00400034E

SERVICE BULLETIN
FUEL INJECTION PUMP

ECD03-02E
October, 2003

NEW PRODUCTS
DENSO AUTHORIZED ECD SERVICE DEALERS ONLY

SUBJECT: New Common Rail System with DPNR for TOYOTA Avensis
1. Application
Vehicle Name

Vehicle Model

Engine Model

Exhaust Volume

Start of Production

Avensis

CDT-250

1CD-FTV

2.0L

Sept. 15, 2003

DENSO P/N

Manufacturer P/N

Remarks

Supply Pump

294000-0172

22100-27020

Injector

095000-5260

23670-27050

ECU

MB175800-6380

89661-05830

EDU

101310-5381

89870-20110

Rail Pressure Sensor

499000-6080

89458-60010

Pressure Discharge Valve

294290-0041

23990-27010

Accelerator Pedal Position Sensor (RH)

198300-3020

89281-35020

Accelerator Pedal Position Sensor (LH)

198300-3010

89281-47010

Coolant Temperature Sensor

179700-0160

89422-35010

Crankshaft Position Sensor

029600-1010

90919-05042

Cylinder Recognition Sensor

029600-0251

90919-05012

Intake Air Pressure Sensor

079800-5130

89421-20210

E-VRV

139700-0850

25819-27050

EGR Valve

135000-7110

25620-27100

Exhaust Fuel Addition Injector

297700-0010

23710-27010

For DPNR system

DPNR Element

069800-9690
069800-9700

A9945-20514
A9945-21511

For DPNR system

A/F Sensor

192400-0390
192400-0400

89467-20040
89467-20050

For DPNR system

Exhaust Gas Temperature Sensor

265600-0490
265600-0500

89425-20340
89425-20350

For DPNR system

Differential Pressure Sensor

104990-1000

89480-20020

For DPNR system

2. System Components Part Numbers

Part Name

With flow damper

SERVICE DEPARTMENT
0310-IT-146 Printed in Japan

3. Outline
A DPNR system has been added to the conventional Avensis common rail system. (Refer to
Service Bulletin ECD 99-03 and E-ECD 02-03 section '3. Outline' for a general description of
the conventional Avensis common rail system.)
DPNR is an abbreviation of Diesel Particulate and NOx Reduction, and the main alterations
made to reduce PM (carbon particulate matter) and NOx are as follows.
(1) Low temperature combustion control
Recirculating a large portion of the exhaust gas into the intake side reduces the combustion
temperature: reduced NOx and PM emissions.
(2) After-injection
An injection following the main injection raises the exhaust gas temperature: catalyst activation.
(3) Exhaust gas fuel addition system
Fuel is injected into the exhaust gas, enriching the catalyst A/F: NOx reduction.
In addition, increasing the quantity of additional fuel raises the temperature of the catalyst: oxidizes PM (combustion).
REFERENCE:
DENSO supplies the interior DPNR carrier, and the DPNR body is manufactured by another
company.

4. Outline of System
4.1. Main System Components
Differential pressure sensor
Pressure discharge valve

ECU

Camshaft position sensor

Injector
Glow plug
Exhaust gas temperature sensor
(on up stream)

Exhaust fuel addition injector

EDU
Intake air temperature sensor
Rail pressure
sensor
Crankshaft position
sensor

EGR valve position

sensor
E-VRV

EGR valve
A/F sensor
Turbo pressure sensor

Suction control valve

Intake shutter position sensor
Intake shutter
Supply pump
Engine coolant temperature sensor
Fuel temperature sensor
Exhaust temperature sensor (on down stream)

Q000182E

4.2. Outline of Composition and Operation

(1) Composition
The Common Rail System is comprised primarily of a supply pump, rail, injectors, ECU and
EDU.
The DPNR system is comprised primarily of an addition injector, differential pressure sensor,
exhaust gas temperature sensor and DPNR.
(2) Operation
a. Common Rail System;
The supply pump draws fuel from the fuel tank, pressurizes it to a high pressure, and pumps it
to the rail. The volume of fuel discharged from the supply pump controls the pressure in the
rail. The SCV (Suction control valve) in the supply pump effects this control in accordance with
the command received from the ECU.

