressure switch will be indicated. ON: No oil pressure is applied. OFF: Some oil pressure is applied. [Related parts] Oil pressure switch. 148 Measurement value of component 'Fill level sensor at water separator' Water NOT PRES- ENT/ Water PRESENT Value detected by water separator sensor will be indi- cated. Water NOT PRESENT: No water entry in filter. Water PRESENT: Water entry found in filter. [Related parts] Fuel filter (water separator sensor). 149 Fuel filter heater ON/OFF Operating state of the fuel heater will be indicated. Fuel heater is in operation: ON. Fuel heater is not in operation: OFF. [Related parts] Fuel filter (fuel heater). 150 Status of combustion engine ---/ OPERATIONAL/ Engine running/ Ignition ON/ ENGINE START/ ENGINE STOP/ Engine operation status will be indicated. [Related parts] Engine electronic control unit. 151 Status of function "Regeneration of diesel particulate filter" Normal mode/ ---/ Operation mode of diesel particulate filter regeneration will be indicated. Normal mode: Normal [Related parts] Engine electronic control unit. 152 Engine speed request No request/ Cut-in request 1/ Cut-in request 2/ Cut-in request 3 It will be indicated whether or not an idle-up request is made from any external source. No request: No idle-up request made. Cut-in request 1: Idle-up request from hardware is registered. Cut-in request 2: Idle-up request sent from another electronic control unit via CAN. Cut-in request 3: Idle-up request sent from hard- ware and via CAN. [Related parts] Each electronic control unit. 153 Accelerator pedal sensor 1 (raw value) Signal value (non-corrected) from accelerator pedal position sensor 1 will be indicated. [Related parts] Accelerator pedal position sensor 1. % ---===WSE_1506_00003_0453.djvu===--- 13E-232 154 Accelerator pedal sensor 1 Accelerator opening signal from accelerator pedal po- sition sensor 1 will be indicated. Related parts] Accelerator pedal position sensor 1. 155 Neutral position ON/OFF Unused. 156 Actual gear Unused. 157 Status of component 'Refrigerant com- pressor' ON/OFF Operation status of air conditioner compressor will be indicated. Air conditioner compressor activated. Air conditioner compressor deactivated. [Related parts] Heater control panel. Signal detect and actuation modules. 158 Status of component "MIL" DOES NOT LIGHT UP/ LIGHTS UP/ FLASHING ON/OFF condition of engine control lamp (orange) and other conditions such as background of lamp illumina- tion will be indicated. [Related parts] Engine electronic control unit. 159 Status of component "Indicator lamp "EN- GINE STOP"" DOES NOT LIGHT UP/ LIGHTS UP/ FLASHING ON/OFF condition of engine control lamp (red) and other conditions such as background of lamp illumina- tion will be indicated. [Related parts] Engine electronic control unit. 160 Air mass flow rate Learned value 1 Learnings of air flow sensor (idle point) will be indicat- ed. 0%: Learning not completed. Other than 0%: Learning already completed. [Related parts] Air flow and intake air temperature sensor. 161 Air mass flow rate Learned value 2 Learnings of air flow sensor (loaded point) will be indi- cated. 0%: Learning not completed. Other than 0%: Learning already completed. [Related parts] Air flow and intake air temperature. 162 Status of air conditioning ON/OFF Operating status of air conditioner will be indicated. ON: Air conditioner is in operation. OFF: Air conditioner is not in operation. [Related parts] Heater control panel. Signal detect and actuation modules. 164 Position of accelerator pedal (Kickdown recognition) ON/OFF Kickdown position of accelerator pedal (accelerator opening: 90% or more) will be indicated. [Related parts] Accelerator pedal position sensor. 165 Status of power take-off ON/OFF Operation status of power take-off is indicated. ON: Power take-off is in operation. OFF: Power take-off is not in operation. [Related parts] Power take-off control switch. Signal detect and actuation modules. 166 Status of clutch pedal ON/OFF/ N/A Status of clutch pedal will be indicated. OFF: Clutch pedal is not depressed. (clutch engag- es) ON: Clutch pedal is depressed (clutch disengages). N/A: Not available. [Related parts] Clutch switch. Signal detect and actuation modules. 167 Status of button 'CRUISE CONTROL' ON/OFF Unused. 168 Status of switches (Torque limitation Switches) ON/OFF Torque cut conditions brought about by torque limit switch will be indicated. [Related parts] Torque limit switch. No. Description Value Explanation % - % % TROUBLESHOOTING ---===WSE_1506_00003_0454.djvu===--- 13E 13E-233 [Current value group: Power take-off] 169 Status of component 'Relay 'Supply volt- age of control module'' ON/OFF Whether main relay activation request from engine electronic control unit is received or not will be indicat- ed. Main relay is in operation: ON. Main relay is not in operation: OFF. [Related parts] Signal detect and actuation modules. Engine electronic control unit. 170 Coolant level NORMAL/LOW Status of coolant level detected by coolant level sensor will be indicated. Normal: Coolant level within tolerance. Low: Coolant level too low. 171 Status of component 'ECU Main circuit Voltage source' DEENERGIZED/ NORMAL Detected status of main power supply for electronic control unit will be indicated. DEENERGIZED: No power supplied to electronic control unit. NORMAL: Power supplied to electronic control unit. [Related parts] Engine electronic control unit. 172 Status of component 'Ignition Main circuit' Miscellaneous/Start Detected status of power supply for ignition ON will be indicated. Miscellaneous: With ignition key in LOCK or ON. Start: With ignition key in START position. [Related parts] Starter switch. Signal detect and actuation modules. 173 Starter relay Miscellaneous/Start Operation status of starter relay will be indicated. Miscellaneous: With ignition key in LOCK or ON. Start: With ignition key in START position. [Related parts] Starter relay. Engine electronic control unit. Signal detect and actuation modules. 174 Starter relay ( Control unit: Pin 91 ) Miscellaneous/Start Starter relay energization status at terminal (K91) for engine electronic control unit will be indicated. Miscellaneous: With ignition key in LOCK or ON. Start: With ignition key in START position. [Related parts] Starter relay (for drive). Engine electronic control unit. 175 Starter relay ( Control unit: Pin 69 ) Miscellaneous/Start Starter relay energization status at terminal (K69) for engine electronic control unit will be indicated. Miscellaneous: With ignition key in LOCK or ON. Start: With ignition key in START position. [Related parts] Starter relay (for drive). Engine electronic control unit. 176 Number of engine starts Number of times of starter operation learned by engine electronic control unit will be indicated. [Related parts] Engine electronic control unit. Signal detect and actuation modules. No. Description Value Explanation 177 Position of component 'Torque sensor 'Power take-off'' Accelerator opening detected by power take-off load sensor will be indicated. [Related parts] Power take-off load sensor. 179 Characteristics map coordinates (Actua- tion of power take-off) Number indicating engine speed adjustment level at power take-off (corresponding to conventional N-ad- justment resistance) will be indicated. No. Description Value Explanation % ---===WSE_1506_00003_0455.djvu===--- 13E-234 3. FUSO Diagnostics Actuator Test (Actuations) The contents of FUSO Diagnostics are updated to improve without any notice. When there is any difference be- tween the FUSO Diagnostics and the workshop manual, check the latest information with the FUSO Diagnostics. No. Section Explanation 000 Cold start Allows to actuate the "cold start" function forcibly. [Test condition] Engine stopped. Set the starter switch to "ON" position. [Test procedure] Start the "control" sequence. Battery voltage will lower to the lower limit. Finish the "control" sequence. Battery voltage will rise to the upper limit. 001 FMU (Fuel Metering device) Allows to actuate the fuel metering unit forcibly. [Cautions] Adjust the engine speed to 650 rpm (idling). Start the "control" sequence. The engine will stop after running for a while. Check to confirm that no fuel leaks through the fuel metering unit. Turn off the ignition and then turn it on again. 002 Pressure regulating valve in rail Allows to actuate the common rail pressure control valve forcibly. [Cautions] Adjust the engine speed to 650 rpm (idling). Start the "control" sequence. The engine will stop after running for a while. Check to confirm that no fuel leaks through the common rail pressure control valve. Turn off the ignition and then turn it on again. 003 Injection valve Allows to actuate the injectors forcibly. [Test condition] Start the engine with the vehicle stationary. Adjust the engine speed to no-load minimum rpm (idling). Cut off the fuel supply on each cylinder one by one. [Cautions] Take actual measurements. The actual measurement will fluctuate. There will occur rough engine operations during the control process. 004 Boost pressure control 1 Allows to activate the "boost pressure control" function forcibly while the engine is running at idle. [Test condition] Start the engine. Run the engine at around 650 rpm. 005 Boost pressure control 2 Allows to activate the "boost pressure control" function forcibly while the engine is running at 2000 rpm. [Test condition] Start the engine. Run the engine at around 650 rpm. 006 Exhaust gas recirculation actuator Allows to actuate the exhaust gas recirculation control forcibly. [Test condition] Start the engine. Adjust the engine speed to no-load minimum rpm (idling). 007 Engine brake solenoid valve Allows to actuate the exhaust brake forcibly. [Test condition] Start the engine. Adjust the engine speed to no-load minimum rpm (idling). 008 Test of AdBlue ® metering amount Unused. 009 AdBlue ® Leak tester Unused. 010 AdBlue ® return line Unused. TROUBLESHOOTING ---===WSE_1506_00003_0456.djvu===--- 13E 13E-235 011 Regeneration of diesel particulate filter Allows to activate the diesel particulate filter regeneration function forcibly. [Test condition] Start the engine. Engine speed: Approx. 650 rpm. Following conditions should also be observed. Coolant temperature: 60°C or higher. Fuel temperature: Lower than 70°C. Battery voltage: 5 V or higher. Accelerator pedal status: 90% or lower. Exhaust gas temperature (upstream of diesel particulate filter): Lower than 600°C. Soot accumulation in diesel particulate filter: Less than 330 g. Exhaust gas temperature (upstream of diesel particulate filter): Lower than 700°C. Oxidation catalyst temperature: Lower than 600°C. Clutch pedal: Released. Transmission: Neutral. Brake pedal: Released. Vehicle is stopped. Engine operating condition: Normal. No diesel particulator filter-related diagnostic trouble code. No. Section Explanation ---===WSE_1506_00003_0457.djvu===--- 13E-236 4. Alteration and Reset of Coding Data in Electronic Control Unit 4.1 General In the engine electronic control unit, information such as vehicle information and equipment specifications are reg- istered as the coding data. When a specified equipment is replaced, alteration of the coding data or resetting of information using the FUSO Diagnostics must be performed. Otherwise, the discrepancies between the vehicle information in the engine elec- tronic control unit and the actual conditions may generate the engine-control-related diagnosis code(s). Perform the data writing and resetting work, using the diagnostic tool. (1) Replacing Engine Oil During vehicle life time, the engine electronic control unit counts up the quantity of post-injected fuel in order to activate and maintain regeneration. A least fraction of this fuel, comes into contact with lubrication oil and dissolves into it. The engine electronic control unit is capable to calculate the limit quantity of fuel dissolved into oil and, conse- quently, to suggest oil refilling. It is obvious that, if after engine oil refilling the function is not reset, the engine electronic control unit will keep on counting the increase of oil fraction in engine oil even with new oil and, sooner or later, groundlessly request to re- place engine oil by flashing warning lamp (red). See Gr12, "Engine Oil Replacement in ON-VEHICLE INSPECTION AND ADJUSTMENT" for the procedure of re- setting the engine oil parameter. (2) Replacing Injector When electrical injectors mounted on the vehicle must be re- placed, meet following warnings: Where electrical injectors are dismounted and do not need to be replaced, their mounting position has to be noted down in order to remount them later in the same position; this is done to avoid to reprogram the engine electronic control unit; After replacing one or more injectors, the engine electronic control unit has to be reprogrammed; Where the engine electronic control unit is replaced, reprogram the new engine electronic control unit with the IMA codes of the electrical injectors mounted on the engine and copy down the rectification coefficients of replaced engine electronic control unit; (3) Replacing airflow and intake air temperature sensor (Re-learning procedure) New values should be re-learned for the air flow and intake air temperature sensor after it is replaced with a new one. Observe the following precautions when the re-learning is performed. Re-learning for airflow sensor shall be performed with vehicle parked. Follow the procedure shown below in the re-learning. Using FUSO Diagnostics, reset the learning values. Please note that before performing the AFS learning, be sure to take AFS reset and turn off the engine once and wait at least for 60 seconds to have the after-run finished completely before pro- ceeding to the verification check. Turn off the air conditioning switch. TROUBLESHOOTING ---===WSE_1506_00003_0458.djvu===--- 13E 13E-237 Using FUSO Diagnostics, check to ensure that the learning val- ue of the airflow sensor is "0". (Service data No.160 [Air mass flow rate Learned value 1] and No.161 [Air mass flow rate Learned value 2]) Run the engine until the engine cooling water temperature rises above 60C (on meter cluster: Over 5 points). Wait for about 2 minutes with the engine idling. Keep the engine revolution to high-idling for about 15 seconds until the buzzer beeped. If the learning value is to be verified using FUSO Diagnostics, turn off the engine once and wait at least for 60 seconds to have the after-run finished completely before proceeding to the verifi- cation check. 4.2 Coding Data Rewriting and Initialization The engine electronic control unit stores various kinds of information (e.g., vehicle information, equipment specifi- cations) as coding data. Always rewrite or reset the coding data of the engine electronic control unit once some change has been made in the vehicle specifications or some kind of electrical equipment has been replaced with a new one. Otherwise, it may happen that the vehicle information registered in the engine electronic control unit does not agree with that from the actual vehicle and thereby some diagnosis codes are generated. (1) Coding Data Rewriting / Data Resetting The following are the items requiring the coding data rewriting or data resetting: Replacement of engine electronic control unit Replacement of injectors Specification change of fuel filter (fuel heater) Specification change of exhaust brake Replacement of boost pressure and temperature sensor Replacement of air flow and intake air temperature sensor Replacement of pressure regulation valve Replacement of pressure sensor Replacement of turbocharger Replacement of vacuum modulator Replacement of exhaust gas recirculation valve Replacement of lambda sensor Replacement of diesel particulate filter differential pressure sensor Replacement of diesel particulate filter Replacement of engine oil Replacement of engine ---===WSE_1506_00003_0459.djvu===--- 13E-238 5. Inspections to be made at Injector Error Occurrence TROUBLESHOOTING ---===WSE_1506_00003_0460.djvu===--- 13E 13E-239 (1) Inspection of connector and harness of injector Check the short scar to the terminals of the connector section. ---===WSE_1506_00003_0461.djvu===--- 13E-240 6. Inspection when an error in the exhaust gas recirculation and exhaust brake valve system Error Occurrence The exhaust gas recirculation system recirculates the exhaust gas recirculation gas by closing the exhaust brake valve. Perform troubleshooting by referring to this section when the following diagnosis codes are generated, because there are cases where errors in the exhaust gas recirculation system occur due to an exhaust brake valve mal- function, and the problem persists even after inspecting and repairing the exhaust gas recirculation system. 