Sumitomo Maintenence

Service Support SH200
Service Support
Service Support
Screen Operations
1. Screen Shift
Key ON
(Anti-theft protection ON)
(Anti-theft protection OFF) (Authentication OK)
(Model selection not completed)

(Model selection completed) (Authentication OK)
One-touchidle switch
All reset pressed
5 times
+
No error
10s
3s elapse
Breaker switch 3s or
crusher switch 3s
E
Flow reset
+
10s
1s 3s
+ +
[Main unit
Service]
3s
+
1s
+
[Engine service]
DIAG reset
+
10s
or HR reset
+
10s
CFG reset
+
10s
Exit this
mode by
switching
OFF the key.
* Screen on which the engine

S / N, Q adjustment, and QR can be viewed
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Service Support
[1] Operation for shifting to service support screen
1) If both the travel high-speed switch and the horn volume select switch on the
switch panel are held down for 3s, the display switches to the service support screen.
2) If both the travel high-speed switch and the horn volume select switch on the
switch panel are held down again for 1s , the display returns to the normal screen.
Normal screen Service screen
Hold down for

3s
Hold down for

1s
[2] Service support screen switching operation
MAIN / MNT... Section select switch Page (-)

Page (+)
CHK / DIAG / HR...
Mode select switch

1 Mode 3 Page
2 Section
1) Mode select switch; switching with travel high-speed switch

2) Section switch; switching with horn volume select switch
3) Page select switch; forward with light switch and back with washer switch
[Mode] [Section] [Page]
(Items 1 to 10)
(Items 1 to 3)
(Items 1 to 8)
(Items 1 to 8)
(Item 1)
(Items 1 to 16)
(Items 1 to 14)
(Items 1 to 12)
(Items 1 to 3)
(Items 1 to 3)
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Screen Display List
1. CHK (status display) Screen List
In CHK mode, in addition to the machine status (milli-amp, oil pressures, temperatures, etc.), it is
possible to check sensor and switch input/output states, as well as the angle, load ratio and work
radius, etc. at the applied machine (liftcrane application machine, lifting magnet machine).
Section
select switch
Page (-)
MAIN / MNT... Page (+)
1 Section
2 Page E
For the CHK mode section types and their contents, see the separate sheet.
* From the CHK mode screen, if the wiper switch and the light switch are held down for 3s,
the display shifts to the model selection screen.
MAIN
[1] Engine and pump
Eng : Engine speed
Actual milli-amp for horsepower control propor-
Power :
tional valve
Actual milli-amp for flow control proportional
Flow :
valve
P1 : Pump 1; Discharge pressure
N1 : Pump 1; Negative control pressure
[2] Temperature and pressure

Coolnt : Radiator temperature
HydOil : Hydraulic oil temperature
FuelT : Fuel temperature
Baro : Barometric pressure
EngOil : Engine oil pressure
BstT : Boost temperature
Air : Suction air temperature
[3] Load and boost

Eng : Engine speed
Load : Load ratio
Power :
tional valve
BstP : Boost pressure
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[4] Load and milli-amp for horsepower control proportional valve
Eng : Engine speed
Load : Load ratio
Power :
tional valve
[5] Target and actual milli-amp for horsepower control proportional valve
Eng : Engine speed
Load : Load ratio
Power :
tional valve
-4- : *
tEng : Target engine speed
ThVol : Throttle volume degree of opening
Target milli-amp for horsepower control propor-
tPower :
tional valve
[6] Target and actual milli-amp for flow control proportional valve
Eng : Engine speed
Power :
tional valve
Actual milli-amp for flow control proportional
Flow :
valve
Swg : Swing pilot pressure
Target milli-amp for flow control proportional
tFlow :
valve
[7] Target and actual milli-amp for hydraulic fan proportional valve
Eng : Engine speed
Coolnt : Radiator coolant temperature
Actual milli-amp for hydraulic fan proportional
Fan :
valve
HydOil : Hydraulic oil temperature
FuelT : Fuel temperature
Target milli-amp for hydraulic fan proportional
tFan :
valve
[8] Pilot pressure

Cyl (B) : Boom bottom pressure
Upr : Upper pilot pressure
Swg : Swing pilot pressure
Trv : Travel pilot pressure
AmCls : Arm-in pilot pressure
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[9] Hydraulic circuit; input/output and pressure
Hydraulic circuit input/output state ( ○ = OFF, ● = ON)
1 Pressure sensor; Arm in 5 Solenoid; Free swing/beacon 9 Relay; Travel alarm E

2 Pressure sensor; Travel 6 Solenoid; Travel high-speed switchover 10 Solenoid; Fan reverse (large machine only)
3 Pressure sensor; Swing 7 Solenoid; Boost 11 Solenoid; Option line switchover
4 Pressure sensor; Upper 8 Solenoid; Swing brake 12 Solenoid; Power save
[10] Electrical circuits; Input/output

Eng : Engine speed
Coolnt : Radiator coolant temperature
Batt : Battery voltage
FuelLv : Fuel level
Electric circuit input/output state ( ○ = OFF, ● = ON)
1 Switch; Anti-theft 6 Glow signal

2 Battery charge 7 Engine stop due to trouble
3 Switch; Key 8 Low idle restriction due to trouble
Restriction on milli-amp for horsepower
4 AC coolant temperature transmission 9
control proportional valve due to trouble
5 Relay; Feed pump automatic stop
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Service Support
MNT
[1] Computer S information
* The longitude and latitude are displayed when the continuous GPS position
measurement time is 5 minutes or longer.
* UTC (universal time coordinate) is the global standard time. Japan is +9

hours from UTC.
Example) If the time is May 28, 2006, 03:14:32 UTC, the time in Japan is
May 28, 2006, 12:14:32.
If the time is May 27, 2006, 20:14:32 UTC, the time in Japan is
May 28, 2006, 05:14:32.
* Displayed after the completion of GPS position measurement.
* For 3D position measurement, the altitude can be measured.
* GCC is a land station. 130 is the GCC for Japan. (122 is South Korea.)
GPS continuous position measurement time

1
(For example, 5 minutes 30 second of continuous position measurement)
2 Computer S part number bottom 4 digit display (example, KHR14400)
Latitude Inside the ○ , 0 = North hemisphere, 1 = Southern hemisphere
3
(example, 35 degrees 47.83 minutes)
Longitude Inside the ○ , 0 = Longitude east 1 = Longitude west
4
(Example, 140 degrees 41.32 minutes longitude east)
GPS position measurement status Default setting send status
0 = GPS not yet operating, 0 = Default setting send wait,
5 1 = GPS measuring, 7 1 = Send inhibit wait,
2 = 2D measurement status, 2 = ACK send wait,
3 = 3D measurement status 3 = Default setting send complete
Satellite communication status
6 0 = No satellite supplement, 8 BLANK
1 = Satellite supplement,
2 = Q1200 communication abnormal
UTC 10 Altitude (Example: 52 m)
(Example: May 28, 2006, 03:14:32) 11 Send GCC number
9
The time in Japan is May 28, 2006,
12:14:32. 12 Supplementary GCC number
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Event send setting

The default state is fuel volume warning, anti-theft operation warning event send inhibited.
These can be changed to enabled with signals from the web server. When this signal is received, No. 4 becomes the display below.
Anti-theft operation warning Anti-theft operation warning
Fuel volume warning
(without position information) (with position information)
E
0028 Inhibited Inhibited Inhibited
0156 Enabled Inhibited Inhibited
0220 Enabled Enabled Inhibited
0188 Enabled Inhibited Enabled

0092 Inhibited Enabled Inhibited
0060 Inhibited Inhibited Enabled
Engine start enable setting

1
0 = Inhibited, 1 = Enabled
Send destination count
2
* The send destination is the server, so it is fixed at 1.
Time until next sending
3
(example: 3 hours 24 minutes more until the next sending)
Send wait message count
4
(example: 2)
Q1200 status
0 = Waiting
5 1 = Sending
4 = Receiving
5 = Receiving complete
6 Send distribution setting (not set)
7 Event send setting
8 Send inhibition setting (not set)
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H/W-A
[1] Digital input/output
Input/output state ( ○ = OFF, ● = ON)
1 Solenoid; Power save 9 Relay; Feed pump 17 Switch; Pressure (Option)

2 Solenoid; Boost 10 Switch; Clog (Air cleaner) 18 Switch; Fan reverse
3 Solenoid; Travel high-speed switchover 11 Switch; Level (Coolant) 19 Switch; Clog (Return filter)
4 Solenoid; Swing brake 12 Switch; Anti-theft 20 Alternator
5 Buzzer; Travel alarm 13 Switch; One-touch idle 21 Switch; Engine emergency stop
6 Solenoid; Option line switchover 14 Switch; Travel alarm/overload 22 Switch; Key
7 Solenoid; Free swing 15 Switch; Free swing
8 Solenoid; Fan reverse 16 Switch; Pressure (2nd option)
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[2] Digital output/output monitor
1 Solenoid; Power save 4 Solenoid; Swing brake 7 Solenoid; Free swing

2 Solenoid; Boost 5 Buzzer; Travel alarm 8 Solenoid; Fan reverse
3 Solenoid; Travel high-speed switchover 6 Solenoid; Option line switchover 9 Relay; Feed pump
[3] Potentio-meter voltage

Pot1 : Sensor pressure P1
Pot2 : Sensor pressure P2
Pot3 : Sensor pressure N1
Pot4 : Sensor pressure N2
Pot5 : Sensor pressure Swing
Pot6 : Sensor pressure Upper
Pot7 : Sensor pressure Travel
[4] Potentio-meter and sensor voltage (resistance)

Pot8 : Sensor pressure Arm in
Pot9 : Sensor throttle
Pot10 : Sensor pressure Overload
Sn1 : Sensor temperature Hydraulic oil
Sn2 : Sensor level Fuel
Sn1 : Sensor temperature Hydraulic oil
Sn2 : Sensor level Fuel
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[5] PWM data
PWM# : PWM channel number
actcur :
tional valve
tgtcur :
tional valve
duty : Duty
freq : Frequency
volt : Voltage
Overcurrent detection status (+: Overcurrent/-:
ovc :
Normal)
[6] PWM data

actcur : Actual milli-amp for hydraulic fan proportional valve
tgtcur : Target milli-amp for hydraulic fan proportional valve
duty : Duty
freq : Frequency
volt : Voltage
ovc : Overcurrent detection status (+: Overcurrent/-: Normal)
[7] PWM data

actcur : Actual milli-amp for flow control proportional valve
tgtcur : Target milli-amp for flow control proportional valve
duty : Duty
freq : Frequency
volt : Voltage
ovc : Overcurrent detection status (+: Overcurrent/-: Normal)
[8] Frequency and communication

FreqIn : Frequency input
CAN : CAN reception state
UART : UART reception state
RS232 : RS232C communication state
-5- : *
-6- : *
-7- : *
Input/output state ( ● = receiving)
1 Computer S reception state

2 Computer B reception state
3 ECM reception state
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H/W-B
[1] Computer B digital input/output
1 Solenoid; Lever lock 4 Switch; Crane mode 7 Switch; Lifting magnet mode
2 Rotating light and bucket lock 5 Switch; Crane (Display switching) 8 Switch; Interference (Shut-off release)
3 Buzzer; Crane 6 Switch; Interference (Temporary release)
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[2] Digital output/output monitor
1 Solenoid; Lever lock

2 Rotating light and bucket lock
3 Buzzer; Crane
[3] Potentio-meter voltage

Pot1 : Sensor; Angle (Boom)
Pot2 : Sensor; Angle (Arm)
Pot3 : Sensor; Angle (Offset)
Pot4 : Sensor; Pressure (Bottom)
Pot5 : Sensor; Pressure (Rod)
Pot6 : *
Pot7 : *
[4] Potentio-meter and sensor voltage (resistance)