 Fuel stored under pressure in the common rail is fed via the high-pressure pipe and injected at
a high pressure (30 to 180 MPa) through the injector.
The rate and timing of the fuel injected from the injector are determined by the length of time
and the timing in which the current is applied to the injector by the EDU, in accordance with the
signals from the ECU.
While the ECU controls the injection of fuel through the injector, it monitors the internal pressure of the rail using the pressure sensor, in order to verify that the actual injection pressure
matches the injection pressure commanded by the ECU.
b. DPNR System;
Fuel injection from the addition injector is controlled as follows.
- While lean combustion and exhaust temperature is sufficient, the fuel addition injector injects
fuel in order to deoxize NOx on the DPNR catalyst. ( N2, H2O, CO2, O2)
- When the differential pressure sensor detects PM accumulation on the DPNR catalyst, the
fuel addition injector injects fuel to oxidize the PM. ( CO2)
Refer to page 18 to 19 for details.
Intake air throttle valve
In

Inter-cooler
EGR valve

ECU
EGR catalyst

EGR cooler

EDU
Rail
Injector
Turbocharger

Exhaust gas temperature

sensor

Exhaust gas fuel

addition injector

DPNR

Differential pressure
sensor

Supply pump
Ex.
A/F sensor

Oxidation catalyst
Q000183E

5. Description of Main Components

5.1. Supply Pump
(1) General
Refer to the content in the previously published Service Bulletin E-ECD 02-03. Using the HP3
type supply pump as a base, a flow damper has been added. Because fuel is usually supplied to
the addition injector at a pressure of 1 MPa, the purpose of the flow damper is to stabilize pressure and prevent abnormal pressure rises if an abnormality occurs on the addition injector side.

Flow damper (New installation)

Q000184E

(2) Specification
Refer to page 7 of Service Bulletin E-ECD 02-03.
(3) Construction
Refer to page 8 of Service Bulletin E-ECD 02-03.
(4) Function of Component
Refer to page 8 of Service Bulletin E-ECD 02-03.
Details on the newly added flow damper are as follows.
When an abnormal amount of fuel flows, high-pressure is applied to the piston. As shown in the
illustration, this cause the piston to move right until it reaches the seat and closes the fuel passage.
[Open]

Piston

To exhaust fuel
addition injector

[Closed]

Spring
Q000185E

(5) Construction of Supply Pump

Refer to page 9-10 of Service Bulletin E-ECD 02-03.
(6) Operation
Refer to page 11 of Service Bulletin E-ECD 02-03.
5

5.2. SCV (Suction Control Valve)

Refer to page 13 of Service Bulletin E-ECD 02-03.
5.3. Rail (Made by another manufacturer)
(1) Outline
Stores pressurized fuel (0 to 180 MPa) that has been delivered from the supply pump and distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure discharge valve
are adopted in the rail. The pressure limiter has been discontinued.
The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to
the engine ECU, while the pressure discharge valve controls the fuel pressure in the rail. This
ensures optimum combustion and reduces combustion noise.

Rail pressure sensor

Pressure discharge valve

Rail

Q000186E

(2) Pressure Discharge Valve

If the rail pressure sensor detects that the rail pressure exceeds the target value, or if the
engine ECU evaluates that pressure is likely to rise above the target value, current flows to the
solenoid coil. The armature is pulled to the right side, opening the valve passage and leaking
fuel to control pressure to the target level.
Flow Volume Characteristics

Pressure Discharge Valve

Solenoid coil

Flow Volume (10Hz)

(cm3/min)

180 MPa

123.6 24.6

Below 6

Armature

Spring

4 Energized Duration

(ms)

Q000187E

(3) Rail Pressure Sensor

This sensor detects fuel pressure in the rail and sends a signal to the ECU. It is a semi-conductor type pressure sensor that utilizes the characteristic whereby electrical resistance changes
when pressure is applied to silicon.
Refer to page 13 of previous Service Bulletin ECD 99-03 for details on sensor construction.