6.1 Exhaust gas recirculation system error When the following diagnosis codes are generated, perform troubleshooting of the exhaust brake valve first by re- ferring to this section. (27-15) The position of component 'Exhaust gas recirculation valve' is implausible. (27-17) The position of component 'Exhaust gas recirculation valve' is implausible. (2791-0) The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too high. (2791-1) The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too low. (2791-3) Component 'Exhaust gas recirculation valve' has a short circuit to positive. (2791-4) Component 'Exhaust gas recirculation valve' has a short circuit to ground. (2791-5) Component 'Exhaust gas recirculation valve' has an open circuit. (2791-7) Component 'Exhaust gas recirculation valve' has a mechanical fault. (2791-12) Component 'Exhaust gas recirculation valve' has overtemperature. (2791-16) The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too high. (2791-18) The signal voltage of component 'Position sensor 'Exhaust gas recirculation controller'' is too low. (2791-31) The power consumption of component 'Exhaust gas recirculation valve' is too high. (3058-0) The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. (3058-1) The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. (3058-16) The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. (3058-18) The signal of component 'Exhaust gas recirculation actuator' is implausible compared with the signal of component 'Air mass flow rate / Intake air temperature sensor'. (3058-31) The signal from component 'Exhaust gas recirculation valve' is faulty. (520344-3) Component 'Exhaust gas recirculation valve' has a short circuit to positive. (520344-4) Component 'Exhaust gas recirculation valve' has a short circuit to ground. (520344-6) Component 'Exhaust gas recirculation valve' has an electrical fault. (520344-7) The function of component 'Exhaust gas recirculation valve' is not OK. 6.2 Exhaust brake valve system error When the following diagnosis codes are generated, perform troubleshooting of the exhaust brake valve by refer- ring to this section. (1074-3) Component 'Engine brake Solenoid valve' has a short circuit to positive. (1074-4) The exhaust flap has a short circuit to ground. / Component 'Engine brake Solenoid valve' has a me- chanical defect. (1074-5) Component 'Engine brake Solenoid valve' has an open circuit. (1074-12) The function of component 'Engine brake Solenoid valve' is not OK. (520358-2) Component 'Engine brake Solenoid valve' is mechanically damaged or it sticks. (520359-2) Component 'Engine brake Solenoid valve' or its electrical line is defective. (520360-2) Component 'Engine brake Solenoid valve' or its electrical line is defective. (520361-2) Component 'Engine brake Solenoid valve' or its electrical line is defective. (520362-2) Component 'Engine brake Solenoid valve' or its electrical line is defective. TROUBLESHOOTING ---===WSE_1506_00003_0462.djvu===--- 13E 13E-241 6.3 Inspection work flow 6.4 Inspecting the exhaust brake valve (1) Visual inspection of the exhaust brake valve stopper Replace the exhaust brake valve main unit when there is break- age, damage, etc. ---===WSE_1506_00003_0463.djvu===--- 13E-242 (2) Operational (manual) inspection of the exhaust brake valve CAUTION The valve gets very hot after engine operation. Proceed with work after letting it cool down completely to prevent burns. Remove the exhaust pipe. (See Gr15.) Manually open and close the exhaust brake valve and check for strange noise or stiffness. When there is a strange noise of stiffness when opening or clos- ing the valve, replace the exhaust brake valve main unit. 7. Inspection when a diesel particulate filter-related sensor system Error Occur- rence There are cases when a diagnosis code is generated for a diesel particulate filter-related sensor due to a malfunc- tion in the diesel particulate filter. When a diesel particulate filter-related sensor diagnosis code is generated, the following diagnosis codes are generated again even after processing the sensor and harness malfunction or even when there is no problem with the sensor. In this case, perform diesel particulate filter troubleshooting by referring to this section. (3244-2) The signal value of component 'Temperature sensor 'Exhaust system' 2' is implausible. (3253-18) Check hose between diesel particulate filter and component 'Differential pressure sensor of diesel particular filter' for correct connection. (3285-17) Check hose between diesel particulate filter and component 'Differential pressure sensor of diesel particular filter' for correct connection. (3701-2) The value measured by component 'Differential pressure sensor of diesel particular filter' is too high. (3726-16) The soot content of the diesel particulate filter is not OK. (520429-18) The signal from component 'Lambda control tester' is faulty. TROUBLESHOOTING ---===WSE_1506_00003_0464.djvu===--- 13E 13E-243 7.1 Inspecting the diesel particulate filter muffler CAUTION The diesel particulate filter muffler gets very hot after engine operation. Proceed with work after letting it cool down completely to prevent burns. Visually inspect the diesel particulate filter for any clogging or accumulation of soot. Replace the diesel particulate filter when there is clogging or heavy accumulation of soot. (See Gr17.) ---===WSE_1506_00003_0465.djvu===--- 13E-244 8. Inspection of when an engine oil warning lamp (green) goes on TROUBLESHOOTING ---===WSE_1506_00003_0466.djvu===--- 13E 13E-245 9. Inspections to be Made at CAN Error Occurrence If any of the CAN error is stored, perform troubleshooting with reference to this section. 9.1 Schematic diagram of the CAN circuit ---===WSE_1506_00003_0467.djvu===--- 13E-246 9.2 Inspection work flow Perform inspection in accordance with the following flowchart while referring to the schematic diagram of the con- troller area network communication circuit. TROUBLESHOOTING ---===WSE_1506_00003_0468.djvu===--- 14-1 GROUP 14 COOLING SPECIFICATIONS............................................................................... 14-2 STRUCTURE AND OPERATION 1. Cooling System ............................................................................ 14-3 2. Water Pump .................................................................................. 14-4 3. Thermostat ................................................................................... 14-4 TROUBLESHOOTING ........................................................................ 14-5 ON-VEHICLE INSPECTION AND ADJUSTMENT 1. Inspection of Auto Tensioner ........................................................ 14-6 2. Inspection of Coolant Level .......................................................... 14-9 3. Inspection for Coolant Leaks ........................................................ 14-9 4. Coolant Replacement and Cleaning of Cooling System ................ 14-9 5. Air Bleeding of Cooling System .................................................. 14-13 6. Air/Gas Leakage Test .................................................................. 14-13 7. Inspection of Cracks or Damage of the Belt................................ 14-13 DISCONNECTION AND CONNECTION OF HOSES AND PIPES.......................................................................... 14-14 RADIATOR ........................................................................................ 14-24 PRESSURE CAP, SURGE TANK ..................................................... 14-26 RESERVOIR TANK ........................................................................... 14-28 COOLING FAN .................................................................................. 14-30 BELT, WATER PUMP, DAMPER PULLEY........................................ 14-34 THERMOSTAT .................................................................................. 14-40 ---===WSE_1506_00003_0469.djvu===--- 14-2 Item Specifications Cooling system Forced water circulation system Water pump Belt-driven involute type Thermostat Type N.I. Start of opening C 79±2 Max opening C 92±2 Automatic cooling fan coupling Electromagnetic control type Radiator Tube and corrugated fin type Coolant capacity dm 3 {L} Standard width cab Approx. 13.0 {13.0} Wide cab Approx. 13.7 {13.7} SPECIFICATIONS ---===WSE_1506_00003_0470.djvu===--- 14 14-3 1. Cooling System The engine cooling system is the type with forced circulation in a closed circuit. It comprises the following parts. A surge tank. An engine cooling module to dissipate the heat taken from the engine by the coolant with a radiator. An oil cooler to cool the lubricating oil. A water pump incorporated in the crankcase. A cooling fan activated by an electromagnetic control. A thermostat governing the circulation of the coolant. The water pump driven by a V belt by the crankshaft sends coolant into the crankcase and into the cylinder head. When the coolant temperature reaches and exceeds the working temperature, it causes the thermostat to open and the fluid is channelled from there to the radiator and is cooled by the fan. The pressure in the system due to the change in temperature is governed by the outlet and inlet valves incorpo- rated in the surge tank pressure cap. The outlet valve has the following twofold function. To keep the system slightly pressurised so as to raise the boiling point of the coolant. To discharge into the atmosphere the excess pressure produced in case of high coolant temperatures. The function of the inlet valve is to permit transferring the coolant from the surge tank to the radiator when a lower pressure is created in the system due to the reduction in volume of the coolant as a result of its temperature low- ering. STRUCTURE AND OPERATION ---===WSE_1506_00003_0470.djvu===--- 14 14-3 1. Cooling System The engine cooling system is the type with forced circulation in a closed circuit. It comprises the following parts. A surge tank. An engine cooling module to dissipate the heat taken from the engine by the coolant with a radiator. An oil cooler to cool the lubricating oil. A water pump incorporated in the crankcase. A cooling fan activated by an electromagnetic control. A thermostat governing the circulation of the coolant. The water pump driven by a V belt by the crankshaft sends coolant into the crankcase and into the cylinder head. When the coolant temperature reaches and exceeds the working temperature, it causes the thermostat to open and the fluid is channelled from there to the radiator and is cooled by the fan. The pressure in the system due to the change in temperature is governed by the outlet and inlet valves incorpo- rated in the surge tank pressure cap. The outlet valve has the following twofold function. To keep the system slightly pressurised so as to raise the boiling point of the coolant. To discharge into the atmosphere the excess pressure produced in case of high coolant temperatures. The function of the inlet valve is to permit transferring the coolant from the surge tank to the radiator when a lower pressure is created in the system due to the reduction in volume of the coolant as a result of its temperature low- ering. STRUCTURE AND OPERATION ---===WSE_1506_00003_0471.djvu===--- 14-4 2. Water Pump The water pump is the belt-driven in- volute type. 3. Thermostat The thermostat casing is fitted with the thermometric switch/transmitter and water temperature sensor. Valve travel at 79 ± 2C = 0.3 mm Valve travel at 92 ± 2C = min. 7.5 mm STRUCTURE AND OPERATION ---===WSE_1506_00003_0471.djvu===--- 14-4 2. Water Pump The water pump is the belt-driven in- volute type. 3. Thermostat The thermostat casing is fitted with the thermometric switch/transmitter and water temperature sensor. Valve travel at 79 ± 2C = 0.3 mm Valve travel at 92 ± 2C = min. 7.5 mm STRUCTURE AND OPERATION ---===WSE_1506_00003_0472.djvu===--- 14 14-5 Symptoms Reference Gr Possible causes V-belt Damaged O O Oil on belt O Water pump Incorrectly mounted water pump O OO Defective gasket O O Defective water pump O OO Thermostat Incorrectly mounted thermostat O O Defective gasket O O Valve opening temperature too high (valve remains closed) O Valve opening temperature too low (valve remains open) O Leakage from coolant temperature sensor O O Radiator Clogged core O Cracked core and/or separation in welds O O Cracks in upper tank and/or lower tank O O Automatic cooling fan coupling Defective bearing O O Damaged bimetal O Contaminated bimetal OO Silicone oil leakage O O Cylinder head Incorrectly mounted cylinder head O O Gr11 Defective gasket O O Oil cooler Incorrectly mounted oil cooler O O Gr12 Defective gasket O O Exhaust gas recircu- lation-related items Incorrectly mounted exhaust gas recirculation gas pipes O Gr17 Incorrectly mounted exhaust gas recirculation coolant pipes OO Exhaust gas recirculation cooler clogged (coolant side) O Damaged O-ring (exhaust gas recirculation-coolant sealing) OO Poorly airtight pressure cap O Insufficient coolant amount, contaminated coolant O Clogged or scaled coolant passage O Incorrectly connected hoses O O Incorrectly connected pipes O O Excessively low exterior temperature O TROUBLESHOOTING ---===WSE_1506_00003_0473.djvu===--- 14-6 1. Inspection of Auto Tensioner Special tools (Unit: mm) The fan belt is automatically adjusted for proper tension by the auto tensioner. So, check the auto tensioner for correct opera- tion. Confirm that the tension pulley moves smoothly when each of the midpoints between pulleys of the fan belt indicated by the ar- rows is pushed with your palm or pull on it. 1.1 Looseness of belt Use a sonic belt tension gauge to check to see that the belt tension is within the standard. [Inspection of tension] Measurement using sonic belt tension gauge Direct the sensor microphone of to the position shown in the illustration and measure the belt tension. For the operation of the sonic belt tension gauge, see the instruction manual of the tension gauge. CAUTION When checking or adjusting the belt tension, measure the belt tension with the belt surface temperature being similar to the room temperature. Higher temperature will increase the belt tension, leading to incor- rect tension measurements. Turn on . Press " (means "execute")" key with no belt type number entered. Set the sensitivity of its sensor microphone when measuring the belt tension. ON ( : means "low"): Measuring in noisy environment, or out- doors in heavy wind ON ( : means "high"):Measuring in silent environment, or measuring a hard-to-vibrate belt Mark Tool name and shape Part No. Application Sonic belt tension gauge ME357715 Measurement of tension of belt ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0473.djvu===--- 14-6 1. Inspection of Auto Tensioner Special tools (Unit: mm) The fan belt is automatically adjusted for proper tension by the auto tensioner. So, check the auto tensioner for correct opera- tion. Confirm that the tension pulley moves smoothly when each of the midpoints between pulleys of the fan belt indicated by the ar- rows is pushed with your palm or pull on it. 1.1 Looseness of belt Use a sonic belt tension gauge to check to see that the belt tension is within the standard. [Inspection of tension] Measurement using sonic belt tension gauge Direct the sensor microphone of to the position shown in the illustration and measure the belt tension. For the operation of the sonic belt tension gauge, see the instruction manual of the tension gauge. CAUTION When checking or adjusting the belt tension, measure the belt tension with the belt surface temperature being similar to the room temperature. Higher temperature will increase the belt tension, leading to incor- rect tension measurements. Turn on . Press " (means "execute")" key with no belt type number entered. Set the sensitivity of its sensor microphone when measuring the belt tension. ON ( : means "low"): Measuring in noisy environment, or out- doors in heavy wind ON ( : means "high"):Measuring in silent environment, or measuring a hard-to-vibrate belt Mark Tool name and shape Part No. Application Sonic belt tension gauge ME357715 Measurement of tension of belt ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0474.djvu===--- 14 14-7 Enter the unit mass of the belt and push " (means "exe- cute")". Select the type of the belt. (Select "3" for ribbed belt.) Enter the number of ribs and push " (means "execute")". Enter the length of span and push " (means "execute")". Measuring point on the belt Unit mass of the belt Fan belt 0.016 kg/m Measuring point on the belt Number of ribs Fan belt 7 Measuring point on the belt Length of span Fan belt 202 mm ---===WSE_1506_00003_0475.djvu===--- 14-8 Set the sensor microphone of approx. 