Pot8 : *
Pot9 : *
Pot10 : *
Sn1 : *
Sn2 : *
Sn1 : *
Sn2 : *
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[5] PWM data
actcur : Actual milli-amp for boom proportional valve
tgtcur : Target milli-amp for boom proportional valve
duty : Duty
freq : Frequency
volt : Voltage
ovc :
Normal)
[6] PWM data

actcur : Actual milli-amp for offset proportional valve
tgtcur : Target milli-amp for offset proportional valve
duty : Duty
freq : Frequency
volt : Voltage
ovc :
Overcurrent detection status (+: Overcurrent/-: E
Normal)
[7] PWM data

actcur : Actual milli-amp for arm proportional valve
tgtcur : Target milli-amp for arm proportional valve
duty : Duty
freq : Frequency
volt : Voltage
ovc :
Normal)
[8] Frequency and communication

FreqIn : Frequency input
CAN : CAN reception state
UART : UART communication state
RS232 : RS232C communication state
-5- : *
-6- : *
-7- : *
Input/output state ( ● = receiving)
1 Computer S reception state

2 Computer B reception state
3 ECM reception state
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H/W-M
[1] Monitor
1 Working light 7 Switch; Travel high-speed select 13 Switch; Washer

2 Motor washer 8 Switch; Auto idle select 14 Switch; Reserve
3 Wiper CNT 9 Switch; Horn volume select 15 Switch; 2 pumps flow
4 Wiper INT 10 Switch; Breaker select 16 Switch; Crusher select
5 Relay horn volume switchover 11 Switch; Limit front window
6 Switch; Working light 12 Switch; Wiper
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2. DIAG (trouble diagnosis) Screen
[1] In diagnosis mode, you can check from the contents for the trouble currently occurring to a log
of trouble that has occurred in the past.
1 Status occurrence count 4 Diagnostic trouble code

2 Initial occurrence time 5 Cursor movement
3 Final occurrence time
• In "DTC-1" through "DTC-4", the data is displayed in order from the most recently occurring
trouble code.
E
• The cursor is moved with the wiper switch and auto idle switch .
(The cursor moves between "DTC-1" and "DTC-4".)
* There is no "section" in diagnosis mode.
• The information for the trouble code for the location under the cursor is displayed in the order
"ST/OC", "1st", "Last".
• The ○ mark displayed at the left most of "ST/OC" shows whether or not the trouble is cur-
rently occurring.
The black circle ● means the trouble is currently occurring.
The clear circle ○ means the trouble is not occurring now, but has occurred in the past.
• "1st" indicates the time at which this trouble occurred the first time and "last" indicates the time
at which this trouble occurred the last time.
[2] For details on the "Diagnostic trouble codes" that can be read in diagnosis mode and their
contents, see the Main Unit Diagnostic Trouble Code List below.
(1)Screen
Cursor
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[1] Displays the status at the cursor and the occurrence count.
7002 error now occurring / trouble has occurred 5 times in the past
Occurrence count
Status
[Status]
Displays whether the diagnostic trouble code under the cursor is current or from the past.
For ● , the trouble is current or continuing.
For ○ , the status is normal or recovered.
(The trouble is not occurring now, but has occurred in the past.)
[Occurrence count]
The number of times that diagnostic trouble code under the cursor has occurred
[2] Displays the time at which the trouble under the cursor first occurred
Occurred first at 10 hours
[3] Displays the time at which the trouble under the cursor last occurred
Occurred last at 901 hours
[4] Diagnostic Trouble Code
The troubles are sorted with the last one to occur at the top of the list.
The diagnostic trouble code under the cursor is displayed in (1) - (3).
7002 (faulty N1 pressure sensor)

0238 (Boost pressure sensor abnormally high voltage)
For details on diagnostic trouble code, see the

separate Main Unit Diagnostic Trouble Code List.
Maximum display count

4 codes per page X 16 pages = 64 diagnostic trouble codes are displayed. From the 65th
code onward, the oldest code is erased. However, even though these codes are not dis-
played, the data is retained.
(2)Operation
1 Cursor up / down
Up operation wiper switch
Down operation auto idle switch
2 Page forward / back 1 Cursor up / down
Forward operation light switch
Back operation washer switch
2 Page forward / back
(3)Reset
If the washer switch and the light switch are held down for 10s, the trouble log is reset.
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Service Support
3. HR (usage log) Screen List
In HR mode, operation times for mechanical parts, electrical parts, etc., operation counts for
switches and solenoids, as well as pressure distributions, etc. can be displayed.
Section
select switch
Page (-)
MAIN / MNT... Page (+)
1 Section
2 Page
(1)MAIN
E
[1] Main unit operation time
KeyOn : Computer A power supply ON time
EngOn : Alternator power generation time
Work : Machine operation time (upper ON or travel ON)
Upr : Upper operation time
Swg : Swing operation time
Trv : Travel operation time
TrSolo : Travel single operation time
[2] Electrical parts operation time

WpInt : Wiper (intermittent) Operation time
WpCnt : Wiper (continuous) Operation time
Wsh : Washer Operation time
WLight : Working light ON time
HornLo : Horn volume low time
DrOpn : *
WinOpn : Front window open time
[3] Idle time

1 : Auto idle time
2 : One-touch idle time
3 : Boosted pressure time
4 : Low-speed travel time
5 : High-speed travel time
6 : *
7 : *
[4] Pressure switch operation count

1 : Upper pressure sensor ON count X 1000
2 : Swing pressure sensor ON count X 1000
3 : Travel pressure sensor ON count X 1000
4 : Arm-in pressure switch ON count X 1000
5 : 1st option pressure switch ON count X 1000
6 : 2nd option pressure switch ON count X 1000
7 : *
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[5] Operation switch operation count
1 : Key ON count X 10
2 : Engine start count X 10
3 : Front window open count X 10
4 : *
5 : Boost solenoid ON count X 1000
6 : Swing brake solenoid ON count X 1000
7 : Power save solenoid ON count X 1000
[6] Work mode

1 : Mode usage time SP-hi
2 : Mode usage time SP-lo
3 : Mode usage time H-hi
4 : Mode usage time H-lo
5 : Mode usage time A1-hi
6 : Mode usage time A1-lo
7 : Mode usage time, other than above
[7] Breaker usage time

1 : Breaker 1 operation time
6 : Breaker 1-5 operation time
7 : *
[8] Crusher usage time

1 : Crusher 1 operation time
6 : Crusher 1-5 operation time
7 : *
[9] P1 pressure (P) distribution

1 : P ＜ 10 MPa Time
2 : 10 MPa ≦ P ＜ 15 MPa Time
3 : 15 MPa ≦ P ＜ 20 MPa Time
4 : 20 MPa ≦ P ＜ 25 MPa Time
5 : 25 MPa ≦ P ＜ 30 MPa Time
6 : 30 MPa ≦ P ＜ 35 MPa Time
7 : 35 MPa ≦ P Time
[10] P2 pressure (P) distribution

2 : 10 MPa ≦ P ＜ 15 MPa Time
3 : 15 MPa ≦ P ＜ 20 MPa Time
4 : 20 MPa ≦ P ＜ 25 MPa Time
5 : 25 MPa ≦ P ＜ 30 MPa Time
6 : 30 MPa ≦ P ＜ 35 MPa Time
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[11] N1 pressure (P) distribution
2 : 1.0 MPa ≦ P ＜ 1.5 MPa Time
3 : 1.5 MPa ≦ P ＜ 2.0 MPa Time
4 : 2.0 MPa ≦ P ＜ 2.5 MPa Time
5 : 2.5 MPa ≦ P ＜ 3.0 MPa Time
6 : 3.0 MPa ≦ P ＜ 3.5 MPa Time
7 : 3.5 MPa ≦ P Time
[12] N2 pressure (P) distribution

1 : P ＜ 1.0 MPa Time
2 : 1.0 MPa ≦ P ＜ 1.5 MPa Time
3 : 1.5 MPa ≦ P ＜ 2.0 MPa Time
4 : 2.0 MPa ≦ P ＜ 2.5 MPa Time
5 : 2.5 MPa ≦ P ＜ 3.0 MPa Time
6 : 3.0 MPa ≦ P ＜ 3.5 MPa Time
7 : 3.5 MPa ≦ P Time
E
[13] P1 + P2 pressure (P) distribution
2 : 20 MPa ≦ P ＜ 30 MPa Time
3 : 30 MPa ≦ P ＜ 40 MPa Time
4 : 40 MPa ≦ P ＜ 50 MPa Time
5 : 50 MPa ≦ P ＜ 60 MPa Time
6 : 60 MPa ≦ P ＜ 70 MPa Time
[14] Oil temperature (T) distribution

1 : T ＜ 45 ℃ Time (bar graph 1st and 2nd gradation)
2 : 45 ℃≦ T ＜ 60 ℃ Time (bar graph 3rd gradation)
3 : 60 ℃≦ T ＜ 80 ℃ Time (bar graph 4th gradation)
7 : 98 ℃≦ T Time (bar graph 8th gradation)
(2)ENG
[1] Oil temperature/coolant temperature/pressure maximum values
(Measured starting 10 minutes after engine started)
Coolnt : Radiator coolant maximum temperature
HydOil : Hydraulic oil maximum temperature
FuelT : Fuel maximum temperature
Air : Suction air maximum temperature
BstT : Boost maximum temperature
BstP : Boost maximum pressure
EngOil : Engine oil minimum pressure
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[2] Engine actual speed (S) distribution
1 : S ＜ 1025 min-1 Time
2 : 1025 min-1 ≦ S ＜ 1225 min-1 Time
3 : 1225 min-1 ≦ S ＜ 1425 min-1 Time
4 : 1425 min-1 ≦ S ＜ 1625 min-1 Time
5 : 1625 min-1 ≦ S ＜ 1825 min-1 Time
6 : 1825 min-1 ≦ S ＜ 025 min-1 Time
7 : 2025 min-1 ≦ S Time
[3] Coolant temperature (T) distribution

1 : T ＜ 77 ℃ Time (bar graph 1st and 2nd gradation)
2 : 77 ℃≦ T ＜ 82 ℃ Time (bar graph 3rd gradation)
5 : 100℃≦ T ＜ 103℃ Time (bar graph 6th gradation)
7 : 105 ℃≦ T Time (bar graph 8th gradation)
[4] Fuel temperature (T) distribution

1 : T ＜ 40 ℃ Time
2 : 40 ℃≦ T ＜ 50 ℃ Time
3 : 50 ℃≦ T ＜ 60 ℃ Time
4 : 60 ℃≦ T ＜ 70 ℃ Time
5 : 70 ℃≦ T ＜ 80 ℃ Time
6 : 80 ℃≦ T ＜ 90 ℃ Time
7 : 90 ℃≦ T Time
[5] Suction air temperature (T) distribution

1 : T ＜ -20 ℃ Time
2 : -20 ℃≦ T ＜ 0 ℃ Time
3 : 0 ℃≦ T ＜ 15 ℃ Time
4 : 15 ℃≦ T ＜ 30 ℃ Time
5 : 30 ℃≦ T ＜ 45 ℃ Time
6 : 45 ℃≦ T ＜ 60 ℃ Time
7 : 60 ℃≦ T Time
[6] Boost temperature (T) distribution

1 : T ＜ 50 ℃ Time
2 : 50 ℃≦ T ＜ 80 ℃ Time
3 : 80 ℃≦ T ＜ 110 ℃ Time
4 : 110 ℃≦ T ＜ 140 ℃ Time
5 : 140 ℃≦ T ＜ 170 ℃ Time
6 : 170 ℃≦ T ＜ 200 ℃ Time
7 : 200 ℃≦ T Time
[7] Atmospheric pressure (P) distribution