E2S

PR2

VC

VCS

+5V

VCS

Pc
sensor

PR, PR2 [V]

PR
PR2

CPU
CPU

E2
PR

PR
PR2

1.4
0.85

E2S
VC

4.4
3.9

E2

190
Rail pressure [MPa]
Q000236E

5.4. Injector
(1) Outline
The injectors inject the high-pressure fuel from the rail into the combustion chambers at the
optimum injection timing, rate, and spray condition, in accordance with commands received
from the ECU.
(2) Characteristics
A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been
adopted.
QR codes displaying various injector characteristics are laser marked on the connector head,
and ID codes showing these in numeric form (30 alphanumeric figures) are laser marked on
the connector head.
This system uses QR code information to optimize injection quantity control. When an injector
is newly installed in a vehicle, it is necessary to input the ID codes in the ECU.
(3) Construction
ID Code (15 sets of 16 alphanumeric figures)
Sixteen figure alphanumeric notations of fuel injection quantity correction information displayed for market service use.

Solenoid valve
High pressure fuel
(from rail)

QR code

To fuel tank

Command piston

Nozzle spring

Nozzle needle

Q000188E

(4) Operation
The TWV valve opens and closes the outlet orifice to control the hydraulic pressure in the control chamber, and the start and end of injection.
a. No injection
When no current is supplied to the solenoid, the valve spring force is stronger than the hydraulic pressure in the control chamber. Thus, the TWV is pushed downward, effectively closing the
outlet orifice. For this reason, the hydraulic pressure in the control chamber is applied to the
command piston and causes the nozzle spring to compress. This closes the nozzle needle,
and as a result, fuel is not injected.
b. Injection
When the current is initially applied to the solenoid, the attraction of the solenoid pulls the TWV
up, effectively opening the outlet orifice and allowing the fuel to flow out of the control chamber.
After the fuel flows out, the hydraulic pressure in the control chamber decreases, pulling the
command piston up. This causes the nozzle needle to rise and injection to start.
The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston.
The fuel that flows below the nozzle needle lifts it upward, which helps to improve the nozzle's
opening and closing response.
When current continues to be applied to the solenoid, the nozzle reaches its maximum lift,
where the injection rate is also at the maximum level. When current to the solenoid is turned
OFF, the TWV falls, causing the nozzle needle to close immediately and injection to stop.

Leak pipe
Solenoid

Actuation
current
Valve spring

TWV

Outlet orifice

Actuation
current

Actuation
current

Rail

Inlet orifice

Command
piston
Nozzle
needle

No injection

Control chamber
pressure

Control chamber
pressure

Control chamber
pressure

Injection rate

Injection rate

Injection rate

Injection

End of injection
Q000149E

(5) QR Code
QR (Quick Response) codes have been adopted to enhance the injection quantity precision of
the injectors. The adoption of QR codes enables injection quantity dispersion control throughout all pressure ranges, contributing to improvement in combustion efficiency, reductions in
exhaust gas emissions and so on.
QR Code Correction Point

160 MPa
135 MPa

P4-3
90 MPa

P5-2

Injection
Quantity: Q

52 MPa
P3-3
P5-1
P4-2

32 MPa

P2-1

P4-1
P3-2
P1-1
P3-1
Actuating Pulse Width: Tq

QR Code (

9.9 mm)

ID Code
(15 sets of 16 alphanumeric figures)
Contents of Printing
Mod. P1-1 P1-2 P2-1
P2-2 P3-1 P3-2 P4-1
P4-2 P5-1 P5-2 0000
0000 Tim. BCC
Mod.: Vehicle model code.
Correction takes a maximum 12 points, however the CDT-250
uses only 10 points with the remainder displayed as "0000".
Tim.: Injection timing correction code.
BCC: Check sum.
Q000150E

10

(6) Repair Procedure Changes

Differences in comparison with the conventional adjusting correction resistor injectors are as
shown below.
CAUTION:
When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID
codes (QR codes) in the ECU. (If the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise will result.)
Conventional
(Injector with Correction Resistor)

New
(Injector with QR Codes)
10 sets of 5 levels
510 (9,765,625) combinations

2 sets of 5 levels
52 (25) combinations

ID Code

The correction value has

5 levels for each 1 point
(2, 1, 0, -1, -2).
The combination for a 10
point correction is 105.
QD1533E

QD1532E

"Electrical recognition of correction resistance"

"No correction resistance,

so no electrical recognition capability"
Spare Injector

Replacing the
Injector

Spare Injector

Engine ECU
* Necessary to record
the injector ID codes
in Engine ECU

Engine ECU

QD1534E

"Electrical recognition of correction resistance"