10 mm above the belt, at the middle position between pulleys. Tap the belt lightly with a grip of a screwdriver to vibrate the belt. Measure the tension a few times and calculate the average val- ue. Confirm that the belt is in correct alignment with the tension pul- ley. If the belt is not in correct alignment with tension pulley, check the auto tensioner or replace the belt with a new one. Standard value 300to700N ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0476.djvu===--- 14 14-9 2. Inspection of Coolant Level Perform the coolant level inspection when the coolant is cold be- fore the engine is started. Confirm that the coolant level is between the "FULL" and "LOW" lines of the reservoir tank. If the coolant level is lower than the "LOW" line, check that the cooling system for leaks. If no leaks are found, then add coolant up to the "FULL" line. Use coolant containing the predetermined amount of coolant to protect the cooling system from freezing and corrosion. (See the Owner's Manual for how to prepare the coolant.) If the coolant level is abnormally low or lowers in an abnormally short period of time, the cooling system may be leaking. Inspect the system for leaks. (See "3. Inspection for Coolant Leaks" in ON-VEHICLE INSPECTION AND ADJUSTMENT.) 3. Inspection for Coolant Leaks Sufficiently warm up the engine. With the engine still running at idle, check that no coolant leaks from the radiator, reservoir tank, water pump, radiator hose, heater hose, or other associated components. If there is a coolant leak, check connections of the correspond- ing components. Tighten any loose connections to the specified torques. Replace any cracked or otherwise damaged part with a new one. (See later section.) 4. Coolant Replacement and Cleaning of Cooling System Tightening torque (Unit: N·m {kgf·m}) Using the radiator for extended periods of time without cleaning can increase chance of rust and scale formation, which may cause engine overheating. The cooling system must be cleaned periodically. 4.1 Draining of coolant Place a container to catch coolant under the radiator drain cock. Remove the cap from the reservoir tank. Mark Parts to be tightened Tightening torque Remarks -- Radiator drain cock 2.5 ± 0.5 {0.3 ± 0.1} -- ---===WSE_1506_00003_0476.djvu===--- 14 14-9 2. Inspection of Coolant Level Perform the coolant level inspection when the coolant is cold be- fore the engine is started. Confirm that the coolant level is between the "FULL" and "LOW" lines of the reservoir tank. If the coolant level is lower than the "LOW" line, check that the cooling system for leaks. If no leaks are found, then add coolant up to the "FULL" line. Use coolant containing the predetermined amount of coolant to protect the cooling system from freezing and corrosion. (See the Owner's Manual for how to prepare the coolant.) If the coolant level is abnormally low or lowers in an abnormally short period of time, the cooling system may be leaking. Inspect the system for leaks. (See "3. Inspection for Coolant Leaks" in ON-VEHICLE INSPECTION AND ADJUSTMENT.) 3. Inspection for Coolant Leaks Sufficiently warm up the engine. With the engine still running at idle, check that no coolant leaks from the radiator, reservoir tank, water pump, radiator hose, heater hose, or other associated components. If there is a coolant leak, check connections of the correspond- ing components. Tighten any loose connections to the specified torques. Replace any cracked or otherwise damaged part with a new one. (See later section.) 4. Coolant Replacement and Cleaning of Cooling System Tightening torque (Unit: N·m {kgf·m}) Using the radiator for extended periods of time without cleaning can increase chance of rust and scale formation, which may cause engine overheating. The cooling system must be cleaned periodically. 4.1 Draining of coolant Place a container to catch coolant under the radiator drain cock. Remove the cap from the reservoir tank. Mark Parts to be tightened Tightening torque Remarks -- Radiator drain cock 2.5 ± 0.5 {0.3 ± 0.1} -- ---===WSE_1506_00003_0476.djvu===--- 14 14-9 2. Inspection of Coolant Level Perform the coolant level inspection when the coolant is cold be- fore the engine is started. Confirm that the coolant level is between the "FULL" and "LOW" lines of the reservoir tank. If the coolant level is lower than the "LOW" line, check that the cooling system for leaks. If no leaks are found, then add coolant up to the "FULL" line. Use coolant containing the predetermined amount of coolant to protect the cooling system from freezing and corrosion. (See the Owner's Manual for how to prepare the coolant.) If the coolant level is abnormally low or lowers in an abnormally short period of time, the cooling system may be leaking. Inspect the system for leaks. (See "3. Inspection for Coolant Leaks" in ON-VEHICLE INSPECTION AND ADJUSTMENT.) 3. Inspection for Coolant Leaks Sufficiently warm up the engine. With the engine still running at idle, check that no coolant leaks from the radiator, reservoir tank, water pump, radiator hose, heater hose, or other associated components. If there is a coolant leak, check connections of the correspond- ing components. Tighten any loose connections to the specified torques. Replace any cracked or otherwise damaged part with a new one. (See later section.) 4. Coolant Replacement and Cleaning of Cooling System Tightening torque (Unit: N·m {kgf·m}) Using the radiator for extended periods of time without cleaning can increase chance of rust and scale formation, which may cause engine overheating. The cooling system must be cleaned periodically. 4.1 Draining of coolant Place a container to catch coolant under the radiator drain cock. Remove the cap from the reservoir tank. Mark Parts to be tightened Tightening torque Remarks -- Radiator drain cock 2.5 ± 0.5 {0.3 ± 0.1} -- ---===WSE_1506_00003_0477.djvu===--- 14-10 Before draining the coolant, loosen the pressure cap to reduce the pressure in the cooling system. Remember to drain the cool- ant out of the reservoir tank as well. WARNING Drain the coolant only after it has cooled sufficiently to avoid getting scalded. Opening the pressure cap while the coolant temperature is still high can cause hot coolant to spray out. Cover the pressure cap with a cloth, and loosen it slowly to let the pressure out before opening it fully. Remove the under cover below the radiator, if the vehicle is so equipped. Loosen the radiator drain cock to let the coolant run through the nipple. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0478.djvu===--- 14 14-11 4.2 Cleaning procedure Using coolant additive To prevent the cooling system freezing up and minimise corrosion, use coolant or an equivalent. Coolant is an ethylene-glycol-based antifreeze (SAE J814-C) with both anti-freeze and anti-corrosion properties. Dilute it with soft water to the specified concentration. Keep the coolant temperature at approximately 90C so that the thermostat valve remains open and the coolant continues to circulate in the radiator. For the sake of convenience you can raise the coolant temperature quickly by covering the front of the radiator with corrugated cardboard or something similar. In cases where a large amount of rust has accumulated it is common for the radiator to leak as a result of clean- ing. Conduct a thorough check for leakage after cleaning. After completing the cleaning, check the reservoir tank coolant level. Add coolant if necessary. When coolant has been replaced, reset the maintenance information memory of the multi-information system. (See "Multi-information system" in chapter 6 of the Owner's Manual.) WARNING If you splash coolant in your eye, immediately rinse the eye with water and then seek medical attention. CAUTION Coolant is flammable. Never bring an open flame close to it. ---===WSE_1506_00003_0479.djvu===--- 14-12 Select an appropriate cleaning method according to the condition of the cooling system as shown below. Ordinary condition Coolant extremely dirty Radiator clogged Flushing with water. Cleaning using radiator cleaner. Drain out coolant. Make water solution of radiator cleaner at 5 to 10% concentration in volume. Pour solution into reservoir tank. Let the engine idle for 30 minutes with the solution at approximately 90C. CAUTION Limit the engine idling period to one hour. Operating an engine containing the cleaning solution for lon- ger time may lead to damage of the cooling system. Drain out coolant/cleaning solution. Pour tap water (preferably hot) into the surge tank. Let the engine idle for 10 minutes with water at approximately 90C. Cleaning is complete if drained water is clear. Repeat procedure if drained water is not clear. CAUTION After cleaning the cooling system using cleaning so- lution, fill it with coolant containing the specified ad- ditive as soon as possible. To prevent freezing of the coolant and corrosion of the cooling system, use the coolant with the speci- fied ratio of coolant. Drain out water. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0480.djvu===--- 14 14-13 5. Air Bleeding of Cooling System With the pressure cap removed and the coolant temperature at 90C, let the engine idle in order to bleed air com- pletely out of the cooling system. After air bleeding is completed, refill the surge tank with coolant as needed. 6. Air/Gas Leakage Test Presence of air or exhaust gas in coolant accelerates corrosion of the cooling system components. To prevent this, carry out air/gas leakage tests in accordance with the following procedure. Remove the pressure cap. WARNING If the engine is hot, boiling coolant may spurt out from the filler port when the pressure cap is loosened. To avoid burning yourself, make sure to remove the pressure cap only when the coolant is cold. Run the engine until the coolant temperature rises to approximately 90C. If air bubbles appear continuously through the filler port, there is air or exhaust gas penetrating into the cooling system. Presence of air in coolant can be an indication of loose cylinder head bolts, loose water pump mounting bolts, loose hose connections, and/or a damaged hose. Presence of exhaust gas in coolant can be an indication of a damaged cylinder head gasket and/or cracks in the cylinder head. 7. Inspection of Cracks or Damage of the Belt If a belt is cracked or otherwise damaged, have it replaced it as soon as possible. Belt replacement requires com- ponent disassembly. Belt condition Remaining service life (reference) The belt has reached the end of its service life and must be replaced. ---===WSE_1506_00003_0480.djvu===--- 14 14-13 5. Air Bleeding of Cooling System With the pressure cap removed and the coolant temperature at 90C, let the engine idle in order to bleed air com- pletely out of the cooling system. After air bleeding is completed, refill the surge tank with coolant as needed. 6. Air/Gas Leakage Test Presence of air or exhaust gas in coolant accelerates corrosion of the cooling system components. To prevent this, carry out air/gas leakage tests in accordance with the following procedure. Remove the pressure cap. WARNING If the engine is hot, boiling coolant may spurt out from the filler port when the pressure cap is loosened. To avoid burning yourself, make sure to remove the pressure cap only when the coolant is cold. Run the engine until the coolant temperature rises to approximately 90C. If air bubbles appear continuously through the filler port, there is air or exhaust gas penetrating into the cooling system. Presence of air in coolant can be an indication of loose cylinder head bolts, loose water pump mounting bolts, loose hose connections, and/or a damaged hose. Presence of exhaust gas in coolant can be an indication of a damaged cylinder head gasket and/or cracks in the cylinder head. 7. Inspection of Cracks or Damage of the Belt If a belt is cracked or otherwise damaged, have it replaced it as soon as possible. Belt replacement requires com- ponent disassembly. Belt condition Remaining service life (reference) The belt has reached the end of its service life and must be replaced. ---===WSE_1506_00003_0480.djvu===--- 14 14-13 5. Air Bleeding of Cooling System With the pressure cap removed and the coolant temperature at 90C, let the engine idle in order to bleed air com- pletely out of the cooling system. After air bleeding is completed, refill the surge tank with coolant as needed. 6. Air/Gas Leakage Test Presence of air or exhaust gas in coolant accelerates corrosion of the cooling system components. To prevent this, carry out air/gas leakage tests in accordance with the following procedure. Remove the pressure cap. WARNING If the engine is hot, boiling coolant may spurt out from the filler port when the pressure cap is loosened. To avoid burning yourself, make sure to remove the pressure cap only when the coolant is cold. Run the engine until the coolant temperature rises to approximately 90C. If air bubbles appear continuously through the filler port, there is air or exhaust gas penetrating into the cooling system. Presence of air in coolant can be an indication of loose cylinder head bolts, loose water pump mounting bolts, loose hose connections, and/or a damaged hose. Presence of exhaust gas in coolant can be an indication of a damaged cylinder head gasket and/or cracks in the cylinder head. 7. Inspection of Cracks or Damage of the Belt If a belt is cracked or otherwise damaged, have it replaced it as soon as possible. Belt replacement requires com- ponent disassembly. Belt condition Remaining service life (reference) The belt has reached the end of its service life and must be replaced. ---===WSE_1506_00003_0481.djvu===--- 14-14 Radiator Hose and Pipe Removal sequence 1 Reservoir tank (See later sec- tion.) 2 Water hose A 3 Water pipe A 4 Surge tank (See later section.) 5 Water hose B 6 Water hose C 7 Water pipe B 8 Water hose D 9 Water hose E 10 Water hose F 11 Supply hose 12 Water hose G 13 Upper radiator hose 14 Lower radiator hose 15 Radiator (See later section.) 16 Water pipe C DISCONNECTION AND CONNECTION OF HOSES AND PIPES ---===WSE_1506_00003_0482.djvu===--- 14 14-15 Installation sequence Follow the removal sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Installation procedure Installation: Upper radiator hose, lower radiator hose Each hose end should overlap with the fitting to the dimension shown in the illustration. Install the radiator end of the radiator hose with its white marking aligned with the stopper on the hose fitting of the radiator. Install the clamps at the angles shown. Apply thin coat of engine oil to threaded portion of the clamp. Mark Parts to be tightened Tightening torque Remarks Clamp 4.0 ± 0.1 {0.4 ± 0.01} Wet Bolt (bracket mounting) 25 {2.5} -- ---===WSE_1506_00003_0483.djvu===--- 14-16 Installation: Water hose, water pipe Insert the water hose all the way up to the stopper or marking on the water pipe. Insert the reservoir tank end of the water hose all the way until it stops against the stopper or butt end. The white or yellow marking on the water hose, if provided, should face upward of the vehicle when the water hose is in- stalled. The reservoir tank end of the water hose should overlap with the filling by 25 mm and the white marking should face the rear of the vehicle. Affix the hose on the cab bridge while making the edges of the clips align with the markings on the hose as shown in the illustration. Carefully check the direction of the clamp so that it will not cause interference of the hose with the peripheral parts. Fasten the clamps firmly. Installation: Supply hose, water hose G Install the supply hose clamp at the angle shown. Install clamp of the water hose G at the angle shown. Carefully check the direction of the clamp so that it will not cause interference of the hose with the peripheral parts. DISCONNECTION AND CONNECTION OF HOSES AND PIPES ---===WSE_1506_00003_0484.djvu===--- MEMO 14-17 14 ---===WSE_1506_00003_0485.djvu===--- 14-18 Heater Hose and Pipe <Front Heater> Removal sequence Installation sequence Follow the removal sequence in reverse. 