1 : P ＜ 600 hPa Time
2 : 600 hPa ≦ P ＜ 690 hPa Time
3 : 690 hPa ≦ P ＜ 780 hPa Time
4 : 780 hPa ≦ P ＜ 870 hPa Time
5 : 870 hPa ≦ P ＜ 960 hPa Time
6 : 960 hPa ≦ P ＜ 1050 hPa Time
7 : 1050 hPa ≦ P Time
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[8] Engine oil pressure (P) distribution
1 : P ＜ 0 kPa Time
2 : 0 kPa ≦ P ＜ 150 kPa Time
3 : 150 kPa ≦ P ＜ 300 kPa Time
4 : 300 kPa ≦ P ＜ 450 kPa Time
5 : 450 kPa ≦ P ＜ 600 kPa Time
6 : 600 kPa ≦ P ＜ 750 kPa Time
7 : 750 kPa ≦ P Time
[9] Boost pressure (P) distribution

1 : P ＜ 150 kPa Time
2 : 150 kPa ≦ P ＜ 180 kPa Time
3 : 180 kPa ≦ P ＜ 210 kPa Time
4 : 210 kPa ≦ P ＜ 240 kPa Time
5 : 240 kPa ≦ P ＜ 270 kPa Time
6 : 270 kPa ≦ P ＜ 300 kPa Time
7 : 300 kPa ≦ P Time E
[10] Load ratio (R) distribution
1 : R ＜ 30 % Time
2 : 30 % ≦ R ＜ 40 % Time
3 : 40 % ≦ R ＜ 50 % Time
4 : 50 % ≦ R ＜ 60 % Time
5 : 60 % ≦ R ＜ 70 % Time
6 : 70 % ≦ R ＜ 80 % Time
7 : 80 % ≦ R Time
[11] Load ratio (R) distribution for SP mode

1 : R ＜ 30 % Time
2 : 30 % ≦ R ＜ 40 % Time
3 : 40 % ≦ R ＜ 50 % Time
4 : 50 % ≦ R ＜ 60 % Time
5 : 60 % ≦ R ＜ 70 % Time
6 : 70 % ≦ R ＜ 80 % Time
7 : 80 % ≦ R Time
[12] Load ratio (R) distribution for H mode

1 : R ＜ 30 % Time
2 : 30 % ≦ R ＜ 40 % Time
3 : 40 % ≦ R ＜ 50 % Time
4 : 50 % ≦ R ＜ 60 % Time
5 : 60 % ≦ R ＜ 70 % Time
6 : 70 % ≦ R ＜ 80 % Time
7 : 80 % ≦ R Time
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4. CFG (setting change) Screen
The item where the cursor is located flashes.
(can be changed)
The cursor appears if the auto

idle switch is held down.
• Hold down the auto idle switch for 1 s. The cursor is displayed and the value starts to flash.
• The flashing value can be changed with the washer switch /working light switch .
• When the travel high-speed switch is pressed, value is finalized and the change is reflected in
the actual machine.
• When the horn volume select switch is pressed, the change is cancelled.
(1)Operation
Cursor
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[1] View mode (screen switching operation)
1 Switching to edit mode
Hold down the auto idle switch for
1s. The mode switches to edit mode
and the cursor is displayed.
1 Edit mode switching

[2] Edit mode (setting change operation)
1 Cursor up / down
Down operation auto idle switch 4 Cancel
2 Numeric value increase / decrease
(abort change)
1 Cursor up / down E
Increase value light switch 3 Enter
Decrease value washer switch
3 Enter
Enters the set contents.
4 Cancel 2 Numeric value increase / decrease
Cancels the set contents.
When 3 or 4 is executed, this exits
edit mode and shifts the mode to
view mode. (The cursor disappears.)
[3] Reset
If the washer switch and the light switch are held down for 10s, the setting contents
are reset and all settings return to their default values.
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(2)Screen
[1] MAIN 1
Item name Explanation Setting range Default value

LowIdl Low idling speed Min speed - auto idling speed 1000
AtIdl1 Auto idling shift time 1 to 30 5
AtIdl2 Auto idling speed Low idling speed - 1500 1200
PrUp1 Auto pressure boost yes/no +: YES, -: NO +
PrUp2 Auto pressure boost for option line usage yes/no +: YES, -: NO -
PwrAj Transient load minimum milli-amp 50 to 400 300
-7-
* PwrAj is the previous high altitude mode.
[2] MAIN 2

TrSpd Travel speed previous data held yes/no +: YES, -: NO -
TrAlm1 Travel alarm buzzing yes/no +: YES, -: NO +
TrAlm2 Travel alarm automatic stop time 1 to 30 10
CoolDn
EPF EPF (Engine Protection Feature) yes/no +: YES, -: NO +
Unit Display unit 0: MPa, 1: PSI, 2: kgf/cm2 0
-7-
* Display units … MPa = { MPa, ℃ }, PSI = { psi, °F }, kgf/cm2 = { kgf/cm2, ℃ }
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[3] MAIN 3

Spd1
Spd2
OvLd Pressure at which alarm starts
MntMsg ”SERVICE DUE” display yes/no +: YES, -: NO +
Cycle ”SERVICE DUE” display range 0 to 5000 500
E
Remain Time until next “SERVICE DUE” display 0 to 5000 500
-7- New harness yes/no +: YES, -: NO +
* OvLd is an option for Europe.
* -7- is battery charge and engine emergency stop port substitution.
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5. CAL (troubleshooting support) Screen
(1)Operation
Cursor
[1] View mode (screen switching operation)

1 Switching to edit mode
Hold down the auto idle switch f or
1s. The mode switches to edit mode
and the cursor is displayed.
1 Edit mode switching
[2] Edit mode (setting change operation)

1 Cursor up / down
Down operation auto idle switch 4 Cancel
(abort change)
2 Numeric value increase / decrease 1 Cursor up / down
Increase value light switch 3 Enter
Decrease value washer switch
3 Enter
Enters the set contents.
4 Cancel 2 Numeric value increase / decrease
Use the travel high-speed select
switch or the horn volume select switch
to cancel. Exits edit mode and shifts
to view mode. (The cursor disappears.)
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(2)Screen
[1] Engine pump override 1

tEng Target engine speed 500 - max speed Low idling
tPower 50 to 740 50
tional valve
tFlow Target milli-amp for flow control proportional valve 50 to 740 50
P1 P1 pressure - - E
P2 P2 pressure - -
N1 N1 pressure - -
N2 N2 pressure - -
[2] Engine pump override 2

tEng Target engine speed 500 - max speed Low idling
tPower 50 to 740 50
tional valve
tFlow Target milli-amp for flow control proportional valve 50 to 740 50
P1+P2 P1+P2 pressure - -
Eng Actual engine speed - -
Power - -
tional valve
Flow Actual milli-amp for flow control proportional valve - -
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[3] Hydraulic pressure drive fan override

Eng Actual engine speed - -
Coolnt Coolant temperature - -
Target milli-amp for hydraulic fan proportional
tFan 50 to 740 50
valve
HydOil Oil temperature - -
FuelT Fuel temperature - -
BstT Boost temperature - -
Actual milli-amp for hydraulic fan proportional
Fan - -
valve
6. Check the Monitor Switch (self-diagnosis function)

[1] After the key is switched ON, the "SUMITOMO" logo screen is displayed on the monitor.
At this time, the display can be switched to the monitor switch check screen by pressing the
one-touch idle switch five times.
The switch contents are as follows.

SW1 Front window limit switch
SW2 Breaker mode switch
SW3 Crusher mode switch
SW4 2 pumps flow switch
SW5 Not used
WIPER SW Wiper switch
WASHER SW Washer switch
W. LAMP SW Working light switch
T. MODE SW Travel high-speed select switch
A. IDLE SW Auto idle switch
HORN VOL. SW Horn volume select switch
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[2] Configuration
Wiper switch
Washer switch
Working light switch
Travel high-speed
select switch
EXT-SW1
Auto idle switch
Horn volume
select switch
EXT-SW2
E
EXT-SW3
EXT-SW4
No communications
with controller A
(Monitor alone)
EXT-SW5
Not used
1 Switch panel 4 Breaker mode switch

2 2 pumps flow switch 5 Crusher mode switch
3 Front window limit switch 6 Monitor
[3] Differences from CHK screen [CHK | H/W-M | 1]

Monitor main unit input/output can also be checked on the CHK screen. However, for the CHK
screen,
1) after the switch input is sent to computer A with communication,
2) the switch input is processed by computer A and
3) the results are sent to the monitor as screen data
and displayed. On the monitor switch check screen, the switch input recognized by the monitor
itself is displayed directly on the screen (without involving communication or computer A), so it is
possible to diagnose purely the switches themselves.
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7. Option Flow Setting
[1] When three seconds have passed, the logo screen shifts to the user screen.
With the user screen being displayed, if either the "breaker" or "crusher" rocker switch on the
right panel is held down for 3s, the "option flow setting screen" is displayed on the monitor.
Displays the maximum flow for 1 pump.

Displays the maximum flow for 2 pumps.
Pump discharge pressure Option line icon: Displays the option line for which the flow is set.
(P1 pump main pressure) (select for the breaker 1/2/3/4/5 and crusher 1/2/3/4/5)
[2] Flow setting

1. Press the breaker or crusher mode switch to select the mode to set the flow for.
- Rocker switch -
1 Flow increase 3 Crusher mode (1 - 5) switchover

2 Flow decrease 4 Breaker mode (1 - 5) switchover
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2. The flow setting for the selected mode is selected by pressing the wiper switch or auto
idle select switch .
The flow setting can be set to 10 levels from Level 1 to Level 10.
Caution
The set flow is the flow value when SP mode is selected.
Be careful. If run with the engine speed reduced, the actual flow is not the flow dis-
played.
Unit SH210-5 SH240-5

1 pump flow (flow Level 1) L/min 210 234
E
2 pumps flow (flow Level 1) L/min 420 468
[3] There is no need to do anything to finalize the setting. End by leaving this screen or switching
OFF the key.
The factory settings for each mode are as follows.
There are no 4 or 5 settings for the breaker or crusher. Just a hyphen is displayed for these
settings.
Mode Flow display

Breaker circuit 1/Crusher 1 Level 3 flow
Breaker circuit 4/Crusher 4 ---- (Not used)
Breaker circuit 5/Crusher 5
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8. Anti-theft Setting
[1] Anti-theft setting and password registration
1) Enabling the anti-theft function
With the key OFF, connect the anti-theft knob terminal.
When the male and female knob terminals are connected on the cab main harness in the
rear cover, the anti-theft function is enabled. The factory setting is for these knob terminals
to be disconnected.
Anti-theft protection setting knob

Connect VG (purple / green)
and BG (black / green)
2) Setting the password

When the knob terminals are connected, then the key switched ON, the following screen is
displayed.
Enter any 4-digit number made up of the numbers 1 to 9.
(If all 4 digits are not input, “ERROR” is displayed.)
Input by using the monitor switches as follows.
When the Enter button is pressed, the password is stored into memory and display returns
to the normal screen.
1 Enter 3 Numeric value increase/decrease