QD1536E

"No correction resistance,

so no electrical recognition capability"
Vehicle-side
Injector

Vehicle-side
Injector

Replacing the
Engine ECU
Spare Engine
ECU

QD1535E

11

Spare Engine ECU

* Necessary to record
the injector ID codes
in the engine ECU
QD1537E

(7) Circuit Diagram

EDU
Constant current
circuit
Charging circuit
High voltage
Injector

High voltage
generating circuit

TWV#1
(Cylinder 1)

IJt
TWV#2
(Cylinder 3)
ECU
TWV#3
(Cylinder 4)

Control
circuit

IJf

TWV#4
(Cylinder 2)

QC0026E

12

5.5. Exhaust Fuel Addition Injector

The fuel addition injector receives signals from the engine ECU, and controls the catalyst A/F
and temperature in accordance with the CPU program. It thus injects a pre-determined amount
of fuel into the exhaust gas pipes during certain conditions. As shown below, the fuel addition
injector is installed to the engine exhaust side, and fuel from the supply pump is sent through
the pipe.
The normal applied pressure is 1 MPa.
The addition injector receives the output signal from the ECU (time variable pulse), and electromagnetic force is generated in the interior coil. This moves the needle left and right, thus
moving the valve body integrated with the needle in the same way. As a result, fuel is injected
from the nozzle.
[Cross Section]

Rail

Exhaust gas fuel

addition injector

Valve holder
Needle
Nozzle

Nozzle cover

Injector

Spring

O-ring

Valve body

Coil

Supply pump
Q000189E

13

6. Description of Control System Components

6.1. Engine Control System Diagram

ECU

Sensors

EDU
Rail
Pressure discharge
valve

Rail pressure sensor

Injector
Fuel filter

Fuel tank
Suction control valve

Q000237E

A DPNR system has been added to the conventional common rail system.
DPNR System (Additional)
Fuel

Intake air control valve

EGR valve

Inter-cooler

Common rail system

Exhaust fuel addition injector

Exhaust gas temperature sensor
Air-fuel ratio sensor

EGR cooler
DPNR catalyst
converter

Turbocharger
Intake airflow rate sensor

Oxidation catalyst
Differential pressure sensor

14

Q000190E

6.2. ECU (Electronic Control Unit)

Refer to page 19 of Service Bulletin ECD 99-03.
6.3. EDU (Electronic Driving Unit)
Refer to page 19 of Service Bulletin ECD 99-03.
6.4. Description of Sensors
Refer to page 19-22 of Service Bulletin ECD 99-03.
(1) Accelerator pedal position sensor (changed)
This is an explanation of the construction and circuit changes. There are two main changes:
- The idle switch (IDL) has been abolished.
- The output signal is a double circuit.
As in the conventional system, the sensor is installed to the accelerator pedal. The accelerator
receiver sub-assy rotates in conjunction with the vehicle accelerator pedal and the contact in the
sensor (refer to the circuit diagram) slides, outputting a resistance signal (= voltage change) to the
ECU. As shown in the operating characteristics graph, the output voltage changes throughout the
1.0-5.0V (approx.) range.
[Construction Diagram]

[Circuit Diagram]
DC5V
VCP1

DC5V
VCP2

[Characteristics Graph]
Output
Voltage (V)
5.0

Fully Open

VPA2

VPA1

Fully Closed

Contact
VCP1
EP1

VPA1

VCP2
VPA2

1.0

EP2

EP1

EP2

Fully
Open

Fully
Closed

Accelerator Opening
Q000238E

15

(2) A/F Sensor

The A/F sensor monitors the air-fuel ratio state in order to control the fuel injection quantity
from the fuel addition injector to the DPNR catalyst.

+B HT
AF AF
-

Q000191E

As shown on the right, voltage is generated between

the AF+ and AF- in accordance with the A/F (air-fuel
ratio). When the applied voltage is below 0.3V, the A/F
is 18 and approximately 5mA (approximately 4mA
when the A/F is 13) are output to the ECU.