1 Heater hose A 2 Heater hose B 3 Heater pipe A 4 Heater hose C 5 Heater hose D 6 Heater pipe B 7 Heater hose E 8 Heater hose F 9 Heater pipe C 10 Heater hose G 11 Heater hose H : Non-reusable parts DISCONNECTION AND CONNECTION OF HOSES AND PIPES ---===WSE_1506_00003_0486.djvu===--- 14 14-19 Installation procedure Installation: Heater hoses, heater pipes Install the heater hoses to the pipes as shown in the illustration. Installation: Heater hose G, heater hose H Connect the heater hoses G and H to the heater unit with the markings facing the rear of the vehicle and to the heater pipes C with the markings facing the front of the vehicle. Installation: Heater hose E, heater hose F Connect the heater pipe C to the mating hose aligning their markings with each other. Connect the heater pipe B to the heater hose F aligning the marking on the heater hose F to the bracket of the heater pipe B. Installation: Heater hose A, heater hose B Install the engine ends of the hoses with the markings facing up- ward. ---===WSE_1506_00003_0487.djvu===--- 14-20 Heater Hose and Pipe <Rear Heater> DISCONNECTION AND CONNECTION OF HOSES AND PIPES ---===WSE_1506_00003_0488.djvu===--- 14 14-21 Removal sequence 1 Heater hose A 2 Heater pipe A 3 Heater hose B 4 Connector 5 Gasket 6 Heater hose C 7 Heater pipe B 8 Heater hose D 9 Heater hose E 10 Heater pipe C 11 Heater hose F 12 Heater pipe D 13 Heater pipe E 14 Heater hose G 15 Connector 16 Gasket : Non-reusable parts ---===WSE_1506_00003_0489.djvu===--- 14-22 Installation sequence Follow the removal sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Installation procedure Installation: Connector, heater hose G Install the gasket and connector on the connection fitting on the engine side. Connect the heater hose G to the connector with its marking fac- ing upward. Connect the heater hose G to the heater pipe D with the markings on them aligned with each other. Installation: Heater pipe D <Standard width cab> Install the heater pipe D with its zonal yellow marking set to the clip end. Installation: Heater pipe B, heater pipe C, heater pipe D and heater pipe E <Standard width cab> Install the heater pipes with their zonal white and round marks set to the appropriate clip ends. Installation: Heater pipe B and heater pipe C <Standard width cab> Install the heater pipes with their zonal yellow markings set to the appropriate clip ends. Mark Parts to be tightened Tightening torque Remarks Connector 50 to 60 {5.1 to 6.1} -- DISCONNECTION AND CONNECTION OF HOSES AND PIPES ---===WSE_1506_00003_0490.djvu===--- 14 14-23 Installation: Heater pipe D <Wide cab> Install heater pipe D with its round mark facing upward and aligned with the edge of the clip. Installation: Connector, heater hose B Install the gasket and connector on the connection fitting on the engine side. Connect the heater hose B to the connector with its marking fac- ing the rear of the vehicle. Connect the heater hose B to the heater pipe A with its marking facing upward. ---===WSE_1506_00003_0491.djvu===--- 14-24 Removal sequence 縕緫緱縕緫縈 繢 繮 緱緹 緱緫 緱 縈 縕 緹 縑 繇 縠 緱縈 緱縑 緱縕 緱縠 緱緱 1 Shroud seal <Wide cab> 2 Radiator shroud 3 Baffle plate RH 4 Baffle plate LH 5 Upper baffle plate 6 Support rod 7 Support cushion 8 Radiator 9 Side member RH 10 Side member LH 11 Lower baffle plate <Standard width cab> 12 Radiator drain cock 13 Support cushion 14 Lower support 15 Side bracket LH 16 Side bracket RH RADIATOR ---===WSE_1506_00003_0492.djvu===--- 14 14-25 Installation sequence Follow the removal sequence in reverse. Service standards Tightening torque (Unit: N·m {kgf·m}) Inspection procedure Inspection: Radiator air leakage Connect a hose and radiator cap tester to the upper tank. Plug the lower tank and put the entire radiator into a tank filled with water. Use the radiator cap tester to apply an air pressure of 147 kPa {1.47 kgf/cm 2 } and check for air leakage. If air leakage is found, replace the radiator. Location Maintenance item Standard value Limit Remedy 8 Air leakage from radiator (air pressure 147 kPa {1.47 kgf/cm 2 }) 0cm 3 {0 mL} -- Repair or replace Mark Parts to be tightened Tightening torque Remarks Radiator drain cock 2.5 ± 0.5 {0.3 ± 0.1} -- ---===WSE_1506_00003_0493.djvu===--- 14-26 Removal sequence Installation sequence Follow the removal sequence in reverse. Service standards Tightening torque (Unit: N·m {kgf·m}) Location Maintenance item Standard value Limit Remedy 1 Pressure cap valve opening pressure 110±15kPa {1.1 ± 0.15 kgf/cm 2 } --R e p l a c e Mark Parts to be tightened Tightening torque Remarks Water level sensor 3{0.3} -- 1 Water hose A 2 Water hose B 3 Water hose C 4 Pressure cap 5 Surge tank 6 Surge tank bracket +1 0 +0.1 0 PRESSURE CAP, SURGE TANK ---===WSE_1506_00003_0494.djvu===--- 14 14-27 Inspection procedure Inspection: Pressure cap (1) Pressure valve opening pressure Measure the pressure valve opening pressure using a pres- sure cap tester. Replace the pressure cap if the measured value deviates from the standard value range. (2) Inspection: Vent valve Check the reservoir tank for water level in advance. Let the engine run at high speeds and, when a certain amount of coolant overflows to the reservoir tank, stop the engine. Leave the unit to stand for some time. When the coolant tem- perature becomes the atmospheric temperature, check that the water level of the reservoir tank is the same as that before the engine was started. If the water level does not lower, the vent valve is faulty. So, replace the pressure cap with a new one. CAUTION If the pressure cap is removed before the coolant tempera- ture lowers to the atmospheric level, a vacuum develops in- side the radiator, so that the coolant cannot return to the reservoir tank. ---===WSE_1506_00003_0495.djvu===--- 14-28 Removal sequence Installation sequence Follow the removal sequence in reverse. 1 Water hose A 2 Water hose B 3 Tank bracket A 4 Tank bracket B 5 Tank protector 6 Reservoir tank RESERVOIR TANK ---===WSE_1506_00003_0496.djvu===--- MEMO 14-29 14 ---===WSE_1506_00003_0497.djvu===--- 14-30 Removal sequence Installation sequence Follow the removal sequence in reverse. Service standards (Unit: mm) Location Maintenance item Standard value Limit Remedy -- Clearance between fan shroud and cooling fan 5.0 to 9.0 -- Correct or replace 1 Fan shroud <Wide cab> 2 Spacer <Wide cab> 3 Shroud upper stay <Wide cab> 4 Shroud lower stay <Wide cab> 5 Cooling fan 6 Automatic cooling fan coupling COOLING FAN ---===WSE_1506_00003_0498.djvu===--- 14 14-31 Tightening torque (Unit: N·m {kgf·m}) Inspection and cleaning procedure Inspection: Automatic cooling fan coupling Make an inspection of the following points. Replace the automat- ic cooling fan coupling if defective. Check the followings. The coupling does not make any abnormal noise or rotate un- evenly due to defects in the inside bearing when rotated man- ually. The automatic cooling fan coupling does not move too much when pushed and pulled in the axial directions when the en- gine is cold. Removal procedure Removal: Automatic cooling fan coupling Using an Allen insert for the relevant seat on the shaft of the wa- ter pump and a box-end wrench, unscrew the fastening nut of the automatic cooling fan coupling. CAUTION The automatic cooling fan coupling has left hand thread. Remove the nut with its relevant spacer, then extract the auto- matic cooling fan coupling and the pulley from the water pump. On Crew-cab models, perform the work from under the vehicle as accessing through the inspection opening in the cab is diffi- cult. Mark Parts to be tightened Tightening torque Remarks Nut (automatic cooling fan coupling) 150±15{15±1.5} -- Bolt (cooling fan mounting) 7 to10 {0.7 to 1.0} -- Bolt 19 to 28 {1.9 to 2.8} -- Bolt 45 to 55 {4.5 to 5.6} -- Bolt 32 to 48 {3.3 to 4.9} -- ---===WSE_1506_00003_0499.djvu===--- 14-32 Installation procedure Installation: Automatic cooling fan coupling Fit the pulley onto the water pump. Fit the automatic cooling fan coupling, insert the spacer and tighten the fastening nut. CAUTION The automatic cooling fan coupling has left hand thread. Using a dynamometric wrench, an Allen insert and a box-end wrench, tighten the fastening nut on the shaft of the water pump, to the spacified torque. Installation: Cooling fan Mount the cooling fan on the automatic cooling fan coupling. Installation: Fan shroud Install the fan shroud on the engine main body. Make sure that, when assembled, there is the specified clear- ance between the fan shroud and cooling fan throughout the en- tire periphery. COOLING FAN ---===WSE_1506_00003_0500.djvu===--- MEMO 14-33 14 ---===WSE_1506_00003_0501.djvu===--- 14-34 Removal sequence Installation sequence Follow the removal sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Mark Parts to be tightened Tightening torque Remarks Bolt (damper pulley mounting) 350 {35} -- Bolt (water pump mounting) M8 25 {2.5} -- M10 50 {5} Bolt (idler pulley mounting) 40 {4} -- Bolt (automatic belt tensioner mounting) 25 {2.5} -- 耦縕緫緱縕緫縑 縈 縑 緱 緹 絝膄 緱緱 縕 縕 縠 繢 繇 繮 緱緫 1 Belt 2 Idler pulley 3 Automatic belt tensioner 4 Idler pulley 5 Dowel pin 6 Pulley 7 Fan clutch magnet (See Gr54.) 8 Water pump 9 Lock plug 10 Gasket 11 Damper pulley * a: Alternator (See Gr54.) : Non-reusable parts BELT, WATER PUMP, DAMPER PULLEY ---===WSE_1506_00003_0502.djvu===--- 14 14-35 Special tools (Unit: mm) Removal procedure Removal: Belt Using a wrench, by turning the automatic tensioner in the direc- tion of the arrow so as to slacken the belt. Insert a screwdriver, or the like, into the hole in the automatic tensioner, and lock the automatic tensioner in the "Stop" posi- tion. Remove the belt. Remove the screwdriver that you inserted, from the automatic tensioner. Removal: Automatic belt tensioner Loosen the bolt and remove the automatic belt tensioner. Mark Tool name and shape Part No. Application Tool to retain engine flywheel MH064205 Stop the rotation of the engine flywheel <C4 Clutch> Tool to retain engine flywheel MH063967 Stop the rotation of the engine flywheel <C3 Clutch> ---===WSE_1506_00003_0503.djvu===--- 14-36 Removal: Water pump Unscrew and remove the attaching bolts; remove the water pump taking care to remove the gasket. Removal: Damper pulley <C3 Clutch> Using , block rotation of the engine flywheel. <C4 Clutch> Attach to prevent the rotation of the flywheel. Make sure that the ring gear teeth mesh firmly with the projection of without play between them. Take out the bolt and remove the damper pulley. BELT, WATER PUMP, DAMPER PULLEY ---===WSE_1506_00003_0504.djvu===--- 14 14-37 Installation procedure Installation: Damper pulley <C3 Clutch> Stop the rotation of the engine flywheel by means of . <C4 Clutch> Attach to prevent the rotation of the flywheel. Make sure that the ring gear teeth mesh firmly with the projection of without play between them. Install the damper pulley to the crankshaft with the pin on the crankshaft end aligned with the hole in the pulley. Tighten the bolt to a torque of 350 N·m {35 kgf·m}. Install the damper pulley. Installation: Water pump Install the water pump with a new gasket. Drive in the bolts and tighten them to the prescribed torque. Installation: Automatic belt tensioner Install the automatic belt tensioner and tighten the bolt. ---===WSE_1506_00003_0505.djvu===--- 14-38 Insert a screwdriver, or the like, into the hole in the automatic tensioner, and lock the automatic tensioner in the "Stop" posi- tion. Install the belt. After operating the automatic tensioner in the direction of the ar- row using a wrench, remove the driver. BELT, WATER PUMP, DAMPER PULLEY ---===WSE_1506_00003_0506.djvu===--- MEMO 14-39 14 ---===WSE_1506_00003_0507.djvu===--- 14-40 Removal sequence 1 Water temperature sensor 2 Thermostat 3 Gasket : Non-reusable parts Installation sequence Follow the removal sequence in reverse. Service standards (Unit: mm) Tightening torque (Unit: N·m {kgf·m}) Inspection procedure Inspection: Thermostat Stir the water using a stirring rod to maintain an even water tem- perature in the container, then conduct the tests indicated below. If the measured values deviate from the standard value ranges, replace the thermostat. (1) Valve opening temperature Hold the thermostat with wire to keep it away from the heat source. Heat the water gradually to the valve opening temperature. Maintain this temperature for five minutes and make sure that the valve is completely open. Make sure that the valve closes completely when the water tem- perature drops below 77C. Location Maintenance item Standard value Limit Remedy 1 Thermostat Valve opening temperature 79±2C --R e p l a c e Valve lift / temperature 7.5 or more / 92C Mark Parts to be tightened Tightening torque Remarks Bolt (thermostat mounting) 25 {2.5} -- Water temperature sensor 40 {4.1} -- THERMOSTAT ---===WSE_1506_00003_0508.djvu===--- 14 14-41 (2) Valve lift Heat the water to 92C and keep the temperature for five min- utes with the valve opened completely. Measure the amount of the valve lift. Removal procedure Removal: Thermostat, water temperature sensor Remove four bolts and remove the thermostat together with the water temperature sensor. Installation procedure Installation: Thermostat, water temperature sensor Install the thermostat together with the water temperature sen- sor. Mount a new gasket between the thermostat and cylinder head. ---===WSE_1506_00003_0509.djvu===--- 15-1 GROUP 15 INTAKE AND EXHAUST SPECIFICATIONS............................................................................... 15-2 STRUCTURE AND OPERATION 1. Air Cleaner.................................................................................... 15-3 2. Turbocharging System ................................................................. 15-4 3. EBS (Exhaust Brake System) Valve .............................................. 15-8 TROUBLESHOOTING ........................................................................ 15-9 ON-VEHICLE INSPECTION AND ADJUSTMENT 1. Exhaust Emission Condition ...................................................... 15-10 2. Cleaning and Inspection of Air Cleaner Element ......................... 15-10 3. Installation, Looseness, and Damage of Exhaust Pipe and Muffler ............................................................ 15-12 4. Functions of Muffler ................................................................... 15-12 AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB> ................................................................... 15-14 <CREW CAB> ................................................................................. 15-24 EXHAUST MANIFOLD, TURBOCHARGER..................................... 15-30 INTERCOOLER................................................................................. 15-42 INTAKE MANIFOLD.......................................................................... 15-44 FRONT PIPE ..................................................................................... 