2 Cursor movement
3) Changing the password

If the password has been forgotten or it is desired to change the password, if the knob ter-
minal in [1]-1) is disconnected and the key switched ON, the password is cleared. To re-
input the password, repeat the procedure in [1].
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[2] Anti-theft function operation
1) Enabling the anti-theft function
1. If the key is switched twice in a row ON → OFF → ON → OFF with the engine stopped, the
anti-theft function is switched ON.
(All the key switching operations must be done within 2s.)
2. When the anti-theft comes ON, the monitor buzzes and the “key” icon is displayed.
(Once the anti-theft is switched ON, this icon is displayed while the power is OFF.)
E
3. The next time the key is switched ON, the anti-theft operates and the password input
screen is displayed.
Input the password made up of 4 digits 0 to 9.
Input by using the monitor switches below.
If an incorrect number is input, “ERROR” is displayed and the buzzer buzzes.
The key must be switched OFF, then ON again before the password can be re-input.
1 Enter 3 Numeric value increase/decrease

2 Cursor movement
2) Disabling the anti-theft function

1. If the engine is stopped by switching OFF the key, the anti-theft function does not oper-
ate.
2. To disable the anti-theft function, disconnect the anti-theft knob terminals VG (purple/
green) and BG (black/green). The registered password is canceled.
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9. Model Setting
[1] If the model selection has not been completed, immediately after the key is switched ON, the
“Model select screen” is displayed.
1 Cursor 3 Computer B; Part number

2 Computer A; Part number 4 Error display section
1) For the “CONT. A” item, the part number for computer A is automatically displayed.
2) In the same way, if computer B is connected (for the liftcrane application or interference
prevention application), the part number for computer B is automatically displayed for the
“CONT. B” item.
3) Items that must be input are displayed with “?”
a) MACHINE : Model (SH120-5, SH150-5, SH180-5, SH200-5, SH240-5, SH290-5)
b) TERRITORY : Destination (0: Domestic, general export, 1: LBX, 2: CASE NA, 3: CASE EU)
c) LANGUAGE : Language (0: Japanese, 1: English, 2: Thai, 3: Chaina, 4: German, 5: French,
6: Italian, 7: Spanish, 8: Portuguese, 9: Dutch, 10: Danish,
11: Norwegian, 12: Swedish, 13: Finnish, 14: Turkish, 15: Arabic,
16: Malay, 17: Indonesian, 18: Icon)
d) SPEC : Main unit specifications (Input 0)
e) ATT. No. : Attachment specification (Input 0)
f) CRANE : 0: No crane
1: Crane
g) A. INTF : 0: No interference prevention function
1: Interference prevention function
4) Input operating method
Input by using the monitor switches as follows.
* When the model select screen is displayed on the monitor, the normal monitor switch
functions do not work.
1 Enter button
2 Numeric value change
3 Cursor movement
When the throttle volume position or all the input is complete, press ‘ ’ (Enter button).
(The throttle volume must always be at the "H" mode position.)
If the input is inappropriate (*), “CONT. A. ERR” is displayed.
* When there is still an item left with "?" displayed or the combination of model, destina-
tion, specification, and the like is inappropriate.
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5) On the model setting screen, the ECM part number is automatically checked.
If the input model and the ECM part number do not correspond, “ECM ERR” is displayed.
6) Even after the model selection is complete, it is possible to change just the "LANGUAGE",
"CRANE", or "ATT. NO." setting without an all reset, which is discussed below.
7) All reset
• On the model select screen, if the wiper switch and light switch are held down for
10S, the data below is erased. (All reset)
• Data input in model selection → All this data returns to “?”.
• Trouble log
• Usage log
• Data changed with CFG
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10.Engine Screen Information
[1] Purpose
It has been made possible to copy the engine information (Q adjustment, QR code, engine
serial number) stored in the ECM to the new ECM when the ECM and injector are replaced.
[2] How to go to this screen
See the service support screen operation.
[3] Engine start restriction
When this screen is displayed, the engine cannot be started.
[4] Screen
The engine information held in computer A can be checked as follows.
1) Pages 1 to 4: Injector cylinder 1 to 4 QR code (Pages 5 and 6 are not used and cannot be
input.)
1 Page
2 QR code 24 digits
3 Error code
Indicates the display mode.
4 Currently displays the information in
computer A.
2) Page 7: Q resistance data
1 Q resistance data 3 digits
3) Page 8: Engine serial number
1 Engine serial number 6 digits
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4) ECM part number
1 ECM part number
[5] Operating method

See the Engine Maintenance Standards.
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Screen Display Details
1. Message Display List
Message
Display Display ON timing Display OFF timing
type
None Does not go off while the
Low oil press Warning When the “Engine oil pressure abnormally low” trouble occurs
key is ON.
When the “ECM mismatch” trouble occurs None Does not go off while the
Check engine Warning
Also, when a diagnostic trouble code is sent from the ECM key is ON.
When any of the troubles below occur
“Sensor; Pressure (P1)”, “Sensor; Pressure (P2)”,
“Sensor; Pressure (N1)”,“Sensor; Pressure (N2)”,
“Sensor; Pressure (Overload)”, “Sensor; Pressure (Bottom)”,
“Sensor; Pressure (Rod)”, “Sensor; Pressure (Upper)”,
“Sensor;Pressure (Swing), “Sensor; Pressure (Travel)”,
“Sensor; Pressure (Arm in)”,
“Sensor; Fuel level”, “Sensor; Oil temperature”,
“Sensor; Angle (Boom)”, “Sensor; Angle (Arm)”,
“Sensor; Angle (Offset)”,
“Pressure switch; Return filter clog"
“Solenoid; Swing brake”, “Solenoid; Travel high-speed ”,
“Solenoid; Power save"
Elec. None Does not go off while the
Warning “Relay; Feed pump automatic stop”,
problem (*1) key is ON.
“Solenoid; Option return circuit”,"Solenoid; Free swing"
“Solenoid; Fan reverse”, “Air conditioner signal output”,
“Buzzer; Liftcrane"
“Rotating light and solenoid; Bucket lock”, “ Solenoid; Lever lock"
“Proportional valve; Horsepower pump ”,
“Proportional valve; Pump flow"
“Proportional valve; Fan”,
“Proportional valve; Boom”, “Proportional valve; Offset”,
“Proportional valve; Arm”,
“communication monitor”, “communication ECM”,
“communication computer B”, “communication computer S”,
“CAN bus”
When any of the troubles below occur When all the troubles below are
recovered from “Abnormally high
Overheat Warning ”Abnormally high coolant temperature 1”, “Abnormally high oil temper- coolant temperature 1” “Abnor-
ature” mally high oil temperature”
Low coolant Warning When the “Coolant level low” trouble occurs
key is ON.
Battery charge Warning When the “Abnormally low alternator voltage” trouble occurs
key is ON.
Check hyd. oil None Does not go off while the
Warning When the “Return filter clogged” trouble occurs
filter key is ON.
Air filter Warning When the “Air cleaner clogged” trouble occurs
key is ON.
When the “Abnormally high boost
Boost temp. high Warning When the “Abnormally high boost temperature 1” trouble occurs temperature 1” trouble is recov-
ered from
When the “Fuel level low” trouble
Low fuel Warning When the “Fuel level drop” trouble occurs
is recovered from
When the conditions on the left
Switch to 1-pump Alert When the breaker mode is ON and 2 pumps flow is ON
are no longer met
Engine stop Alert When the engine emergency stop switch is ON
are no longer met
Over load Alert When the boom cylinder bottom pressure exceeds the set pressure
are no longer met
Engin idling Icon During one-touch idling or auto idling
are no longer met
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Message
Display Display ON timing Display OFF timing
type
Power up Icon During auto power boost
are no longer met
Engin pre heat Icon When power ON to glow plug
are no longer met
Auto warm up Icon During auto warm up
are no longer met
When the key is ON and the hour meter has reached the regulation After 1 minute after the key was
Service due Status
time switched ON
(*1) Even if one of the following troubles occurs, “ELEC. PROBLEM” is not issued.
”BZ travel alarm”, “Monitor thermistor”, “Air conditioner coolant signal output”
Message type
[1] Status........Message only
[2] Alert ..........The intermittent alarm continues to sound at 1-second intervals.
[3] Warning.....The continuous alarm sounds for just 5s.
[4] Icon ...........Only an icon is displayed. E
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Trouble Display
1. Diagnostic Trouble Code Display
[1] Purpose and summary
When a trouble occurs, the diagnostic trouble code (DTC) is displayed on the user screen.
This enables the operator to verbally communicate the trouble to the service engineer.
[2] Screen
Displayed with the ! mark next to the work mode followed by a 4-digit number.
If there is no trouble, nothing at all is displayed.
ELEC. PROBLEM
[3] Trouble display

The “ELEC. PROBLEM” or “CHECK ENGINE” message is displayed.
When trouble occurs, the corresponding diagnostic trouble code is displayed. If the message
makes clear the trouble location, the location is not displayed elsewhere.
For details, see the “Main Unit Diagnostic Trouble Code List”. All the diagnostic trouble codes
sent from the ECM are subject to display.
[4] Displayed trouble status
Only current and ongoing troubles are displayed. Troubles that have been recovered from are
not displayed.
[5] Multiple trouble display
When multiple troubles occur, they are displayed in turn at intervals of 5s.
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2. Main Unit Diagnostic Trouble Code List
(1)Electrical troubles (input) [7000-7199]
Diagnostic Occurrence judg-
trouble code ment Recovery judgment
Trouble location Trouble mode Judgment timing Prerequisites
Dis-
DTC Conditions Conditions
play
Ground short
Sensor; /disconnection Voltage ≦ 0.25 V
Immediately after
Pressure 7000 ○ None 0.25 V ＜ Voltage ＜ 4.75 V
(P1) Power supply key switched ON
short Voltage ≧ 4.75 V
Ground short
Immediately after
Pressure 7001 ○ key switched ON None 0.25 V ＜ Voltage ＜ 4.75 V
(P2) Power supply
Ground short
Pressure 7002 Immediately after None
○ key switched ON 0.25 V ＜ Voltage ＜ 4.75 V
(N1) Power supply
Ground short
Pressure
(N2) Power supply
7003 ○
Immediately after
key switched ON
None 0.25 V ＜ Voltage ＜ 4.75 V E
Ground short
Immediately after EU selected as
Pressure 7004 ○ 0.25 V ＜ Voltage ＜ 4.75 V
(Overload) Power supply key switched ON destination
Ground short/
Sensor; disconnection Voltage ≦ 0.25 V
Immediately after Liftcrane
Pressure 7005 ○ key switched ON selected 0.25 V ＜ Voltage ＜ 4.75 V
(Bottom) Power supply
Ground short
Pressure 7006 Immediately after Liftcrane
○ key switched ON selected 0.25 V ＜ Voltage ＜ 4.75 V
(Rod) Power supply
Ground short
/disconnection Voltage ≦ 0.25 V
Sensor; Immediately after
7020 ○ None 0.25 V ＜ Voltage ＜ 4.75 V
Pressure (Upper) Power supply key switched ON
Ground short/dis-
connection Voltage ≦ 0.25 V
Pressure (Swing) 7021 ○ key switched ON None 0.25 V ＜ Voltage ＜ 4.75 V
Power supply
Ground shor
/disconnection Voltage ≦ 0.25 V
Sensor; 7022 Immediately after None
Pressure (Travel) ○ key switched ON 0.25 V ＜ Voltage ＜ 4.75 V
Power supply
Ground short
Immediately after
Pressure 7023 ○ None 0.25 V ＜ Voltage ＜ 4.75 V
(Arm in) Power supply key switched ON
Disconnection Resistance ≧ 100Ω