Applied Voltage: 0.3V

Output Current
5 mA

13

18

-4 mA

A/F
Q000192E

(3) Differential Pressure Sensor

In order to prevent the accumulation of PM (particulate matter), the differential pressure sensor
detects differential pressure prior to and following the DPNR, and outputs a start signal to the
ECU for fuel injection to the DPNR catalyst.
A piezo element is used in the sensor part to convert the pressure received by the diaphragm
into micro electric potential. It also amplifies the voltage through the IC circuit in the body.

VC

VP GND

Q000193E

16

The output characteristics are shown on the right.

The output voltage changes in accordance with the
difference in exhaust gas pressure.

Output Voltage
Vp (V)
4.65

1.53
0.75
0.55
-5 0

20

Pressure (kPa)

100
Q000194E

(4) Exhaust Gas Temperature Sensor

There are 2 exhaust gas temperature sensors located before and after the DPNR catalyst. In
order to reduce NOx and PM regeneration (oxidation), the exhaust gas temperature sensor
detects the catalyst temperature, and inputs a voltage signal to the ECU that varies according to
the temperature.

Q000195E

The sensor is made of a thermistor, and its features

are as shown in the diagrams on the right.
The installation position of the two exhaust gas temperature sensors is as shown in the diagram below.

Resistance
Value () 106k

Resistance Value
Specifications

346
287
50

650

700

Exhaust Gas Temperature (C) Q000196E

Exhaust gas temperature

sensor (upper)

Exhaust gas temperature

sensor (lower)
Q000239E

17

7. Control Systems
7.1. Various Types of Controls
Refer to page 26 of Service Bulletin ECD 99-03.
7.2. Fuel Injection Quantity Control
Refer to pages 28-30 of Service Bulletin ECD 99-03.
7.3. Fuel Injection Timing Control
Refer to page 31 of Service Bulletin ECD 99-03.
7.4. Fuel Injection Rate Control
Refer to pages 27-28 of Service Bulletin ECD 99-03.
7.5. Fuel Injection Pressure Control
Refer to page 32 of Service Bulletin ECD 99-03.
7.6. DPNR Control
(1) What is DPNR control?
DPNR control is a control system that adds fuel to the DPNR catalyst, controlling the catalyst
temperature and the exhaust gas A/F. The DPNR system reduces NOx and PM by controlling
the A/F ratio and exhaust temperature at the DPNR catalyst. The ECU monitors signals from
the A/F sensor, exhaust temperature sensor and differential pressure sensor, and sends a signal to the fuel addition injector to inject fuel to DPNR catalyst.
Intake air throttle valve
Inter-cooler

In

EGR valve

ECU
EGR catalyst
EDU

EGR cooler

Rail
Injector

Turbocharger
Exhaust gas temperature
sensor

DPNR

Differential
pressure
sensor

Supply pump

Exhaust gas fuel

addition injector

Ex.

DPNR system
A/F sensor

Oxidation catalyst

18

Q000198E

The following is an outline of the NOx and PM reduction mechanism.

NOx deoxidization:
During lean combustion, NOx is captured in the DPNR catalyst. As a result of the fuel addition,
rich gas containing HC and CO deoxidizes NOx to CO2, and H2O and O2.
PM oxidization:
Active oxygen oxidizes the PM captured on the DPNR catalyst into CO2. As a result of the fuel
addition operation, the DPNR catalyst temperature rises and completes oxidization.
(2) DPNR control flow
As shown in the following control chart, the A/F, exhaust gas temperature and differential pressure are monitored in order to trigger fuel addition. When the exhaust gas temperature is 210600 degrees celsius and the A/F is lean, fuel is added for NOx deoxidization. When the differential pressure exceeds the specified value, the ECD judges that PM is clogged in the DPNR
catalyst. Fuel is then added to raise the temperature of the catalyst for PM oxidization.