15-48 ---===WSE_1506_00003_0510.djvu===--- 15-2 Item Specifications Air cleaner element type Filter paper type Turbocharger Type Variable geometry Manufacturer GARRETT Cooling system Water-cooled Intercooler type Tube and corrugated fin air cooled type SPECIFICATIONS ---===WSE_1506_00003_0511.djvu===--- 15 15-3 1. Air Cleaner The air cleaner is a single element type. When the engine slows down below the predetermined speed, the level of vacuum in the air cleaner changes and causes the unloader valve to vibrate. Vibration of the unloader valve allows the air cleaner to automatically dis- charge any water and dust that has accumulated inside. P501505E <FEA> <FEB (Except crew cab), FEC> Air cleaner Air cleaner Air box Air box Unloader valve Unloader valve Unloader valve <FEB (Crew cab)> Air cleaner STRUCTURE AND OPERATION ---===WSE_1506_00003_0511.djvu===--- 15 15-3 1. Air Cleaner The air cleaner is a single element type. When the engine slows down below the predetermined speed, the level of vacuum in the air cleaner changes and causes the unloader valve to vibrate. Vibration of the unloader valve allows the air cleaner to automatically dis- charge any water and dust that has accumulated inside. P501505E <FEA> <FEB (Except crew cab), FEC> Air cleaner Air cleaner Air box Air box Unloader valve Unloader valve Unloader valve <FEB (Crew cab)> Air cleaner STRUCTURE AND OPERATION ---===WSE_1506_00003_0512.djvu===--- 15-4 2. Turbocharging System The turbocharging system is composed of: an air filter, turbocompressor and intercooler. The air filter is the dry type comprising a filtering cartridge to be periodically replaced. The function of the turbocharger is to use the energy of the engine's exhaust gas to send pressurised air to the cylinders. The intercooler comprises a radiator included in the engine coolant radiator and its function is to lower the temper- ature of the air leaving the turbocharger to send it to the cylinders. STRUCTURE AND OPERATION ---===WSE_1506_00003_0513.djvu===--- 15 15-5 2.1 Turbocharger system function diagram For electronic control unit connector diagram of turbocharger system, see Gr13E. ---===WSE_1506_00003_0514.djvu===--- 15-6 2.2 Turbocharger The turbocharger is a variable geome- try turbocharger and consists of the following. Centrifugal supercharger Turbine Set of mobile blades A proportional actuator controlling the moving vanes. The actuator is controlled by a vacuum via a pro- portional magnetic valve controlled by the engine electronic control unit. The variable geometry makes it possi- ble to the following. Increase the speed of the exhaust gases at the turbine at low engine speeds. Slow down the speed of the ex- haust gases at the turbine at high speeds. The turbocharger makes it possible to produce the maximum volumetric effi- ciency for the engine at low rotation speeds (with the engine in load condi- tions). (1) Operation at low engine rpm When engine is running at low speed, the exhaust gases show weak kinetic energy; under these conditions a tradi- tional turbine shall rotate slowly, thus providing a limited booster pressure. In the turbine, the mobile blades are set to max. closed position and the small through-sections between the blades increase the inlet gas speed. Higher inlet speeds involve higher tip speeds of the turbine and therefore of the turbocharger. Engine speed increase results in a gradual increase of exhaust gas kinet- ic energy, and also in turbine speed and booster pressure increase. STRUCTURE AND OPERATION ---===WSE_1506_00003_0515.djvu===--- 15 15-7 (2) Operation at high engine rpm The engine electronic control unit, through the proportional control mag- netic valve, modulates the vacuum acting on the diaphragm, so pneumat- ic actuator controls through the tie rod, the gradual opening of the mobile blades until reaching the max. open position. Blade through-sections results larger thus producing a speed decrease in exhaust gas flow through the turbine with speeds equal to or lower than those of the low rpm condition. Turbine speed is therefore adjusted to a proper value enabling suitable en- gine operation at high speed. 2.3 Proportional actuator The proportional actuator varies the opening of the turbocharger blades that regulate the flow of exhaust gas- es. The actuator diaphragm connected to the control rod is vacuum-controlled. The position of the control rod is de- tected by a sensor. The vacuum modulated by the propor- tional magnetic valve varies the move- ment of the actuator diaphragm and therefore the control rod which con- trols the turbine's movable blades. The proportional magnetic valve mod- ulates the turbocharger actuator con- trol vacuum according to the exchange of information between the engine electronic control unit and sen- sors: engine speed, accelerator pedal position and pressure/temperature fit- ted on the inlet manifold. 2.4 Proportional magnetic valve controlling turbocharger actuator The proportional magnetic valve mod- ulates the low pressure controlling the turbocharger actuator, taken from the air circuit of the servo brake, according to the information exchanged between the engine electronic control unit and the sensors; engine speed, accelera- tor pedal position and pressure/tem- perature fitted on the intake manifold. As a result, the actuator varies the opening of the blades of the turbo- charger that adjust the flow of exhaust gases. ---===WSE_1506_00003_0516.djvu===--- 15-8 3. EBS (Exhaust Brake System) Valve The EBS valve fitted on the turbocharger outlet it modulates the pressure of the exhaust gases flowing out of the turbine to increase the function "EGR" in aspiration with the purpose of graduating the value of the exhaust emis- sion. It improves the value of the gaseous emissions bringing it to the parameters required by the norm. Following the value of restriction defined by the valve the exhaust gas pressure is increased upstream of the tur- bine. Greater the pressure determined by the restriction, the greater will be the flow of the exhaust gases that are diverted, upstream of the turbine inlet, toward the EGR (Exhaust Gas Recirculation) unit and recirculated in the in- let. The engine electronic control unit is mapped for the management of the gaseous emissions values and following these parameters it controls the opening of the EBS valve. The flow of the exhaust gases "not diverted" is sent to the exhaust pipe. STRUCTURE AND OPERATION ---===WSE_1506_00003_0517.djvu===--- 15 15-9 DPF: Diesel particulate filter Symptoms Reference Gr Possible causes Air cleaner Clogged air cleaner element OO O Turbocharger Defective turbocharger OOOOOOO Damaged air pipe, air hose, and air duct; de- fective air valve OO Intercooler O Deformed exhaust pipe and/or tail pipe O Poorly installed exhaust pipe and/or tail pipe O Rocker arms broken/out of place OO O Gr11 Defective cylinder head gasket O O Worn valve and valve seat and/or carbon deposits O Weakened valve springs OO O Worn and/or damaged piston rings O OOO Worn and/or damaged piston ring grooves O OOO Malfunctioning cooling system O O Gr14 Excessive engine oil level O Gr12 Seizure of main moving parts OO O Uneven or excessive fuel injection O Gr13 Air flow and intake air temperature sensor open-circuited or in- termittent connection OG r 5 4 TROUBLESHOOTING ---===WSE_1506_00003_0518.djvu===--- 15-10 1. Exhaust Emission Condition With the engine warmed up sufficiently, visually check to see if an abnormal black smoke is discharged. If an abnormal condition is evident, check different parts and cor- rect or replace any defective part. 2. Cleaning and Inspection of Air Cleaner Element [Inspection] Shine light inside the element. Replace the element if thin spots or broken parts are evident in the filter paper, or if the packing at the top of the element is dam- aged. Also replace the element if the dust on the element is damp with oily soot, regardless of the replacement schedule. [Cleaning] Blow a jet of compressed air at a pressure not higher than 685 kPa {7 kgf/cm 2 } against the inside surfaces of the element. Move the compressed air jet up and down along all pleats of the filter paper element. CAUTION For the cleaning interval of the element, refer to the Owner's Handbook. Unnecessarily frequent cleaning may damage the element and can be the cause of dust and foreign ob- jects being trapped in the engine. Do not strike the element or hit it against another object to remove dust. Do not blow compressed air against outside surfaces of the element. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0518.djvu===--- 15-10 1. Exhaust Emission Condition With the engine warmed up sufficiently, visually check to see if an abnormal black smoke is discharged. If an abnormal condition is evident, check different parts and cor- rect or replace any defective part. 2. Cleaning and Inspection of Air Cleaner Element [Inspection] Shine light inside the element. Replace the element if thin spots or broken parts are evident in the filter paper, or if the packing at the top of the element is dam- aged. Also replace the element if the dust on the element is damp with oily soot, regardless of the replacement schedule. [Cleaning] Blow a jet of compressed air at a pressure not higher than 685 kPa {7 kgf/cm 2 } against the inside surfaces of the element. Move the compressed air jet up and down along all pleats of the filter paper element. CAUTION For the cleaning interval of the element, refer to the Owner's Handbook. Unnecessarily frequent cleaning may damage the element and can be the cause of dust and foreign ob- jects being trapped in the engine. Do not strike the element or hit it against another object to remove dust. Do not blow compressed air against outside surfaces of the element. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0518.djvu===--- 15-10 1. Exhaust Emission Condition With the engine warmed up sufficiently, visually check to see if an abnormal black smoke is discharged. If an abnormal condition is evident, check different parts and cor- rect or replace any defective part. 2. Cleaning and Inspection of Air Cleaner Element [Inspection] Shine light inside the element. Replace the element if thin spots or broken parts are evident in the filter paper, or if the packing at the top of the element is dam- aged. Also replace the element if the dust on the element is damp with oily soot, regardless of the replacement schedule. [Cleaning] Blow a jet of compressed air at a pressure not higher than 685 kPa {7 kgf/cm 2 } against the inside surfaces of the element. Move the compressed air jet up and down along all pleats of the filter paper element. CAUTION For the cleaning interval of the element, refer to the Owner's Handbook. Unnecessarily frequent cleaning may damage the element and can be the cause of dust and foreign ob- jects being trapped in the engine. Do not strike the element or hit it against another object to remove dust. Do not blow compressed air against outside surfaces of the element. ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0519.djvu===--- 15 15-11 [Installation] <FEA> Make sure the protrusion of the air cleaner case is on the oppo- site side of the protrusion of the case. Install the filter element and air cleaner cover in the air cleaner case. Clamp the air cleaner cover. <FEB, FEC> Insert the air cleaner element straight into the air cleaner case. Then move the lock lever in the air cleaner case to the "LOCK" position. Install the cover while inserting its protrusions into the holes in the air cleaner case. ---===WSE_1506_00003_0520.djvu===--- 15-12 3. Installation, Looseness, and Damage of Exhaust Pipe and Muffler Check the following and when a loose or faulty part is detected, correct or replace the part. Check the mounting and connecting portions of the exhaust (front) pipe, muffler, DPF, and oxidation catalyst for looseness by shaking them by hand. Using a wrench or similar tool, check the mounting bolts and nuts of the exhaust (front) pipe, muffler, DPF, oxi- dation catalyst, and heat insulating board (insulator) for looseness. Check the rubber hanger for deterioration, damage, and installed condition. Check the exhaust (front) pipe, muffler, DPF, oxidation catalyst, and heat insulating board (insulator) for dam- age and corrosion. Check the exhaust (front) pipe, muffler, DPF, and oxidation catalyst for possible contact with other parts. Start the engine (and let it warm up thoroughly) and check for possible leakage of exhaust gas from connec- tions. CAUTION Do not touch water that comes out from the DPF. If such water attaches to your skin, wash it off thorough- ly with running water. 4. Functions of Muffler Start the engine (and let it warm up thoroughly). Then, change its speed to listen for any unusual exhaust noise. If any unusual noise is heard, correct or replace the defective part. CAUTION Do not touch water that comes out from the DPF. If such wa- ter attaches to your skin, wash it off thoroughly with run- ning water. DPF: Diesel particulate filter ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0520.djvu===--- 15-12 3. Installation, Looseness, and Damage of Exhaust Pipe and Muffler Check the following and when a loose or faulty part is detected, correct or replace the part. Check the mounting and connecting portions of the exhaust (front) pipe, muffler, DPF, and oxidation catalyst for looseness by shaking them by hand. Using a wrench or similar tool, check the mounting bolts and nuts of the exhaust (front) pipe, muffler, DPF, oxi- dation catalyst, and heat insulating board (insulator) for looseness. Check the rubber hanger for deterioration, damage, and installed condition. Check the exhaust (front) pipe, muffler, DPF, oxidation catalyst, and heat insulating board (insulator) for dam- age and corrosion. Check the exhaust (front) pipe, muffler, DPF, and oxidation catalyst for possible contact with other parts. Start the engine (and let it warm up thoroughly) and check for possible leakage of exhaust gas from connec- tions. CAUTION Do not touch water that comes out from the DPF. If such water attaches to your skin, wash it off thorough- ly with running water. 4. Functions of Muffler Start the engine (and let it warm up thoroughly). Then, change its speed to listen for any unusual exhaust noise. If any unusual noise is heard, correct or replace the defective part. CAUTION Do not touch water that comes out from the DPF. If such wa- ter attaches to your skin, wash it off thoroughly with run- ning water. DPF: Diesel particulate filter ON-VEHICLE INSPECTION AND ADJUSTMENT ---===WSE_1506_00003_0521.djvu===--- MEMO 15-13 15 ---===WSE_1506_00003_0522.djvu===--- 15-14 <FEA> AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB> ---===WSE_1506_00003_0522.djvu===--- 15-14 <FEA> AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB> ---===WSE_1506_00003_0523.djvu===--- 15 15-15 Disassembly sequence Assembly sequence Follow the disassembly sequence in reverse. CAUTION When assembling the secondary side hose or duct, use water only for smooth installation. Applying soap suds, grease or other lubricating material will cause malfunction of the air flow sensor. Tightening torque (Unit: N·m {kgf·m}) Inspection procedure Inspection: Element Shine light inside the element. Replace the element if thin spots or broken parts are evident in the filter paper, or if the packing at the top of the element is dam- aged. Also replace the element if the dust on the element is damp with oily soot, regardless of the replacement schedule. Cleaning procedure Cleaning: Element Blow a jet of compressed air at a pressure not higher than 685 kPa {7 kgf/cm 2 } against the inside surfaces of the element. Move the compressed air jet up and down along all pleats of the filter paper element. CAUTION For the cleaning interval of the element, refer to the Owner's Manual. Unnecessarily frequent cleaning may damage the element and can be the cause of dust and foreign objects being trapped in the engine. Do not strike the element or hit it against another object to remove dust. Do not blow compressed air against outside surfaces of the element. Mark Parts to be tightened Tightening torque Remarks Clamp 3.0 to 3.4 {0.3 to 0.35} -- Bolt 12 to 15 {1.2 to 1.5} -- 1 Air intake duct 2 Connector 3 Clip 4 Breather hose 5 AirhoseA 6 Air duct 7 Air flow and intake air temper- ature sensor 8 AirhoseB 9 Dust indicator 10 Indicator hose 11 Air box 12 Adapter 13 Unloader valve 14 Air cleaner cover 15 Gasket 16 Element 17 Air cleaner case ---===WSE_1506_00003_0524.djvu===--- 15-16 Installation procedure Installation: Metal mesh Install the metal mesh to the air hose in the direction shown in the