7040 ○ None 2Ω ＜ Resistance ＜ 100Ω
Fuel level key switched ON
Short Resistance ≦ 2Ω
Resistance ≧
3 minutes after
Sensor; Disconnection engine starts 67200Ω
Oil 7041 ○ None (Voltage ≧ 4.93 V ) 111Ω＜ Resistance ＜ 67200 Ω
temperature (0.5 V ＜ Voltage ＜ 4.93 V)
Immediately after Resistance ≦ 111Ω
Short key switched ON (Voltage ≦ 0.5 V)
Monitor Disconnection
Immediately after Trouble bit received No trouble bit received from
thermistor 7045 × key switched ON
None
from monitor monitor
(*1) Short
Ground short
/disconnection Liftcrane or Voltage ≦ 0.2 V
Angle (Boom) 7060 ○ key switched ON interference pre- 0.2 V ＜ Voltage ＜ 4.8 V
Power supply vention selected
Ground short
Sensor; /disconnection Liftcrane or Voltage ≦ 0.2 V
Angle 7061 Immediately after interference pre-
(Arm) Power supply vention selected
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Recovery judgment
trouble code ment
DTC Dis- Conditions Conditions
play
Ground short
Sensor; /disconnection Liftcrane or Voltage ≦ 0.2 V
Angle 7062 Immediately after interference pre-
(Offset) Power supply vention selected
From immediately
Pressure switch after key switched Pressure switch =
return filter clog Disconnection 7063 ○ ON until engine None OFF Pressure switch = ON
starts
For items for which × is displayed, the “ELEC. PROBLEM” message is not displayed. Also, there
is no DTC display on the user screen.
However, the DTC is recorded on the service (DIAG) screen.
(2)Electrical troubles (output) [7200-7399]

Recovery judgment
trouble code ment
Dis-
DTC play Conditions Conditions
Disconnection
Solenoid; Immediately after Output ≠
7200 ○ None Output = Output monitor
Swing brake key switched ON Output monitor
Short
Solenoid; Disconnection
Travel 7201 Immediately after None Output ≠ Output = Output monitor
○ key switched ON Output monitor
high-speed Short
Disconnection
Boost 7202 ○ key switched ON None Output = Output monitor
Output monitor
Short
Disconnection
BZ travel alarm Immediately after Output ≠
(*1)
7203 × key switched ON
None
Output monitor
Output = Output monitor
Short
Disconnection
Power save 7204 ○ key switched ON None Output = Output monitor
Output monitor
Short
Disconnection
REL feed pump Immediately after Output ≠
stop key switched ON Output monitor
Short
Solenoid; Disconnection
Immediately after Output ≠
Option return cir- 7206 ○ key switched ON None Output = Output monitor
cuit Output monitor
Short
Disconnection
Free swing key switched ON Output monitor
Short
Disconnection
Solenoid; 7208 Immediately after None Output ≠ Output = Output monitor
Fan reverse ○ key switched ON Output monitor
Short
Air conditioner Disconnection

coolant Immediately after Output ≠
temperature
7209 × key switched ON
None
Output monitor
Output = Output monitor
signal output (*1) Short
Disconnection
BZ 7210 Immediately after None Output ≠ Output = Output monitor
liftcrane ○ key switched ON Output monitor
Short
REL Disconnection
Immediately after Output ≠
rotating light and 7211 ○ key switched ON None Output = Output monitor
bucket lock Output monitor
Short
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Recovery judgment
trouble code ment
play
Disconnection
Gate lock 7212 ○ key switched ON None Output = Output monitor
Output monitor
Short
Proportional Disconnection After engine starts Milli-amp ≦ 30 mA

valve;
Horsepower 7240 ○ None 30 mA ＜ Milli-amp ＜ 3 A
Immediately after
pump Short Milli-amp ≧ 3 A
key switched ON

valve; 7241 ○ None 30 mA ＜ Milli-amp ＜ 3 A
Pump flow Immediately after
Short Milli-amp ≧ 3 A
key switched ON

Fan Immediately after
key switched ON
Disconnection After engine starts Milli-amp ≦ 30 mA
Proportional
valve; 7243 ○ None 30 mA ＜ Milli-amp ＜ 3 A E
Boom Immediately after
key switched ON

Arm Immediately after
key switched ON

Offset Short Immediately after
key switched ON Milli-amp ≧ 3 A
(3)Mechanical troubles [7400-7599]

Diagnostic Occurrence
trouble code judgment Recovery judgment
play
Abnormally Coolant temper- Coolant temperature
7400 ○ ature sensor = Coolant temperature ＜ 105 ℃
high temperature 1 ≧ 105 ℃
Normal CAN
Coolant Abnormally 7402 1 minute after communication Coolant temperature
high temperature 2 ○ Coolant temperature ＜ 105 ℃
temperature engine starts = Normal ECM ≧ 110 ℃
5 V power sup-
Abnormally ply voltage = Coolant temperature
7403 ○ Coolant temperature ＜ 120 ℃
high temperature 3 Normal ≧ 120 ℃
Oil temperature Oil temperature

Oil Abnormally 7404 1 minute after sensor = Nor-
temperature high temperature ○ engine starts Oil temperature ＜ 95 ℃
mal ≧ 95 ℃
Boost tempera-
ture sensor
= Normal,
CAN
Abnormally 7405 communication Boost temperature
high temperature 1 ○ ≧ 80 ℃ Boost temperature ≦ 70 ℃
Boost 1 minute after = Normal,
temperature engine starts ECM 5 V power
supply voltage
= Normal
Abnormally Boost temperature
high temperature 2 7406 ○ ≧ 90 ℃
Boost temperature ＞ 90 ℃
Alternator volt- Abnormally 10s after engine Generated voltage

7420 ○ None Generated voltage ＞ 10 V
age low voltage starts ≦ 10 V
Coolant Drop 7421 Immediately after None Level SW = ON Level SW = OFF

level ○ key switched ON
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Diagnostic Occurrence
trouble code judgment Recovery judgment
play
Oil pressure
sensor = Nor-
mal, CAN com-
Engine Abnormally 30s after engine munication =
7422 ○ Pressure ≦ 40 kPa Pressure ＞ 40 kPa
oil pressure low pressure starts Normal, ECM 5
V power supply
voltage = Nor-
mal
10s after engine
Air cleaner Clog 7423 ○ starts None Vacuum SW = ON Vacuum SW = OFF
10s after engine Return filter

Return filter Clog 7424 ○ pressure switch Pressure SW = OFF Pressure SW = ON
starts = Normal
(4)Faulty communication [7600-7799]

Diagnostic Occurrence judg- Recovery judgment
trouble code ment
Dis-
DTC Conditions Conditions
play
Immediately after Bus off or When the occurrence
CAN bus Faulty bus 7600 ○ None
key switched ON error passive conditions are not met
Packets not coming When the occurrence
Faulty reception from monitor conditions are not met
communication 7601 Immediately after None Reception from
monitor ○ key switched ON
Faulty monitor When the occurrence
transmission Defective packet conditions are not met
received
communication Immediately after Messages not When the occurrence
ECM Time out 7602 ○ key switched ON None coming from ECM conditions are not met
Liftcrane or Messages not
communication Immediately after interference When the occurrence
computer B Time out 7603 ○ key switched ON prevention coming from conditions are not met
computer B
selected
Messages not
communication Time out 7604 Immediately after None coming from When the occurrence
computer S ○ key switched ON conditions are not met
computer S
10 s after engine Model selection Model ≠ ECM
ECM Mismatch 7605 ○ starts completed None No recovery
calibration No.
Previously stored
Previously stored checksum
Immediately after checksum ≠
EEPROM Faulty data 7606 × key switched ON
None
Current calculated
=
Current calculated checksum
checksum
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Service Support
3. Diagnostic Trouble Code (monitor display)
Patterns for
Diagnostic Main symptoms when Diagnostic trouble code recovery
Trouble contents Back-up function Conceivable cause
trouble code trouble occurs display conditions from
trouble
The ratio for the fuel flow command sig- Fuel system clogged, pipe (hose) blocked
nal to the SCV is 33 % or less.
Charge fuel pump defect (discharge defect)
Differential pressure send amount is
Wiring defect (short) between ECM and common rail pressure
2800 mm3/s or longer Multi-injection stop sensor
No pump pressure send Engine vibration, idle instability, drop of output
1093 When any of the above occurs and the Target common rail pressure upper limit 1
(second stage) power, rev-up defect, black smoke, engine stalling Injector defect
condition below At 1200 min-1 or higher, (80 MPa) Supply pump defect
actual rail pressure is 30 MPa or more Common rail pressure sensor defect (common rail)
below the target rail pressure for 5s or
longer Pressure limiter defect (common rail)
Wiring defect (disconnection, short, high resistance) between
D
Faulty boost ECM and boost temperature sensor
The boost temperature sensor voltage is
temperature sensor 1112 Nothing in particular No backup *2
0.1 V or lower for 4s or longer. Boost temperature sensor defect
(abnormally low voltage)
ECM internal defect
Faulty boost ECM and boost temperature sensor
The boost temperature sensor voltage is
temperature sensor 1113 Nothing in particular No backup *2
4.95 V or higher for 4s or longer. Boost temperature sensor defect
(abnormally high voltage)
ECM internal defect
Wiring defect (short) between ECM and engine coolant sensor
Drop of output power
The coolant temperature is higher than Engine cooling system trouble (radiator clog or the like)
Overheat 1173 If the coolant temperature exceeds 108 ℃ during No backup 2
120 ℃ for 5s or longer. Engine coolant level too low
overheating, the fuel flow is restricted.
Engine coolant sensor defect
Engine vibration, idling instability, drop of output Injector monitor inputs for all common 1 No 1, 4 injector harness defect (disconnection, short)
Faulty injection nozzle Common 1 stop (No. 1, 4 cylinder stop)
1261 power system Injector defect 1
common 1 drive system EGR stop
Possibility of rev-up defect, engine stalling No signal for 3s or longer ECM defect
Engine vibration, idling instability, drop of output Injector monitor inputs for all common 2 No 2, 3 injector harness defect (disconnection, short)
Faulty injection nozzle Common 2 stop (No. 2, 3 cylinder stop)
1262 power system Injector defect 1
common 2 drive system EGR stop
Possibility of rev-up defect, engine stalling No signal for 3s or longer ECM internal defect
No change when error occurs ECM and CMP sensor
No fault during engine rotation, but when it is No correct CMP sensor pulse in crank
CMP sensor out of phase 1345 (shift to crank sensor) 1
stopped once, it cannot be restarted. gap position Camshaft gear installation defect
However, engine cannot be restarted.
Flywheel installation defect
Main relay input power supply voltage 1 V ECM and main relay
or lower for 2s or longer
Wiring defect (disconnection, short, high resistance) with fusible
Faulty main relay system 1625 Engine starting difficulty, power supply not cut off Even when the main relay coil OFF com- No backup link main relay 2
mand is issued, the relay does not cut off Main relay defect
within 5s
ECM internal defect
Analog sensor system default processing (sen-
sors operating with default values, because con-
version not possible)
Faulty A/D conversion 1630 Drop of output power, black smoke Analog/digital conversion not possible ECM internal defect 2
Multi-injection stop
Target common rail pressure upper limit
(80 MPa)
Faulty 5 V power supply Key switch power supply voltage is 5.5 V EGR control stop Power supply circuit wiring defect (short) between ECM and atmo-
2 voltage Black smoke at high altitudes, insufficient output at spheric pressure sensor
1632 or higher or 4.5 V or lower for 0.5s or Default value setting 80 kPa 2
(atmospheric pressure low altitudes longer. (equivalent to 2500 m) ECM internal defect
sensor power supply)
Faulty 5 V power supply Key switch power supply voltage is 5.5 V Power supply circuit wiring defect (short) between ECM and oil
3 voltage 1633 Poor starting and black smoke at low temperatures or higher or 4.5 V or lower for 0.5s or Control using default values pressure sensor 2
(engine oil pressure sensor) longer. ECM internal defect
Faulty 5 V power supply Key switch power supply voltage is 5.5 V Power supply circuit wiring defect (short) between ECM and boost
4 voltage 1634 Black smoke or higher or 4.5 V or lower for 0.5s or Control using default values pressure sensor 2
(boost pressure sensor) longer. ECM internal defect
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Service Support
Patterns for
trouble
Faulty 5 V power supply Power supply circuit wiring defect (short) between ECM and com-
Key switch power supply voltage is 5.5 V
5 voltage Possibility of poor engine rev-up, drop of output mon rail pressure sensor
1635 or higher or 4.5 V or lower for 0.5s or Control using default values 2
(common rail pressure sensor, power, black smoke, engine stalling longer. ECM internal defect
EGR position sensor)
Engine rotation that computer A sends ECM and computer A
Faulty CAN bus 2104 Engine speed down to 1500 min-1. with CAN stops for 1s or longer. Engine speed down to 1500 min . -1
ECM internal defect 2
Computer A internal defect
Control from actual machine side stops working ECM and computer A
because CAN communication become impossi- Engine rotation that computer A sends -1
Faulty CAN time-out 2106
ble.The engine speed drops to 1500 min-1.
with CAN stops for 2s or longer. Engine speed down to 1500 min . ECM internal defect 2
D
Computer A internal defect
Fuel system clogged (element), pipe (hose), etc. blocked
Wiring defect (short) between ECM and common rail pressure
Multi-injection stop sensor
No pump pressure send Possibility of engine vibration, idle instability, drop of Actual rail pressure of 15 MPa or lower Injector defect
0087 Target common rail pressure upper limit 1
(fuel leak) output power, black smoke, excess output for 3s or longer
(80 MPa) Common rail pressure sensor defect
Supply pump defect
Pressure limiter defect
1st stage
Rail pressure exceeds 185 MPa for 5s or
longer, common rail pressure sensor volt- Fuel system pipe (hose), etc. blocked
age is 3.9 V or higher Multi-injection stop
Faulty common rail pressure Engine vibration, idle instability, drop of output Air in fuel system (check hose connection.)
0088 2nd stage Target common rail pressure upper limit 1
(1st stage, 2nd stage) power, rev-up defect Common rail pressure sensor defect
First stage established, rail pressure (80 MPa)
Supply pump defect
exceeds 190 MPa for 5s or longer, com-
mon rail pressure sensor voltage is 4 V or
higher
Common rail pressure sensor defect
Faulty common rail pressure Actual rail pressure 40 MPa or more Multi-injection stop
Engine vibration, idle instability, drop of output Supply pump defect
(pump sending too much 0089 above the target rail pressure for 5s or Target common rail pressure upper limit 1
power, rev-up defect ECM, SCV, common rail pressure sensor connector connection
pressure) longer (80 MPa)
defect
When the SCV drive milli-amp exceeds SCV defect
SCV drive system the rated milli-amp for 2s or longer Multi-injection stop
disconnection, +B short, 0090 Black smoke and excess output Wiring defect (disconnection, short, high resistance) between
When the difference between the target Target common rail pressure upper limit 2
ground short ECM and SCV
and actual milli-amp exceeds the rated (80 MPa)
milli-amp for 2s or longer ECM internal defect