Normal

Control Mode

NOx Reduction

PM Reduction

Lean

A/F
Rich
800
600

Exhaust Gas
Temperature

NOx Reduction Starts

210

PM Block
Judgement

Differential
Pressure

PM Regeneration
Complete

Start
injection

Injection

End
injection

Fuel Addition

Q000199E

19

8. EGR Control System

8.1. EGR Operating Range and Level
As shown in the diagram below, EGR operation does not fall below the medium load range of
the governor characteristic curve, which is determined by the engine speed and the injection
quantity. The lower the engine speed and the smaller the injection quantity, the lower the level
of EGR operation.
In addition, a lift sensor built into the EGR valve transmits to the ECU whether or not the EGR
valve is operating properly in accordance with the ECU signals.
70
60
50

Injection Quantity
(mm3/st)

40
30
20

EGR Operating Range

10
0

1000

2000

3000

4000

5000

6000

Engine Speed (rpm)

Q000200E

8.2. EGR Valve

As shown in the diagram below, electromotive force is continuously generated in the solenoid
by the ECU current variation signal, and this force moves the shaft position up and down
accordingly, closing and opening the valve. As a result, the amount of exhaust gas returned to
the engine suction side alters continuously.
Two EGR valves are used because one valve balances the operating instability resulting from
the exhaust gas pressure.

Solenoid

Gas seal
Shaft

Out

Valve

In
Out
Q000201E

20

9. Other Controls
9.1. Gradual Acceleration Injection Quantity
As a countermeasure to acceleration shock, controls injection quantity to produce gradual
acceleration (damping the reaction). Control is continued until the condition drops outside the
control parameters (e.g. Governor pattern injection quantity Basic injection quantity). Control
is not started from the beginning of acceleration, but is applied when a certain range is
reached. This ensures both low acceleration shock and good drivability.
9.2. Gradual Deceleration Injection Quantity
As a countermeasure to deceleration shock, controls injection quantity to produce gradual
deceleration. It basically functions in the same way as gradual acceleration injection quantity
control, except that the control quantity is changed when it enters a certain range.
9.3. Post-acceleration Damping Injection Quantity
Performs physical model control (estimates the vibration from the actual vehicle speed, gear
positions, etc.), and calculates the injection quantity correction value.
This calculated value helps to determine the injection quantity.
9.4. Restriction of Fuel Injection Quantity During Abnormalities
If the ECU picks up a fail signal from the control modules, it restricts the position of the accelerator (for example by 10%). After a set amount of time to enable the vehicle to be driven to a
safe place, the ECU releases an engine stall request and stops the engine.
9.5. Turbo Control
The target turbo boost pressure is calculated from the 2-D MAP made up from the engine
speed and injection quantity command value. By controlling the turbo system, it controls the
boost pressure.
9.6. Glow System Control
Refer to page 35 of Service Bulletin ECD 99-03.

21

10. Diagnostic Code

Refer to pages 39-46 of E-ECD 02-03. The following are newly added and discontinued DTCs.
(1) Newly Added
DTC No.

Detection Item

P0031

Oxygen sensor heater control circuit low (Bank 1 Sensor 1)

P0120

Throttle / pedal position sensor /switch A circuit

P0122

Throttle / pedal position sensor /switch Acircuit low input

P0123

Throttle / pedal position sensor /switch A circuit high input

P0405

Exhaust gas recirculation sensor A circuit low

P0406

Exhaust gas recirculation sensor A circuit high

P0544

Exhaust gas temperature sensor circuit (Bank 1 Sensor 1)

P0545

Exhaust gas temperature sensor circuit low (Bank 1 Sensor 1)

P0546

Exhaust gas temperature sensor circuit high (Bank 1 Sensor 1)

P1386

Control circuit for exhaust fuel addition injector

P1425

Differential pressure sensor circuit

P1426

Differential pressure sensor (Installation)

P1427

Differential pressure sensor circuit low

P1428

Differential pressure sensor circuit high

P2002

Particulate trap efficiency below threshold (Bank 1)

P2031

Exhaust gas temperature sensor circuit (Bank 1 Sensor 2)

P2032

Exhaust gas temperature sensor circuit low (Bank 1 Sensor 2)

P2033

Exhaust gas temperature sensor circuit high (Bank 1 Sensor 2)

P2047

Exhaust fuel addition injector circuit / open (Bank 1 Unit 1)

P2237

Oxygen sensor pumping current circuit / open (for A/F sensor) (Bank 1 Sensor 1)

P2238

Oxygen sensor pumping current circuit low (for A/F sensor) (Bank 1 Sensor 1)

P2239

Oxygen sensor pumping current circuit high (for A/F sensor) (Bank 1 Sensor 1)

(2) Discontinued
DTC No.
P0403

Detection Item
EGR gas recirculation control circuit

22