drawing. Installation: Air flow sensor, air hose B, air duct Align the marks embossed mark on air cleaner and air hose B and push air hose in until it hits stopper. Align the key on air hose B and the slot on air flow sensor and push air flow sensor in until it hits stopper. Tighten clamps facing in the illustrated direction. Installation: Air hose A Install the air hose A by aligning the embossed marks as shown and pushing the hose until it touches the stopper while respect- ing the dimensions indicated in the illustration. After installation, confirm that the "UP" mark on the air hose A is facing up. Secure the air hose A with the clamp. AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB> ---===WSE_1506_00003_0525.djvu===--- 15 15-17 Installation: Breather hose, clip Install the breather hose by aligning its mark (white) with the edge of the clip. ---===WSE_1506_00003_0526.djvu===--- 15-18 <FEB, FEC> AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB> ---===WSE_1506_00003_0527.djvu===--- 15 15-19 Disassembly sequence Assembly sequence Follow the disassembly sequence in reverse. CAUTION When assembling the secondary side hose or duct, use water only for smooth installation. Applying soap suds, grease or other lubricating material will cause malfunction of the air flow sensor. Tightening torque (Unit: N·m {kgf·m}) Removal procedure Removal: Air cleaner element Make sure the parking brake is firmly applied. Chock the wheels. Undo the clamps at 2 places, then remove the cover by pulling it in the direction of the clamps. Move the lock lever in the air cleaner case to the "UNLOCK" po- sition. Mark Parts to be tightened Tightening torque Remarks Clamp 3.0 to 3.4 {0.3 to 0.35} -- Bolt 12 to 15 {1.2 to 1.5} -- 1 Air intake duct 2 Connector 3 Clip 4 Breather hose 5 AirhoseA 6 Air duct 7 Air flow and intake air temper- ature sensor 8 AirhoseB 9 Dust indicator 10 Indicator hose 11 Air box 12 Unloader valve 13 Air cleaner cover 14 Gasket 15 Element 16 Air cleaner cover 17 Air cleaner cover lever 18 Air cleaner case ---===WSE_1506_00003_0528.djvu===--- 15-20 Pull the air cleaner element straight out of the air cleaner case. Inspection procedure Inspection: Element Shine light inside the element. Replace the element if thin spots or broken parts are evident in the filter paper, or if the packing at the top of the element is dam- aged. Also replace the element if the dust on the element is damp with oily soot, regardless of the replacement schedule. Cleaning procedure Cleaning: Element Blow a jet of compressed air at a pressure not higher than 685 kPa {7 kgf/cm 2 } against the inside surfaces of the element. Move the compressed air jet up and down along all pleats of the filter paper element. CAUTION For the cleaning interval of the element, refer to the Owner's Manual. Unnecessarily frequent cleaning may damage the element and can be the cause of dust and foreign objects being trapped in the engine. Do not strike the element or hit it against another object to remove dust. Do not blow compressed air against outside surfaces of the element. AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB> ---===WSE_1506_00003_0529.djvu===--- 15 15-21 Installation procedure Installation: Air cleaner element, air cleaner cover Insert the air cleaner element straight into the air cleaner case, then move the lock lever in the air cleaner case to the "LOCK" position. Install the cover while inserting its protrusions into the holes in the air cleaner case. Installation: Metal mesh Install the metal mesh to the air hose in the direction shown in the drawing. Installation: Air flow sensor, air hose B Align the marks "o" on air cleaner and air hose B and push air hose in until it hits stopper. Align the key on air hose B and the slot on air flow sensor and push air flow sensor in until it hits stopper. Tighten clamps facing in the illustrated direction. ---===WSE_1506_00003_0530.djvu===--- 15-22 Installation: Air hose A, air duct Install the air hose A by aligning the embossed marks as shown and respecting the dimensions indicated in the illustration. After installation, confirm that the "UP" mark on the air hose A is facing up. Secure the air hose A with the clamp. Installation: Breather hose, clip Install the breather hose by aligning its mark (white) with the edge of the clip. AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB> ---===WSE_1506_00003_0531.djvu===--- MEMO 15-23 15 ---===WSE_1506_00003_0532.djvu===--- 15-24 AIR DUCT AND AIR CLEANER <CREW CAB> ---===WSE_1506_00003_0533.djvu===--- 15 15-25 Disassembly sequence Assembly sequence Follow the disassembly sequence in reverse. CAUTION When assembling the secondary side hose or duct, use water only for smooth installation. Applying soap suds, grease or other lubricating material will cause malfunction of the air flow sensor. Tightening torque (Unit: N·m {kgf·m}) Removal procedure Removal: Air cleaner element Make sure the parking brake is firmly applied. Chock the wheels. Undo the clamps at 2 places, then remove the cover by pulling it in the direction of the clamps. Mark Parts to be tightened Tightening torque Remarks Clamp 3.0 to 3.4 {0.3 to 0.35} -- Bolt 12 to 15 {1.2 to 1.5} -- 1 Air intake duct 2 Connector 3 Clip 4 Breather hose 5 AirhoseA 6 AirductA 7 AirductB 8 AirhoseB 9 Air pipe 10 Air hose C 11 Mesh 12 Air flow and intake air temper- ature sensor 13 Air hose D 14 Dust indicator 15 Indicator hose 16 Air duct C 17 Gasket 18 Air box 19 Unloader valve 20 Air cleaner cover 21 Gasket 22 Element 23 Air cleaner cover 24 Air cleaner cover lever 25 Air cleaner case ---===WSE_1506_00003_0534.djvu===--- 15-26 Move the lock lever in the air cleaner case to the "UNLOCK" po- sition. Pull the air cleaner element straight out of the air cleaner case. Inspection procedure Inspection: Element Shine light inside the element. Replace the element if thin spots or broken parts are evident in the filter paper, or if the packing at the top of the element is dam- aged. Also replace the element if the dust on the element is damp with oily soot, regardless of the replacement schedule. Cleaning procedure Cleaning: Element Blow a jet of compressed air at a pressure not higher than 685 kPa {7 kgf/cm 2 } against the inside surfaces of the element. Move the compressed air jet up and down along all pleats of the filter paper element. CAUTION For the cleaning interval of the element, refer to the Owner's Manual. Unnecessarily frequent cleaning may damage the element and can be the cause of dust and foreign objects being trapped in the engine. Do not strike the element or hit it against another object to remove dust. Do not blow compressed air against outside surfaces of the element. AIR DUCT AND AIR CLEANER <CREW CAB> ---===WSE_1506_00003_0535.djvu===--- 15 15-27 Installation procedure Installation: Air cleaner element, air cleaner cover Insert the air cleaner element straight into the air cleaner case. Move the lock lever in the air cleaner case to the "LOCK" posi- tion. Install the cover while inserting its protrusions into the holes in the air cleaner case, then fasten the clamps. Installation: Air box, air duct C Install the air duct C while respecting the dimensions indicated in the illustration. Installation: Metal mesh Install the metal mesh to the air hose in the direction shown in the drawing. ---===WSE_1506_00003_0536.djvu===--- 15-28 Installation: Air hose C, D, air flow sensor, air pipe Align the marks embossed mark on air cleaner and air hose D and push air hose in until it hits stopper. Align the key on air hose D and the slot on air flow sensor and push air flow sensor in until it hits stopper. Tighten clamps facing in the illustrated direction. Installation: Air duct B, air hose B Install the air hose while respecting the dimensions indicated in the illustration. Install the air duct in the direction shown in the illustration, then push it until it touches the stopper. Secure the air duct B and air hose B with the clamps. Installation: Air hose A Install the air hose A by aligning the embossed marks as shown and respecting the dimensions indicated in the illustration. After installation, confirm that the "UP" mark on the air hose A is facing up. Secure the air hose A with the clamp. Installation: Breather hose, clip Install the breather hose by aligning its mark (white) with the edge of the clip. AIR DUCT AND AIR CLEANER <CREW CAB> ---===WSE_1506_00003_0537.djvu===--- MEMO 15-29 15 ---===WSE_1506_00003_0538.djvu===--- 15-30 EXHAUST MANIFOLD, TURBOCHARGER ---===WSE_1506_00003_0539.djvu===--- 15 15-31 Removal sequence CAUTION The turbocharger is a non-disassembly component. When it becomes unsmooth in rotation or has any problems, replace the turbocharger. Installation sequence Follow the removal sequence. Tightening torque (Unit: N·m {kgf·m}) Lubricant and/or sealant Work before removal Removal: Each part Open the radiator drain cock to discharge coolant. (See Gr14.) Perform the following steps to make a work space. Remove the chassis side cover and mud guard. Remove the air ducts and air hoses. Remove the air inlet hose and air inlet pipe. Remove the surge hose. (See Gr14.) Remove the heater hose. (See Gr14.) Remove the breather hose. (See Gr17.) Remove the front pipe. (See Gr15.) Remove the protector. Remove the vacuum modulator. (See Gr54.) Remove the insulator. (for protecting the transmission cable) Mark Parts to be tightened Tightening torque Remarks Bolt (exhaust manifold and turbocharger mounting) 25 {2.5} -- Nut (exhaust manifold and turbocharger mounting) Bolt (air duct mounting) Bolt (bracket mounting) Bolt (oil return pipe mounting) 10 {1.0} -- Connector and Eyebolt (pipe mounting) 30 {3.1} -- Clamp B (exhaust pipe) 12±1{1.2±0.1} -- Clamp A (turbocharger) 9±1{0.9±0.1} -- Mark Points of application Specified lubricant and/or sealant Quantity Thread area of bracket installation bolt Loctite 242 As required 1 Bracket 2 Water outlet pipe 3 Eyebolt 4 Bracket 5 Air pipe 6 Stud bolt 7 Eyebolt 8 Water inlet pipe 9 Bracket 10 Clamp B 11 Exhaust pipe 12 Stud bolt 13 Clamp A 14 EBS valve 15 Oil return hose 16 EGR unit (see Gr17.) 17 Insulator 18 Spacer 19 Oil pipe 20 Connector 21 Bracket 22 Exhaust manifold 23 Turbocharger 24 Gasket 25 Stud bolt 26 Gasket 27 Protector 28 Oil return pipe connector 29 Gasket 30 Water pipe :Non-reusable parts EBS: Exhaust brake system EGR: Exhaust gas recirculation ---===WSE_1506_00003_0540.djvu===--- 15-32 Removal procedure Removal: Harness (connects with the variable geometry tur- bocharger position sensor) Disconnect the harness from the variable geometry turbocharg- er position sensor. Removal: Exhaust pipe, water inlet pipe, water outlet pipe, EBS valve, air pipe Remove the bracket. (Hexagon socket head bolts or hexagon head bolts are used for mounting the brackets.) Remove the clamp at the top of the water outlet pipe. Remove the water inlet pipe form the EBS valve. Remove the water outlet pipe form the EBS valve. Loosen and remove the eyebolt. Remove the water outlet pipe from the turbocharger. CAUTION Be careful not to inhale particles of Loctite when removing the bolt A. Be careful not to damage threads when loosening the bolt A. EXHAUST MANIFOLD, TURBOCHARGER ---===WSE_1506_00003_0541.djvu===--- 15 15-33 Remove the air pipe from the turbocharger. Loosen and remove the eyebolt. Leave the water inlet pipe on the engine side. Loosen the clamp B on the exhaust pipe and remove the ex- haust pipe from the EBS valve. Before loosening the clamp,put alignment marks on the exhaust pipe and clamp as shown in the illustration. Loosen the clamp A on the EBS valve and remove the EBS valve from the turbocharger. Removal: Oil return hose Loosen the clamp on the oil return hose and remove the oil re- turn hose from the turbocharger. ---===WSE_1506_00003_0542.djvu===--- 15-34 Removal: EGR unit Loosen the clamps and move them away from where the pipe is secured to the water pipe and EGR unit. Remove the hose. Remove the clamps. Remove the hose from the EGR unit and cover. Loosen and remove the bolt on the clamp. Remove the EGR connection pipe and gasket from the EGR unit. Remove the bolt on the exhaust manifold side, then remove the EGR valve pipe from the exhaust manifold. Remove the EGR unit. EXHAUST MANIFOLD, TURBOCHARGER ---===WSE_1506_00003_0543.djvu===--- 15 15-35 Removal: Oil pipe, insulator Remove the oil pipe. Remove the insulator. Be careful not to lose the spacer. Removal: Bracket Remove the bracket at the bottom of the turbocharger. Removal: Exhaust manifold, turbocharger Remove the exhaust manifold together with the turbocharger. Remove the gasket between the exhaust manifold and cylinder head. Removal: Turbocharger Remove the turbocharger from the exhaust manifold. Inspection procedure Visually inspect each thread for crush and peeling. Replace if there is a problem. Visually inspect the turbine wheel housing and turbine wheel for any trace of wear. Replace if there is a problem. Visually inspect the compressor wheel for wear and damage caused by foreign objects. The wheel should be clean and free of foreign objects. Visually inspect the turbine and compressor housing for damage. Visually inspect to see if the clearance of the bearing in the axial and radial directions are not excessive. Lightly push the compressor and turbine wheel with your finger. If the compressor or turbine wheel touches its housing, replace the turbocharger. ---===WSE_1506_00003_0544.djvu===--- 15-36 Installation procedure Installation: Oil return pipe connector Install the oil return pipe connector on the turbocharger. Installation: Turbocharger Install the turbocharger together with the gasket on the exhaust manifold. Install a new gasket together with the exhaust manifold. Installation: Bracket Install the bracket at the bottom of the turbocharger. Installation: Insulator, oil pipe Install the insulator together with the spacer. Install the exhaust manifold together with the spacer and insula- tor. Install the oil pipe on the turbocharger and cylinder head. EXHAUST MANIFOLD, TURBOCHARGER ---===WSE_1506_00003_0545.djvu===--- 15 15-37 Installation: EGR unit Install the EGR unit on the overhead and tighten the bolt. Install the EGR connection pipe and gasket on the EGR unit. Install the clamp as shown. Tighten the bolt. Installation: Hose Connect the hose to the EGR unit and cover. Secure the hose with the clamp. Connect the hose between the water pipe and EGR unit. Secure the hose with the clamp. Installation: EGR valve pipe Install the EGR valve pipe together with a new gasket on the ex- haust manifold. ---===WSE_1506_00003_0546.djvu===--- 15-38 Installation: Oil return hose Install the oil return hose on the turbocharger. Installation: Exhaust pipe, EBS (Exhaust Brake System) valve Install the EBS valve on the turbocharger with the clamp A. Install the Exhaust pipe to the EBS valve with the clamp B. Match the alignment marks in fastening the clamps.