Faulty atmospheric EGR control stop ECM and atmospheric pressure sensor
Black smoke at high altitudes, insufficient output at The atmospheric pressure sensor volt-
pressure sensor 0107 Default value setting 80 kPa 2
low altitudes age is 0.5 V or lower for 5s or longer. Atmospheric pressure sensor defect
(abnormally low voltage) (equivalent to 2500 m)
ECM internal defect
Faulty atmospheric EGR control stop ECM and atmospheric pressure sensor
Black smoke at high altitudes, insufficient output at The atmospheric pressure sensor volt-
pressure sensor 0108 Default value setting 80 kPa 2
low altitudes age is 3.8 V or higher for 4s or longer. Atmospheric pressure sensor defect
(abnormally high voltage) (equivalent to 2500 m)
ECM internal defect
EGR control stop Wiring defect (short) between ECM and suction air temperature
Faulty suction air sensor
Possibility of white smoke when starting at low tem- The suction air temperature sensor volt- Default value setting
temperature sensor 0112 *2
peratures age is 0.1 V or lower for 4s or longer. Suction air temperature sensor defect
(abnormally low voltage) Starting: -10 ℃ Running: 25 ℃ ECM internal defect
EGR control stop Wiring defect (disconnection, short, high resistance) between
Faulty suction air ECM and suction air temperature sensor
Possibility of white smoke when starting at low tem- The suction air temperature sensor volt- Default value setting
peratures age is 4.95 V or higher for 4s or longer. Suction air temperature sensor defect
(abnormally high voltage) Starting: -10 ℃ Running: 25 ℃ ECM internal defect
Faulty engine coolant EGR control stop Wiring defect (short) between ECM and engine coolant sensor
Poor starting at low temperatures, black smoke, The coolant temperature sensor voltage Default value setting
temperature sensor 0117 Engine coolant sensor defect *2
drop of output power is 0.1 V or lower for 4s or longer.
(abnormally low voltage) Starting: -20 ℃ Running: 80 ℃ ECM internal defect
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Service Support
Patterns for
trouble
Faulty engine coolant EGR control stop, default value setting ECM and engine coolant sensor
Increase in noise, white smoke at low temperatures, The coolant temperature sensor voltage
rough idling is 4.85 V or higher for 4s or longer. Starting: -20 ℃ Running: 80 ℃ Engine coolant sensor defect
ECM internal defect
Wiring defect (short) between ECM and fuel temperature sensor
Faulty fuel temperature sensor The fuel temperature sensor voltage is Default value setting
0182 Nothing in particular Fuel temperature sensor (supply pump) defect *2
(abnormally low voltage) 0.1 V or lower for 4s or longer. Starting: -20 ℃ Running: 70 ℃
ECM internal defect
Faulty fuel temperature sensor The fuel temperature sensor voltage is Default value setting ECM and fuel temperature sensor
0183 Nothing in particular *2
(abnormally high voltage) 4.85 V or lower for 4s or longer. Fuel temperature sensor (supply pump) defect
Starting: -20 ℃ Running: 70 ℃
ECM internal defect
D
Faulty common rail ECM and common rail
The common rail pressure sensor voltage Default value setting 80 MPa
pressure sensor 0192 Engine rev-up defect, hunting 2
is 0.7 V or lower. Common rail pressure sensor defect (common rail)
(abnormally low voltage)
ECM internal defect
Faulty common rail ECM and common rail
Possibility of drop of output power and engine stall- The common rail pressure sensor voltage Default value setting 80 MPa
pressure sensor 0193 2
ing is 4.5 V or higher. Common rail pressure sensor defect (common rail)
ECM internal defect
ECM and No. 1 injector intermediate connector
No. 1 cylinder injector drive circuit discon-
nection/short detected No. 1 injector terminal looseness
Injection nozzle #1 drive High engine vibration, idle instability, drop of output No. 1 cylinder injection stop
0201 Wiring defect (disconnection, high resistance) between No. 1 injec- 1
system disconnection power, rev-up defect No. 1 cylinder injector monitor input EGR control stop tor intermediate connector and No. 1 injector terminal
No signal for 2.4s or longer
No. 1 injector defect
ECM internal defect
ECM internal defect
ECM internal defect
ECM internal defect
Faulty engine main unit (common rail, supply pump, injector)
The engine speed isthe set speed of It is necessary to check whether or not there is another diagnostic
Injection quantity restriction
Overrun 0219 Drop of output power 2000 min-1 or higher for 1 second or When the speed drops, the restriction is ended.
trouble code. 2
longer. Mechanical engine trouble (turbo damaged, engine oil mixed in)
ECM internal defect
Faulty boost pressure sensor The boost pressure sensor voltage is 0.1 Default value setting 150 kPa ECM and boost pressure sensor
0237 Nothing in particular 2
(abnormally low voltage) V or lower for 3s or longer. Boost pressure sensor defect
ECM internal defect
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Service Support
Patterns for
trouble
Faulty boost pressure sensor The boost pressure sensor voltage is 4.9 Default value setting 150 kPa ECM and boost pressure sensor
0238 Black smoke 2
(abnormally high voltage) V or higher for 3s or longer. Boost pressure sensor defect
ECM internal defect
Possibility of drop of output power, white smoke, Wiring defect (disconnection, short, high resistance) between
Faulty crank position (CKP) engine vibration There is a CMP signal, but not a CKP sig- When the CMP sensor is normal, ECM and CKP sensor
0335 1
sensor (no signal) Possibility of engine stalling (when the CMP sensor nal. cam standard control CKP sensor defect
is normal, restarting is possible.) ECM internal defect
Possibility of drop of output power, white smoke, Wiring defect (short) between ECM and CKP sensor
engine vibration CKP sensor defect
Faulty crank position (CKP)
sensor (faulty signal) 0336
Possibility of engine stalling (when the CMP sensor
CKP signal pulses do not match When the CMP sensor is normal,
cam standard control Flywheel ring gear tooth missing
1 D
is normal, restarting is possible.) ECM internal defect
While engine turning: When the CKP sensor is ECM and CMP sensor
Faulty cam position (CMP) No fault during engine rotation, but when it is There is a CKP signal, but not a CMP sig- normal, crank standard CMP sensor defect
0340 1
sensor (no signal) stopped once, it cannot be restarted. nal. After engine stop: Restart is impossible due to Faulty cam gear
inability to discriminate cylinders Supply pump defect
ECM internal defect
Wiring defect (short) between ECM and CMP sensor
While engine turning: When the CKP sensor is CMP sensor defect
Faulty cam position (CMP) No fault during engine rotation, but when it is When excess cam pulses detected or normal, crank standard
0341 Faulty camshaft gear 1
sensor (faulty signal) stopped once, it cannot be restarted. insufficient cam pulses detected After engine stop: Restart is impossible due to
inability to discriminate cylinders Supply pump defect
ECM internal defect
Wiring defect (disconnection, short, high resistance) between fuse
and glow relay
The glow relay drive instruction signal Wiring defect (disconnection, short, high resistance) between
Faulty glow relay 0380 Low-temperature starting defect and glow relay monitor signal (line 339 in No backup ECM and glow relay 1
electrical circuit diagram) are different.
Glow relay defect
ECM internal defect
Signal inputs from EGR position sensor ECM and EGR position sensor
Faulty EGR position sensor 0487 Nothing in particular U, V, and W all ON or all OFF for 3s or EGR valve all-close command 2
EGR valve (position sensor) defect
longer
ECM internal defect
When the difference between the target ECM and EGR motor
Faulty EGR valve control 0488 Nothing in particular valve lift and the actual position is larger EGR valve all-close command 2
EGR valve defect
than 20 % for 10s or longer
ECM internal defect
Wiring defect (short) between ECM and oil pressure sensor
Faulty oil pressure sensor The oil pressure sensor voltage is 0.1 V
0522 Nothing in particular No backup Oil pressure sensor defect 2
(abnormally low voltage) or lower for 4s or longer.
ECM internal defect
Faulty oil pressure sensor The oil pressure sensor voltage is 4.85 V No backup ECM and oil pressure sensor
0523 Nothing in particular 2
(abnormally high voltage) or higher for 4s or longer. Oil pressure sensor defect
ECM internal defect
Faulty ROM Faulty ROM detected
0601 Engine stop No backup (engine stop) ECM internal defect 2
(ECM internal component part) Reflash failure
Faulty EEPROM 0603 Nothing in particular Faulty EEPROM detected No backup ECM internal defect 2
(ECM internal component part)
The CPU monitoring IC detects faulty
main CPUs for 100 ms after the key is Multi-injection stop
Faulty CPU switched ON.
0606 Drop of output power, starting not possible Injection quantity restriction ECM internal defect 2
(ECM internal component part) The RUN-SUB pulse (signal between
CPU and SUB-CPU) was unchanging for The SUB-CPU stopped the CPU.
20 ms or longer.
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Service Support
Patterns for
trouble
The RUN-SUB pulse (signal between
Faulty CPU monitoring IC 0606 Drop of output power CPU and SUB-CPU) was unchanging for Injection quantity restriction ECM internal defect 2
20 ms or longer.
Engine vibration, idling instability, drop of output ECM terminal, ECM ground terminal defect (disconnection, high
Faulty charge circuit 1 0611 power When the ECU charge circuit bank 1 volt- Common 1 stop (No. 1, 4 cylinder stop) resistance)
age is low for 1.5s or longer 2
Possibility of rev-up defect, engine stalling EGR stop ECM internal defect
Engine vibration, idling instability, drop of output ECM terminal, ECM ground terminal defect (disconnection, high
power When the ECU charge circuit bank 2 volt- Common 2 stop (No. 2, 3 cylinder stop) resistance)
Faulty charge circuit 2 0612 2
age is low for 1.5s or longer EGR stop
Possibility of rev-up defect, engine stalling ECM internal defect
Fuel system pipe (hose), etc. blocked
Air in fuel system (Check hose connection.)
D
Pressure limiter defect
When the pressure limiter is open or Common rail pressure sensor defect
Pressure limiter open 1095 Drop of output power, hunting when the common rail pressure exceeds Injection quantity restriction 1
200 MPa for 1s or longer Wiring defect (short) between ECM and common rail pressure
sensor
Supply pump defect
ECM internal defect
Note:
[1] Patterns for recovery from trouble
There are the following two ways to recover from trouble.
Because the error code is cleared according to conditions, the following main switch operations are required.
Type 1:When the key is switched ON, the engine is started and held for 10 seconds, then the key is switched OFF, the display is recovered to normal.
Type 2:When the key is switched ON and held for 10 seconds, then the key is switched OFF, the display is recovered to normal.
However, for temperature sensors in the section marked *, after the key is switched ON, it is held for 3 to 10 minutes before it is switched OFF.
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Service Support
4. Sensor Trouble Operation Table
• The table below shows the operations when there is trouble with a sensor (current, recovered from, ongoing).
• ‘*’ indicates that it is not related to (not affected by) that trouble.
Input Coolant
Upper pressure Arm-in pressure Swing pressure Travel pressure P1 pressure P2 pressure N1 pressure N2 pressure Oil temperature temperature Fuel sensor
sensor sensor sensor sensor sensor sensor sensor sensor sensor
Output and function sensor
Trouble continuation 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa -40 ℃ 214 ℃ 0%
Backup value
Recovery Input value Input value Input value Input value Input value Input value Input value Input value Input value Input value Input value
Backup value con- Backup value con- Backup value con- Backup value con-
Auto idle * * * * * * *
trol (*1) trol (*1) trol (*1) trol (*1)
Idling start Backup value con- Backup value con- Backup value con- Backup value con- * * * * * * * D
Engine target speed
Auto warm up * * * * * * *
Idle up * * * * * * *
Engine Anti-theft Fixed to ON (*22) * * Fixed to ON (*22) Fixed to ON (*22) Fixed to ON (*22) * * * * *
Stop command
Static horsepower con- * * * * * * * * * * *
trol
Dynamic horsepower Backup value con- Backup value con- Backup value con-
* * * * * * * *
control trol (*5) trol (*5) trol (*5)
Milli-amp for pump
horsepower control Travel horsepower Backup value con-
* * * * * * * * * *
proportional valve boost trol (*6)
Arm-in boost Backup value con-
* * * * * * * * * *
horsepower trol (*7)
Engine stall * * * * * * * * * * *
prevention
Relief cut Fixed to 50 mA (*8) * Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8) * * *
Pump flow Speed limit Fixed to 50 mA (*9) * Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9) * * *
proportional valve
Fixed to 50 mA Fixed to 50 mA Fixed to 50 mA Fixed to 50 mA Fixed to 50 mA Fixed to 50 mA Fixed to 50 mA
Power save * * * *
(*10) (*10) (*10) (*10) (*10) (*10) (*10)
Backup value con- Backup value con- Backup value con-
Power save solenoid Power save * * * * * * * *
trol (*10) trol (*10) trol (*10)
Backup value con- Fixed to OFF (*13) Backup value con- Backup value con-
Auto power boost * * * * * * *
trol (*11) trol (*12) trol (*12)
Boost solenoid Always boosted * * * Fixed to OFF (*13) * * * * * * *
Boost cut * * * Fixed to OFF (*13) * * * * * * *
Auto brake Fixed to OFF (*14) * Fixed to OFF (*14) * * * * * * * *
Swing brake solenoid Swing lock Fixed to ON (*15) * Fixed to ON (*15) * * * * * * * *
Anti-theft Fixed to ON (*16) * Fixed to ON (*16) * * * * * * * *

Backup value con-
Travel alarm * * * * * * * * * *
trol (*17)
Travel alarm Key ON alarm * * * * * * * * * * *
Anti-theft * * * * * * * * * * *
Coolant temperature Coolant temperature * * * * * * * * * Not displayed (*18) *
gauge display
Oil temperature
Oil temperature gauge * * * * * * * * Not displayed (*19) * *
display
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Service Support
Input Coolant
Upper pressure Arm-in pressure Swing pressure Travel pressure P1 pressure P2 pressure N1 pressure N2 pressure Oil temperature temperature Fuel sensor
sensor sensor sensor sensor sensor sensor sensor sensor sensor
Output and function sensor
Trouble continuation 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa 0 MPa -40 ℃ 214 ℃ 0%
Backup value
Recovery Input value Input value Input value Input value Input value Input value Input value Input value Input value Input value Input value
Fuel gauge Fuel level display * * * * * * * * * * Not displayed (*20)

Backup value con-
Air Conditioner Cold blast prevention * * * * * * * * * *
trol (*21)
- Symptom -
(*1) Idle cannot be ended.Idles even during work. (*11) Auto power boost stops.(Constant power boost for A mode is executed.) (*21) Air flow max D
(*2) Idle cannot be ended. (*12) Auto power boost is not carried out for a pump load on only one side. (*22) The engine cannot be started if the password has not been input.
(*3) Auto warm up cannot be ended. (*13) Boost is always OFF.
(*4) Idle speed cannot be raised. (*14) Swing brake is always OFF.
(*5) Dynamic horsepower control (for transient loads) is not possible. (*15) During a swing lock, held ON even if there is trouble.
(*6) No horsepower boost even for travel. (*16) During swinging with anti-theft prevention, held ON even if there is trouble.
(*7) No horsepower boost even for arm-in. (*17) Travel alarm stops.(Key ON alarm sounds)
(*8) No swing relief cut.(deterioration in fuel economy) (*18) Coolant temperature gauge is not displayed.(Goes out)
(*9) No swing speed limit.(Excessive swing speed) (*19) Oil temperature gauge is not displayed.(Goes out)
(*10) No power save.(deterioration in fuel economy) (*20) Fuel level gauge is not displayed.(Goes out)
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Service Support
Service Support
5. EPF (engine protection feature)
This feature controls the engine speed or stopping when the coolant temperature rises, the boost
temperature rises, or the oil pressure drops.
- Trouble state -
Recovered = State in which trouble recovered from during the key ON cycle
Ongoing = State in which the key was switched OFF, then ON again with the previous trouble under-
way (or continuing)
- Degree of speed restriction -
0: None
1: Backup speed
2: Low idle
3: Stop (restart possible, low idle)
4: Stop (restart not possible)
Degree of speed
restriction Explanation
Trouble under- 0: None

㪄
E
way
Coolant temperature
over 105 ℃ Recovered 0: None 㪄
Ongoing 0: None 㪄
Trouble under- 2: Low idle
way 㪄
Recovered 0: None When the coolant temperature falls below 105 ℃ , the system recovers and con-
Coolant temperature trols returns to normal.
over 110 ℃
When the key is switched ON again and the engine starts, for the time (2 min-
utes) until judgment starts, the engine speed is restricted to low idle.After that,
Ongoing 2: Low idle the status moves to trouble underway or recovered based on the judgment
results.
Trouble under- 4: Stop (restart possi- Engine stop.The engine cannot be restarted until either the key is switched ON
way ble) again or the coolant temperature recovers to the normal level.
When the coolant temperature falls below 120 ℃ , the degree of restriction due
Recovered 0: None to the coolant temperature being over 120 ℃ goes to 0. (Normal control) How-
Coolant temperature ever, if the degree of restriction due to the coolant temperature being over 110
over 120 ℃ ℃ is not 0, that degree of restriction is applied.
When the key is switched ON again and the engine starts, for the time (1
Ongoing 2: Low idle minute) until judgment starts, the engine speed is restricted to low idle.After
that, the status moves to trouble underway or recovered based on the judgment
results.
Trouble under- 2: Low idle
way 㪄
Recovered 0: None When the boost temperature falls below 70℃, the system recovers and controls
Boost temperature returns to normal.
over 80 ℃
minute) until judgment starts, the engine speed is restricted to low idle.After
Ongoing 2: Low idle that, the status moves to trouble underway or recovered based on the judgment
results.
Trouble under- 4: Stop (restart possi- Engine stop.The engine cannot be restarted until either the key is switched ON
way ble) again or the boost temperature recovers to the normal level.
When the boost temperature falls below 90 ℃ , the degree of restriction due to
Recovered 0: None the boost temperature being over 90 ℃ goes to 0.(Normal control) However, if
Boost temperature the degree of restriction due to the boost temperature being over 80 ℃ is not 0,
over 90 ℃ that degree of restriction is applied.
Ongoing 2: Low idle minute) until judgment starts, the engine speed is restricted to low idle.After
that, the status moves to trouble underway or recovered based on the judgment
results.
Trouble under- 4: Stop (restart possi- Engine stop.The engine cannot be restarted until the key is switched ON
again.Recovery cannot be judged until the engine is restarted, so the system
way ble) does not move from trouble underway to be recovered.
Engine oil pressure Recovered 0: None The engine oil pressure recovers to less than 40 kPa and controls returns to
drop normal.
When the key is switched ON again and the engine starts, for the time (30 s)
Ongoing 2: Low idle until judgment starts, the engine speed is restricted to low idle.After that, the
status moves to trouble underway or recovered based on the judgment.
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Title
Hydraulics
1
SUMITOMO (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD
Menu
Agenda
Summary of Today
Hydraulics equipments review
with interchangeability
Hydraulics diagram review
1 New feature; Straight Travel
2 New feature; Swing Speed limit
3 New feature; Swing Relief Cut Off
4 New feature; Swing Parking
5 New feature; Bucket Regeneration
6 New feature; Nega-Con Power Save
7 New feature; HYD HP Boost - Arm in
8 New feature; HYD HP Boost - Travel
9 New feature; Cushon valve
10 New feature; Auto Press Boost
11 New feature; Option line
Maintenance Procedure
New Return Filter
Machine Walking Around
Q and ?
Close
2
-
Hyd. Component Review
Title Comp. review
Major Hydraulic Components