(Position clamp bolts so that the bolts will not to interfere with the EBS valve when the valve operates.) Tighten the eyebolt and install the water inlet pipe on the turbo- charger. Installation: Air pipe Install the air pipe on the turbocharger. EXHAUST MANIFOLD, TURBOCHARGER ---===WSE_1506_00003_0547.djvu===--- 15 15-39 Installation: Bracket Hexagon socket head bolts or hexagon head bolts are used for mounting the brackets. Either bolts can be used as they are when installing the brackets. Installation: Water inlet pipe, water outlet pipe Install the water outlet pipe on the turbocharger. Apply to the bolt A, then install the bracket on the air pipe. CAUTION Be careful not to inhale particles of Loctite on the bolt A or aluminum chips. Be careful not to damage threads when tightening the bolt A. Install the bracket on the air pipe with the bolt A. Screw the eyebolt into the turbocharger and tighten it. Tighten the bolt B on the crankcase. Screw in the water inlet pipe and water outlet pipe to their stop positions, then install the clamps. Install the upper part of the water outlet pipe. Install the clamp. ---===WSE_1506_00003_0548.djvu===--- 15-40 Installation: Harness (connects with the variable geometry turbocharger position sensor) Connect the harness in the variable geometry turbocharger posi- tion sensor. Work after installation Installation: Each part Reassemble those parts that have been removed to make the work space. Install the vacuum modulator. (See Gr54.) Install the insulator. (for protecting the transmission cable) Install the protector. Install the chassis side cover and mud guard. Install the air ducts and air hoses. Install the air inlet hose and air inlet pipe. Install the surge hose. (See Gr14.) Install the heater hose. (See Gr14.) Install the breather hose. (See Gr17.) Install the front pipe. (See Gr15.) EXHAUST MANIFOLD, TURBOCHARGER ---===WSE_1506_00003_0549.djvu===--- MEMO 15-41 15 ---===WSE_1506_00003_0550.djvu===--- 15-42 Disassembly sequence CAUTION When removing the air inlet hose, do not try to pry it off with strong force using a screwdriver or other similar tools. Doing that can damage the fluoro-layer on the inner surface of the hose, possibly compro- mising the oil resistance of the hose. Assembly sequence Follow the disassembly sequence in reverse. Service standards Tightening torque (Unit: N·m {kgf·m}) Location Maintenance item Standard value Limit Remedy 7 Intercooler air leakage (air pressure: 150 kPa {1.5 kgf/cm 2 } maintained for 30 seconds) 0cm 3 {0 mL} -- Replace Mark Parts to be tightened Tightening torque Remarks Clamp Width across flats of bolt : 7mm 8to9{0.8to0.9} -- Width across flats of bolt : 8mm 6.0 to 6.5 {0.6 to 0.7} -- 1 Air inlet hose A 2 Air inlet pipe LH 3 Air inlet hose B 4 Air inlet hose C 5 Air inlet pipe RH 6 Air inlet hose D 7 Intercooler * a: Air inlet pipe * b: Air pipe INTERCOOLER ---===WSE_1506_00003_0551.djvu===--- 15 15-43 Inspection procedure Inspection: Intercooler Plug one of the air ports of the intercooler and immerse it in a tank of water. Apply the specified air pressure to the intercooler through the other air port and retain pressure for 30 seconds. Replace the intercooler if any air leakage is evident. Installation procedure Installation: Air inlet hose Install the air inlet hose D on air inlet pipe RH so that the align- ment mark on the hose is aligned with the stopper on the pipe. Connect the air inlet hose C to the air pipe so that the notch in the hose is aligned with the build up on the pipe. Tighten the clamp in the position shown in the illustration. CAUTION Make sure that the end of the clamp does not interfere with nearby parts. Install the air inlet hose B to the air inlet pipe LH so that the alignment mark on the hose is aligned with the build up on the pipe. Connect the air inlet hose A to the air inlet pipe so that the notch in the hose is aligned with the build up on the pipe. Tighten the clamp in the position shown in the illustration. CAUTION Make sure that the end of the clamp does not interfere with nearby parts. ---===WSE_1506_00003_0552.djvu===--- 15-44 Removal sequence Installation sequence Follow the removal sequence in reverse. 1 Air inlet pipe 2 Gasket 3 Mixing pipe 4 Gasket 5 Boost pressure and temperature sensor (See Gr54.) 6 Gasket 7 Intake manifold 8 Gasket 9 Intercooler outlet temperature sensor (See Gr54.) * a: Connection pipe : Non-reusable parts INTAKE MANIFOLD ---===WSE_1506_00003_0553.djvu===--- 15 15-45 Tightening torque (Unit: N·m {kgf·m}) Removal procedure Removal: Air inlet pipe Remove the nuts and detach the air inlet pipe. Removal: Mixing pipe Remove the bolt and detach the mixing pipe. Removal: Boost pressure and temperature sensor Unscrew and remove the bolt; remove the boost pressure and temperature sensor from the intake manifold. Removal: Gasket, stud bolt Remove the gasket after removing the connection pipe. Unscrew and remove the stud bolts. Mark Parts to be tightened Tightening torque Remarks Bolt (intake manifold mounting) 25 {2.5} -- Bolt (pipe mounting) Nut (inlet pipe mounting) Nut (connection pipe mounting) Bolt (pressure and temperature sensor mounting) 10 {1.0} -- ---===WSE_1506_00003_0554.djvu===--- 15-46 Removal: Intake manifold Unscrew and remove the fixing bolts. Detach the intake manifold with its gasket. Installation procedure Installation: Intake manifold Fit the intake manifold with a new gasket. Drive in the bolts and tighten them to the prescribed torque: 25 N·m {2.5 kgf·m}. Installation: Boost pressure and temperature sensor Install the boost pressure and temperature sensor on the intake manifold. Tighten the bolt to a torque of 10 N·m {10 kgf·m}. Installation: Mixing pipe Install the pipe with new gaskets. Tighten the bolts to a torque of 25 N·m {2.5 kgf·m}. Installation: Air inlet pipe Fit the air inlet pipe on the intake manifold with a new gasket. Screw in the fixing nuts and tighten them to a torque of 25 N·m {2.5 kgf·m}. INTAKE MANIFOLD ---===WSE_1506_00003_0555.djvu===--- MEMO 15-47 15 ---===WSE_1506_00003_0556.djvu===--- 15-48 Removal sequence Installation sequence Follow the removal sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Mark Parts to be tightened Tightening torque Remarks Lambda sensor 50±10{5.1±1.0} -- Nut 50±5{5.1±0.5} -- 1 Lambda sensor 2 Sensor stay 3 Front pipe 4 Gasket 5 Gasket * a:D P F : Non-reusable parts DPF: Diesel particulate filter FRONT PIPE ---===WSE_1506_00003_0557.djvu===--- 15 15-49 Installation procedure Installation: Front pipe Install the front pipe so that the amount of offset in both vertical and horizontal directions between the pipes in front of and be- hind the bellows are within the specified value. CAUTION The function of the bellows on the front pipe is to reduce the vehicle noise level. It is not intended for compensating for misalignment that may result from improper installation of the front pipe. Install the front pipe properly to avoid ex- cessive tension or other stress on the bellows. Installation: Lambda sensor Install the lambda sensor on the front pipe. CAUTION Make sure that the sensor harness is free of tension, kink, or interference with surrounding parts. If the tip of the sensor is contaminated with soot, wipe it off with a dry, clean cloth. ---===WSE_1506_00003_0558.djvu===--- 17-1 GROUP 17 EMISSION CONTROL SPECIFICATIONS............................................................................... 17-2 STRUCTURE AND OPERATION 1. EGR (Exhaust Gas Recirculation) System .................................... 17-3 2. Blowby Gas Return System .......................................................... 17-5 3. DPF (Diesel Particulate Filter) System .......................................... 17-6 TROUBLESHOOTING ........................................................................ 17-9 EGR (Exhaust Gas Recirculation) UNIT......................................... 17-10 BLOWBY GAS RETURN SYSTEM .................................................. 17-16 DPF (Diesel Particulate Filter) ........................................................ 17-18 MUFFLER ......................................................................................... 17-22 ---===WSE_1506_00003_0559.djvu===--- 17-2 DPF: Diesel particulate filter Item Specifications Regeneration control type DPF system DPF muffler Muffler Mass kg 13.5 DPF Regeneration control type Blowby gas return system PCV (centrifugal blow-by recirculation system) SPECIFICATIONS ---===WSE_1506_00003_0560.djvu===--- 17 17-3 1. EGR (Exhaust Gas Recirculation) System The engine electronic control unit processes the information coming from the: atmospheric pressure sensor, water temperature sensor, engine speed sensor, accelerator pedal position sensor and, in accordance with suitably pro- grammed modes in its memory, operate the opening of the plate in the EGR unit by means of a PWM signal. In this way, some of the exhaust gases are sent towards the EGR unit where they are cooled and directed to the chamber for the intake manifold to be mixed with the air coming from the intercooler and flow to the intake mani- fold. If the vehicle is fitted with a DPF (diesel particulate filter) catalytic converter, at the same time, the engine electronic control unit, adapts the flow rate of the fuel to be injected into the cylinders depending on the quantity of "recirculated" exhaust gases. When the engine is running and the recirculation of the gases is not required (regeneration of the particulate filter, starting, engine cold, idle speed, load request, high altitude), the engine electronic control unit control signal is cancelled. For electronic control unit connection diagram of EGR system, see Gr13. STRUCTURE AND OPERATION ---===WSE_1506_00003_0560.djvu===--- 17 17-3 1. EGR (Exhaust Gas Recirculation) System The engine electronic control unit processes the information coming from the: atmospheric pressure sensor, water temperature sensor, engine speed sensor, accelerator pedal position sensor and, in accordance with suitably pro- grammed modes in its memory, operate the opening of the plate in the EGR unit by means of a PWM signal. In this way, some of the exhaust gases are sent towards the EGR unit where they are cooled and directed to the chamber for the intake manifold to be mixed with the air coming from the intercooler and flow to the intake mani- fold. If the vehicle is fitted with a DPF (diesel particulate filter) catalytic converter, at the same time, the engine electronic control unit, adapts the flow rate of the fuel to be injected into the cylinders depending on the quantity of "recirculated" exhaust gases. When the engine is running and the recirculation of the gases is not required (regeneration of the particulate filter, starting, engine cold, idle speed, load request, high altitude), the engine electronic control unit control signal is cancelled. For electronic control unit connection diagram of EGR system, see Gr13. STRUCTURE AND OPERATION ---===WSE_1506_00003_0561.djvu===--- 17-4 1.1 EGR (Exhaust Gas Recirculation) unit The EGR unit comprises an EGR cooler and an EGR actuator. The EGR cooler has the task of lowering the temperature of the exhaust gases which are partly sent to the intake manifold. This operation has only one aim: to lower the combustion temperature of the mixture. This takes place because the exhaust gases, totally inert, mix with the mixture and slow down combustion. Lowering this tempera- ture produces a considerable decrease in NOx (nitrogen oxide) emissions which are harmful to the environment. The body of the EGR cooler is composed of a tube bundle cooled on the outside by the coolant fluid circulating in the engine. Some of the exhaust gases destined for "recirculation" pass inside the tube bundle and are cooled. The EGR actuator is fitted on the end of the EGR cooler. The adjustment of the amount of recirculation exhaust gases takes place by means of an electrically operated plate valve. The valve is cooled by the engine coolant coming out of the EGR cooler thereby ensuring it is more efficient and lasts longer. STRUCTURE AND OPERATION ---===WSE_1506_00003_0562.djvu===--- 17 17-5 2. Blowby Gas Return System Part of the gas produced by the combustion during the engine operation blows by the piston snap ring ports, in the oil sump, and mixes with the oil vapors present in the oil sump. This mixture, conveyed from the chain compartment to the top, is partially separated from the oil by means of a device situated on the top side of the distribution cover and is introduced in the air suction system. This device consists mainly of a rotating filter, fit flush on the stem, a high pressure/shaft control and a cover. The mixture which passes through the rotating filter is partially purified from the oil particles, as a result of centrif- ugation, and so these particles condense on the cover walls to return to the lubrication circuit. The resulting purified mixture is let in through the stem holes inside the air vent upstream of the turbocharger. The oil still present in the mixture coming from the rotating filter and which condenses in the chamber is drained into the chain. This presents the oil vapor solidifying and the water vapor freezing at low external temperatures, which would in- crease the pressure in the crankcase, thus resulting in oil leaks through the crankcase gaskets. ---===WSE_1506_00003_0563.djvu===--- 17-6 3. DPF (Diesel Particulate Filter) System 3.1 DPF (Diesel Particulate Filter) regeneration system DPF regeneration is managed by the engine electronic control unit. According to the values of the exhaust gas temperature detected by the sensors and the degree of DPF clogging detected by the DPF differential pressure sensor, the engine electronic control unit makes the injector inject small amounts of fuel in the cylinders when the exhaust valve is closing, at approx. 1 to 3 from T.D.C. The combustion of this fuel increases the temperature of the flowing gases. At the same time, the engine electronic control unit closes the flow regulation valve to prevent recirculated oil va- pors and gases produced by post-injection from being sucked in the cylinders. Entering the silencer, the heated exhaust gases flow through the catalytic converter, where their pollutant ele- ments (nitrogen oxides) are reduced or converted into inert substances (CO 2 - water vapor), and then enter the DPF where the regeneration process occurs. The high temperature of the exhaust gases causes combustion of the particulate accumulated in the filter. The DPF is regenerated when the following conditions exist. Temperature of exhaust gases entering the catalytic converter >230C with the aid of post-injection. Temperature of exhaust gases in the particulate filter >530C with presence of > free oxygen at 8%. Minimum time for the above-mentioned conditions >10 min. For electronic control unit connection diagram of DPF regeneration system, see Gr17E. STRUCTURE AND OPERATION ---===WSE_1506_00003_0564.djvu===--- 17 17-7 (1) Forced regeneration In many cases of uncertainty regarding the actual cleanness of the DPF and/or the impossibility of its regener- ation due to particular vehicle/engine operation conditions (insistence in idling, very low speeds and very fre- quent stops), it is necessary to carry out forced safety regeneration. Independently of all the parameters that activate regeneration, the engine is made to run at a point where the temperature of the exhaust gases (>230C) can activate the reaction in the Oxicat in the presence of post-in- jection. The only limit to this operation is if there is too much particulate in the filter, in any case calculated by the en- gine electronic control unit and being a condition for the start of regeneration. (2) Engine oil replacement During vehicle use, the engine electronic control unit counts post-injected fuel quantity in order to activate and maintain DPF regeneration. A small quantity of this fuel, which is injected into the cylinders after combustion has already taken place and re- mains partially unburnt, leaks out through pistons spring rings into oil sump, accumulating to lubrication oil. Although a part of it, evaporating, will be burnt in the engine through recirculation system, its remaining part can degrade oil characteristics, impairing its functionality. Quantity of accumulated fuel may increase in case of catalyst or engine inefficiency, and vehicle use in conditions of low temperature and/or small amounts of miles covered. The engine electronic control unit counts the amounts of post-injections and consequently determines the quantity of fuel accumulated in engine oil, and warns about replacement needed. If, after replacing engine oil, the function is not reset, the engine electronic control unit will keep on counting fuel accumulation increase even with new oil, with consequent engine oil replacement warning by flashing warn- ing lamp (red). (See "Multi-information system" in chapter 6 of the Owner's Manual.) DPF: Diesel particulate filter ---===WSE_1506_00003_0565.djvu===--- 17-8 (3) DPF (Diesel Particulate Filter) DPF is made up of a catalytic converter and a particulate filter. Catalytic converter is an exhaust gas post-treat- ment device. Active substances, contained in the catalyst, oxidise, at 250 to 450C temperature, carbon oxide (CO) and hydro- carbons (HC), turning them into carbon dioxide (CO 2 ) and steam (H 2 O). Catalyst module is made up of a ceramic structure impregnated with platinum, as platinum is a catalysing sub- stance in oxidation reactions. Exhaust gasses heat the catalyst, so triggering the conversion of pollutants into inert compounds. Particulate filter, connected to the catalyst, has a double task: retaining particulate particles (PM) depositing be- tween the pores of the ceramic structure of which the filter is made up and working as a particulate particles com- bustion chamber when the filter is being clogged. If filter interior is kept at a temperature higher than 530C and oxygen percentage is higher than 8% (oxygen be- ing produced by the decomposition of nitrogen oxide NO 2 ), then some combustion reactions, boosted by the cat- alyst put before the filter, burn particulate particles (regeneration), so keeping the filter clean. On the contrary, if its temperature is lower, the filter is clogged, with negative effects, on counterpressure, on ex- haust gasses generated by the filter. In this case, to regenerate the filter, temperature of exhaust gasses is artificially raised (up to 630C) by fuel post- injection. A DPF differential pressure sensor, connected to DPF, as it detects a pressure difference between inlet and outlet, sends a (feed-back) signal to the engine electronic control unit to warn about particulate filter possible clogging. STRUCTURE AND OPERATION ---===WSE_1506_00003_0566.djvu===--- 17 17-9 DPF: Diesel particulate filter Symptoms Reference Gr Possible causes Deformed tail pipe O Poorly installed tail pipe O DPF Clogged filter OO O Damaged diesel particulate filter O OO Incoming or outgoing exhaust gas temperature sensor open-circuited or inter- mittent connection O TROUBLESHOOTING ---===WSE_1506_00003_0567.djvu===--- 17-10 Removal sequence Installation sequence Follow the removal sequence in reverse. 1 Connection pipe 2 Gasket 3 Hose 4 Hose 5 Bracket 6 Threaded plug 7 Seal gasket 8 Cover 9 Gasket 10 EGR unit (See later section.) 11 Gasket 12 Clamp EGR: Exhaust gas recirculation : Non-reusable parts EGR (Exhaust Gas Recirculation) UNIT ---===WSE_1506_00003_0568.djvu===--- 17 17-11 Tightening torque (Unit: N·m {kgf·m}) Removal procedure Removal: Connection pipe Unscrew and remove the two nuts; disconnect the connection pipe from the intake manifold. Unscrew the bolt and remove the clamp. Remove the connection pipe and gasket from the EGR unit. Removal: Gasket, stud bolt Remove the gasket. Unscrew and remove the stud bolts. Removal: Hose Open the clamps and move them away from the position locking the pipe to the water pipe and EGR unit. Remove the hose. Mark Parts to be tightened Tightening torque Remarks Bolt (EGR unit mounting) 25 {2.5} -- Bolt (bracket mounting) Bolt (connection pipe mounting) Nut (connection pipe mounting) Nut (cover mounting) Bolt (pipe mounting) 30 {3.1} -- ---===WSE_1506_00003_0569.djvu===--- 17-12 Removal: Hose Remove the retaining clamps. Remove the hose from the EGR unit and the cover. Removal: Bracket Unscrew and remove the fixing screws. Remove the bracket. Removal: EGR valve pipe Detach the EGR valve pipe from the exhaust manifold, taking care to remove the gaskets. Removal: EGR unit Unscrew and remove the fixing bolts. Remove the EGR unit. EGR (Exhaust Gas Recirculation) UNIT ---===WSE_1506_00003_0570.djvu===--- 17 17-13 Installation procedure Installation: EGR unit Fit the EGR unit on the overhead and tighten the fixing bolts to a tightening torque of 25 N·m {2.5 kgf·m}. Install the EGR valve pipe with a new gasket to the EGR unit. Tighten the two bolts. Installation: Bracket Install the bracket. Drive in the bolts and tighten it to a torque of 25 N·m {2.5 kgf·m}. Installation: Hose Connect the hose with the EGR unit and the cover. Retain it by means of the new clamps. Installation: Hose Connect the hose between the water pipe and the EGR unit. Fasten the hose to the adapters by means of the clamps. ---===WSE_1506_00003_0571.djvu===--- 17-14 Installation: Connection pipe Put the bolts and tighten it to a torque of 25 N·m {2.5 kgf·m}. Install the EGR connection pipe and gasket on the EGR unit. Install the clamp as shown. Tighten the clamp bolt. Install the connection pipe with a new gasket on the intake man- ifold. Tighten the nuts to a torque of 25 N·m {2.5 kgf·m}. Assemble the connection pipe on the cylinder head retaining it by means of the clamps. EGR (Exhaust Gas Recirculation) UNIT ---===WSE_1506_00003_0572.djvu===--- 17 17-15 EGR Unit Removal sequence Installation sequence Follow the removal sequence in reverse. 1 EGR cooler 2 Gasket 3 EGR actuator 4 Gasket 5 EGR valve pipe EGR: Exhaust gas recirculation : Non-reusable parts ---===WSE_1506_00003_0573.djvu===--- 17-16 Removal sequence Installation sequence Follow the removal sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Mark Parts to be tightened Tightening torque Remarks Nut (cover mounting) 10 {1.0} -- Clamp 3.0 to 3.4 {0.3 to 0.35} -- 1 Breather hose 2 Breather pipe 3 Breather hose 4 Cover 5 O-ring 6 Seal ring 7 Snap ring 8 Air filter * a:A i r h o s e : Non-reusable parts BLOWBY GAS RETURN SYSTEM ---===WSE_1506_00003_0574.djvu===--- 17 17-17 Removal procedure Removal: Air filter Remove the screws and the cover. Take off the snap ring. Pull out the air filter. NOTE The air filter and the seal ring of the cover must be changed at every removal. Installation procedure Installation: Air filter Install the air filter with a snap ring. Install the seal ring, O-ring and then cover (10 N·m {1.0 kgf·m}). Installation: Breather hose Install the hose as shown and tighten the clamp. ---===WSE_1506_00003_0575.djvu===--- 17-18 Removal sequence 1 Exhaust gas temperature sensor 1 2 Exhaust gas temperature sensor 2 3 Pressure pipe 4 Pressure hose 5 Pressure hose 6 Pressure pipe 7 DPF differential pressure sensor 8 Cap 9 Cushion rubber 10 Collar 11 DPF rear bracket 12 Cushion rubber 13 Exhaust rubber stay 14 Cap 15 Cushion rubber 16 Collar 17 DPF front bracket 18 Cushion rubber 19 Exhaust rubber stay 20 Gasket 21 Gasket 22 DPF muffler * a: Front pipe * b: Exhaust muffler : Non-reusable parts DPF: Diesel Particulate Filter DPF (Diesel Particulate Filter) ---===WSE_1506_00003_0576.djvu===--- 17 17-19 NOTE The color of the DPF surface may turn brown. This discoloration is due to the inherent characteristics of stainless steel and does not indicate rusting or any other abnormality. Installation sequence Follow the removal sequence in reverse. Tightening torque (Unit: N·m {kgf·m}) Inspection procedure Inspection: Pressure pipe and hose Check the pressure pipe and hose for clogging by blowing com- pressed air into the pipe and hose. CAUTION Inspection must be performed on an individual pressure pipe or hose. If compressed air is blown into the pressure pipe or hose with DPF differential pressure sensor still installed, the sen- sor may become damaged. Inspection: DPF CAUTION The DPF is very hot just after the engine is stopped. Wait proceeding to the work until the DPF is cooled down suffi- ciently to prevent getting burned. Inspection of pre-stage oxidation catalyst Check for clogging with foreign matters and damage. If the filter is clogged with foreign matters, replace the DPF muffler with a new one. If any damaged or broken parts are found, replace the DPF muffler with a new one. Inspection of ceramic filter and outlet cone Check for accumulation of soot and damage. If any damaged or broken parts are found, replace the DPF muffler with a new one. Removal: Diesel particulate pressure sensor Move the connector lock knob in the direction shown in figure to release the lock and disconnect the connector. Mark Parts to be tightened Tightening torque Remarks Exhaust gas temperature sensor 1, 2 45±4.5{4.6±0.5} -- Nut (DPF differential pressure sensor mounting) 8±0.9{0.8±0.1} -- ---===WSE_1506_00003_0577.djvu===--- 17-20 Inspection: Exhaust gas temperature sensor Check that the sensor portion is free of soot, oily substance, etc. If not, clean the sensor portion as follows. Spray a cleaner on the sensor portion from 2 or 3 cm away. Recommended cleaners: Nonchlorinated solvent In 20 to 30 seconds after spraying, wipe the sensor portion clear of the sprayed cleaner using a soft waste cloth the like. CAUTION Be sure to wait for 20 to 30 seconds before wiping. It takes the cleaner that long to dissolve foreign matter. Installation procedure Installation: Exhaust gas temperature sensor Attach the clip as shown. DPF (Diesel Particulate Filter) ---===WSE_1506_00003_0578.djvu===--- MEMO 17-21 17 ---===WSE_1506_00003_0579.djvu===--- 17-22 <FEA (Wheel base: C) The above schematic is only an example. Details may differ depending on vehicle models, such as the parts used. Removal sequence 1 Cushion rubber 2 Exhaust pipe bracket 3 Cushion rubber 4 Pipe clamp stay 5 Clamp 6 Exhaust muffler 7 Cushion rubber 8 Tail pipe bracket 9 Cushion rubber 10 Pipe clamp stay 11 Clamp 12 Tail pipe * a:D P F * b:G a s k e t : Non-reusable parts DPF: Diesel particulate filter MUFFLER ---===WSE_1506_00003_0580.djvu===--- 17 17-23 <FEA (Wheel base: E)> The above schematic is only an example. Details may differ depending on vehicle models, such as the parts used. Removal sequence 1 Cushion rubber 2 Tail pipe bracket 3 Cushion rubber 4 Pipe clamp stay 5 Clamp 6 Exhaust muffler 7 Tail pipe * a:D P F * b:G a s k e t : Non-reusable parts DPF: Diesel particulate filter ---===WSE_1506_00003_0581.djvu===--- 17-24 <FEB, FEC> The above schematic is only an example. Details may differ depending on vehicle models, such as the parts used. Removal sequence 1 Cushion rubber 2 Exhaust pipe bracket 3 Cushion rubber 4 Pipe clamp stay 5 Clamp 6 Exhaust muffler 7 Tail pipe * a:D P F * b:G a s k e t : Non-reusable parts DPF: Diesel particulate filter MUFFLER ---===WSE_1506_00003_0582.djvu===--- 17 17-25 Installation sequence Follow the removal sequence in reverse. Installation procedure Installation: Tail pipe Insert the tail pipe into the exhaust muffler to achieve the dimen- sions shown. Installation: Rubber cushion Tighten the nuts until dimension B in the illustration becomes equal to the following value. B:23mm ---===WSE_1506_00003_0583.djvu===--- 17E-1 GROUP 17E DPF (Diesel Particulate Filter) SYSTEM SPECIFICATIONS....................................................................(See Gr17.) STRUCTURE AND OPERATION 1. Overview ...........................................................................(See Gr17.) 2. Electronic Control System................................................................17E-2 TROUBLESHOOTING .......................................................... (See Gr13E.) INSPECTION OF ELECTRICAL EQUIPMENT........................(See Gr54.) INSTALLED LOCATIONS OF PARTS .....................................(See Gr54.) ELECTRICAL CIRCUIT DIAGRAM .........................................(See Gr54.) ---===WSE_1506_00003_0584.djvu===--- 17E-2 2. Electronic Control System 2.1 Regeneration-controlled DPF (diesel particulate filter) warning function The regeneration-controlled DPF system has a function to issue a warning when a system failure occurs and a function to monitor the amount of particulate matter accumulated on the ceramic filter incorporated in the DPF. The meter indication varies depending on the failure, the amount of accumulated particulate matter and whether or not DPF regeneration is active. Regardless of the meter reading on the multi-information display, a manual regeneration request ( (amber) flashes) could be issued by the DPF function. In such a case, follow the flashing indicator and perform manual re- generation. Parked DPF regeneration becomes possible when the DPF cleaning switch is pressed with the engine running until the indicator lamp (amber) changes from flashing to illuminating. Parked DPF regeneration is impossible in the following conditions: Within 30 seconds after starting the engine When the coolant indicator shows the temperature by up to 5 segments (Perform parked DPF regeneration after warming up the engine.) When the PTO (power take-off) switch is in the "ON" position (vehicles with a PTO) While the accelerator pedal or brake pedal is being pressed While the vehicle is moving When the gearshift lever is in any position except "P" or "N" Meter cluster display Remarks Multi-information display System malfunction O -- -- Diesel particulate filter regen- eration control system stop. Particulate mat- ter (PM) accu- mulation amount When the number of displayed seg- mentsis1to6: ---- The (green) indicator is displayed. -- When the number of displayed seg- mentsis7or8: -- Flashes slowly (amber) The "PUSH DPF SW" mes- sage flashes. The symbol turns from green to amber. Perform parked DPF regener- ation within 50 km (31 miles) or 1 hour, whichever earlier, after the lamp starts flashing. When the number of displayed seg- ments is 9: -- Flashes quickly (amber) The "PUSH DPF SW" mes- sage flashes. The warning is displayed. Immediately stop the vehicle in a safe place and perform parked DPF regeneration. STRUCTURE AND OPERATION ---===WSE_1506_00003_0584.djvu===--- 17E-2 2. Electronic Control System 2.1 Regeneration-controlled DPF (diesel particulate filter) warning function The regeneration-controlled DPF system has a function to issue a warning when a system failure occurs and a function to monitor the amount of particulate matter accumulated on the ceramic filter incorporated in the DPF. The meter indication varies depending on the failure, the amount of accumulated particulate matter and whether or not DPF regeneration is active. Regardless of the meter reading on the multi-information display, a manual regeneration request ( (amber) flashes) could be issued by the DPF function. In such a case, follow the flashing indicator and perform manual re- generation. Parked DPF regeneration becomes possible when the DPF cleaning switch is pressed with the engine running until the indicator lamp (amber) changes from flashing to illuminating. Parked DPF regeneration is impossible in the following conditions: Within 30 seconds after starting the engine When the coolant indicator shows the temperature by up to 5 segments (Perform parked DPF regeneration after warming up the engine.) When the PTO (power take-off) switch is in the "ON" position (vehicles with a PTO) While the accelerator pedal or brake pedal is being pressed While the vehicle is moving When the gearshift lever is in any position except "P" or "N" Meter cluster display Remarks Multi-information display System malfunction O -- -- Diesel particulate filter regen- eration control system stop. Particulate mat- ter (PM) accu- mulation amount When the number of displayed seg- mentsis1to6: ---- The (green) indicator is displayed. -- When the number of displayed seg- mentsis7or8: -- Flashes slowly (amber) The "PUSH DPF SW" mes- sage flashes. The symbol turns from green to amber. Perform parked DPF regener- ation within 50 km (31 miles) or 1 hour, whichever earlier, after the lamp starts flashing. When the number of displayed seg- ments is 9: -- Flashes quickly (amber) The "PUSH DPF SW" mes- sage flashes. The warning is displayed. Immediately stop the vehicle in a safe place and perform parked DPF regeneration. STRUCTURE AND OPERATION ---===WSE_1506_00003_0585.djvu===--- 17E 17E-3 *: When manual regeneration is required (7 or more segments displayed) during automatic regeneration ( (green) lit), the lamp color alternates between green and amber. SW: switch Particulate mat- ter (PM) accu- mulation amount When the DPF is overloaded with PM: -- Flashes quickly (amber) The "PUSH DPF SW" mes- sage flashes. The warning is displayed. Immediately stop the vehi- cle in a safe place and per- form parked DPF regeneration. The engine power is auto- matically reduced when the warning is displayed. When automat- ic DPF regener- ation is in progress: When the number of displayed seg- ments is 6 or less. -- Lights (green) The "CLEANING" message is displayed. PM amount segments flash. -- When the number of displayed seg- ments is 7 or more. -- Lights (green)* When parked DPF regeneration is in progress: -- Lights (amber) The "CLEANING" message is displayed. The predicted time until com- pletion of parked DPF regen- eration is indicated. -- Meter cluster display Remarks Multi-information display ---===WSE_1506_00003_0586.djvu===--- JUNE 2015 4P10 diesel engine ( EURO 5. EURO V ) For Chile ---===WSE_1506_00003_0587.djvu===--- Pub.No.00ELT0089, JUNE 2015