Review
3
Section;Data P.4
Interchangeability
4
-
Pump
Hydraulic pump
Position Part name SH200-3 Interchangeability SH200-5 Remarks
KRJ6199 KRJ10290
J Hydraulic pump <-- X --> Spec. changed
KAWASAKI KAWASAKI
Basic system & structure are similar to -3.
Difference
5 % Increase
-3 Hydraulic pump 　 Max. Flow 　
・ Increased Expelling volume
2 X 201 L/min ( H mode ) (-3 Model)
　　 103cc/rev → 　 117cc/rev >>>2 X 211 L/min ( H mode ) (-5 Model) for pump flow
・ New HP setting
・ P1 Solenoid valve, and shuttle valve
　　 For Swing speed limit, Swing relief cut off,
　　 Option line flow control, and Power save system
・ P2 Shuttle valve
　　 For Power save system
・ New valve plate, New pump housing
　　 Low noise 2db reduction
・ Clearance improve of regulator piston 2 % Improvement
　　 Decrease internal leakage for fuel consumption
5
Section;Hydraulics P.116
Hydraulic pump
Diagram difference
210-5
P1 P2
Shuttle Shuttle
valve valve
P1 Solenoid valve ( Proportional Solenoid Valve )

6
Hydraulic pump Inverse Proportional Solenoid Valve
Diagram difference
I min >>> Give Pressure
210-5
I max >>> No Pressure
N1; Negative Control

Pilot
P1 Proportional Solenoid Valve

I min >>> No Pressure
I max >>> Give Pressure
7
-
Hydraulic pump
Outward difference Shuttle valve
P1 solenoid valve port
200-3 210-5
New housing
8
Hydraulic pump
Outward difference
9
Hydraulic pump
Outward difference
2) Accumulator
3) Pilot filter
1)1)Hydraulic
HydraulicPump
Pump
4)4)55pcs
pcsSolenoid
Solenoidvalve
valve

10
Hydraulic pump
Outward difference
6) P2 Sensor
5) N1 Sensor
7) P1 Sensor
4) 5 pcs Solenoid valve
8) Pilot Pump
11
Hydraulic pump
Outward difference
9) N2 Sensor
11) Hyd Temp Sensor

10) Proportional Solenoid V
12
Section;Hydraulics P.112/117
Hydraulic pump
Internal difference
210-5
13
Section;Hydraulics P.120 to 138
Travel unit
Travel unit
KRA10120 KRA10150
A Travel motor <-- X --> Drive force increased
KAYABA KAYABA
Difference
Hyd oil displacement change
Displacement 162.2 / 95.0 cc /rev (-3 Model)
>>> 168.9 / 100.3 cc /rev (-5 Model) 4 % Increase

for Travel Drive Force
Same travel speed with –3 (5.6/3.4 km/hr)
Compact Reduction

14
Travel unit
210-5
15
Swing unit
Swing unit
KRC0226 KRC10010
C Swing motor assy <-- X --> Spec. changed
TOSHIBA TOSHIBA
LJ01076 LJ014440
C Swing motor <-- X -->
TOSHIBA TOSHIBA
LN00111 LN001820
C Swing reduction <-- X -->
TOSHIBA TOSHIBA

Difference
Working pressure change
29.4 MPa (210-5) <<< 27.9 MPa (210-3)
On 240, the same between -3 and -5
By pass valve less
240-5 has the valve
New gear oil level gauge
240-5, new reduction but similar spec. to -5
Drain port layout change
16
Swing unit
200-3 210-5
17
Swing unit
200-3 210-5
18
Swing unit
Effectiveness measurement
Brake Reverse Brake Reverse

pressure pressure pressure pressure
210-5 200-3
However, the anti-drift valve is installed on SH240-5

same as SH240-3.
19
Swing unit 210-5
200-3
20
Swing unit
KBC0110 KBC10010
C Swing motor assy <-- X --> Spec. changed
KAWASAKI HITACHI
KBC0108 KBC10020
C Swing motor <-- X -->
KAWASAKI KAWASAKI
KBC0127 KBC10030
C Swing reduction <-- X -->
KAWSAKI HITACHI
21
-
Free Swing
Swing unit
210-5
Free Swing
22
Control valve
Control valve
KRJ10420 KRJ10310
J Control valve <-- X --> Spec. changed
KAYABA KAYABA

Difference
New Straight Travel Pilot Line
Bucket Close Regeneration Circuit
Add-on Valves for Option Line

23
Control valve
210-5
24
Control valve
210-5
New Straight Travel Pilot Port
25
Control valve
210-5
Arm Close
Boom Up
Bucket Open
Arm Open
Boom Down
Bucket Close
Main
For Boost For Standard
26
Remote C V
Remote control valve

Remote control valve KRJ5804 KHJ13270
J <-- X --> Spec. changed
(Operating machine) KAWASAKI KAWASAKI

Difference
Spring strength
By Length of Joystick change
Housing shape
By Airtight cab

27
Remote control valve
210-5
28
-
Attach cylinder
Attachment Cylinders
KRV2952 KRV11130
V Boom cylinder KRV2953 <-- X --> KRV11140 Spec. changed
KAYABA KAYABA
KRV2954 KRV11150
V Arm cylinder <-- X --> Spec. changed
KAYABA KAYABA
KRV2955 KRV11160
V Bucket cylinder <-- X --> Spec. changed
KAYABA KAYABA

Difference
Bigger Bore of cylinders
For Real Maneuverability

29
-
Bucket Cylinder on 210
-3: Cylinder bore φ115 / Rod bore φ80
>>> -5: Cylinder bore φ120 / Rod bore φ85
Arm Cylinder on 210

30
-
Boom Cylinder on 240
31
Hydraulic diagram
Hyd. diagram Review
Title Diagram review
Hydraulic Diagram
Review
32
-
Hyd. Circuit Review
Title Cir. review
New Hydraulic Circuits

Review
33
Hyd. Circuit Review
List Cir. review
34
Hyd. Circuit Review
Straight Travel
Straight Travel
Advantage;
Reduce shock by attachment operation during traveling.
Background;
At steep slope in a mountain area,

operators dislike the shock for their logging application.
35
-
Hyd. Circuit Review
Straight Travel
210-3
Switched by 1st pressure.

Switched Press. ; 4MPa.
Travel --->Sharp spool shift

Travel
Straight Travel Pilot

Valve
Upper
Press Sensor
Travel
Press Sensor Pilot pump
36
Hyd. Circuit Review
Straight Travel
210-5
New orifice diameter.
--->Reduce shifting shock
Travel
Switched by 2ndary Pressure.
Proportionate movement.
--->Linear spool shift

Travel Press Sensor Upper Press Sensor
37
Hyd. Circuit Review
Straight Travel
4
SH210-5
3
ZX200-3
km/hr 2 PC200-8
SK200-8
1
CAT320D
0
single 1st speed Boom up + 1st
Travel speed Travel
SH210-5 3.4 2.99
ZX200-3 3.5 2.09
PC200-8 2.9 1.91
SK200-8 3.57 1.97
CAT320D 3.6 2.82
38
Hyd. Circuit Review
Straight Travel
8
SH210-5
6
ZX200-3
km/hr 4 PC200-8
SK200-8
2
CAT320D
0
single 2nd speed Boom up + 2nd
Travel speed Travel
SH210-5 5.7 4.62
ZX200-3 5.3 3.1
PC200-8 5.6 2.44
SK200-8 5.96 3.09
CAT320D 5.9 4.63
39
Hyd. Circuit Review
Swing speed limit
Swing Speed Limit

Purpose;
Swing Drift Reduction
( To be same drift amount of -3 model)
For optimum swing speed (Same speed with –3)
Background;
Hydraulic flow of -5 is increased,
but speed up of swing speed makes longer swing drift.
>>> For Real Maneuverability, and safety
40
Hyd. Circuit Review
Swing Speed Limit Max. Pump flow
Swing motor 210-5: 211 L/min >>> 200 L/min 　 SP mode
240-5: 234 L/min >>> 214 L/min 　 SP mode
Nega-Con Signal
240-5: 222 L/min >>> 203 L/min 　 H mode
Steer pilot pressure into negative control

port through electrify into front side
proportional valve.
Then flow will be decreased.
Condition of swing speed limit

・ Only Swing operation
Cut out condition of swing speed limit

・ When operate other attachment
　→ Release gradually
P1 （ shock reduction ）
Solenoid Valve ・ When operate travel
　→ Release immediately
350mA
（ meandering prevention ）
41
Hyd. Circuit Review
Swing Relief Cut Off
Advantage; 2 % Improvement
Economize energy for fuel consumption
Background;
When start to swing,
High pressure for swing motor is needed,
but hydraulic oil flow is not needed so much.
42
Hyd. Circuit Review
210-5 At Swing Start When quick swing operation and
swing with load on bucket.
P1 Pump flow is decreased by P1-
Solenoid works.
Only
Quick Swing and Boom Down.
P1 Solenoid Valve
Computer 740 mA inputted,
Flow DOWN Min Pump Flow of P1
P1 Solenoid Valve
43
Hyd. Circuit Review
210-5 During Swinging During Swinging,
P1 Pump flow is increased by P1-
Solenoid works.
P1 Solenoid Valve
Computer
Down to 350mA,
Flow UP Pump Flow of P1 UP

P1 Solenoid Valve
44
-
Hyd. Circuit Review
Save Energy
210-3 210-5
Flow
Pressure
Nega-Con
Press
Time Time
740mA
mA for P1 Solenoid valve >>>
350mA
45
Hyd. Circuit Review
Swing parking
Swing Parking
Changed points;
A) Time to engage swing parking brake after using arm function
5 sec ( -3 model) >>> 1 sec (-5 model)
Time to engage Swing Parking after swinging
is same. ( 5 sec)
B) Hydraulic Lock of Swing Spool in Control valve
Background;
a) Drift prevention at slope during no equipment operation.
b) By removing Swing Parking button
46
Hyd. Circuit Review
Arm in Regeneration
Arm-In Regeneration
Advantage;
Optimum flow for quicker cylinder movement.
>>>Regenerated flow is increased
about 10 % from 210-3.
Background;
4.0
3.0
Arm in
sec
2.0
Arm out
1.0
0.0
SH210-3 SH210-5
Arm in 3.2 2.9
Arm out 2.5 2.6
47
Hyd. Circuit Review
Arm-In Regeneration
210-5
Check valve
for Regeneration
Narrow Orifice
Wide Orifice
48
Hyd. Circuit Review
Bucket close Regeneration
Bucket-Close Regeneration
Advantage;
Optimum flow for quicker cylinder movement.
>>> Speed of Bucket Close is increased
about 24 % from 210-3.
( Approx. 20% of return flow from rod side)
Background;
6.0
4.0 Bucket close

sec
2.0 Bucket open
0.0
SH210-3 SH210-5
Bucket 4.0 2.8
close
Bucket 2.3 2.2
open

49
Hyd. Circuit Review
Bucket-Close Regeneration
210-5 Check valve
for Regeneration
Orifice
50
Hyd. Circuit Review
Power save
Power save
Advantage; 1 % Improvement
Economize energy for fuel consumption
Background;
By studying of machine history record of 210-3,
30% to 34% of total hours were idling.
Previous Negative control system saves energy also,

but hydraulic flow to make 3MPa of Nega-Con pressure
are needed.
51
Hyd. Circuit Review
Power save
Nega-Con Pressur
210-3 e : 3MPa
Servo Piston
Reduce
flow
52
Hyd. Circuit Review
Power save
210-5
Condition to work;
No signal from Nega-Con Pressure;
Travel, Upper, and Swing Pilot
3 MPa >>> 1 MPa
Pressure Sensors for 1 second.
740 mA--->
Servo Piston
Reduce
flow
53
Hyd. Circuit Review
Hyd HP Boost -Arm in
Hydraulic HP Boost -Arm In-

Advantage;
Smooth Arm cylinder speed down from low load to high load.
Reduced Speed Ratio: 7% Improved.
Background;
Operator feels “ No power” by speed reduction,

not pressure.
54
Sales text
Hyd. Circuit Review
Hydraulic HP Boost -Arm In-
Reduced Speed Ratio:
1150
7% Improved.
Arm Cylinder Speed
1050
950
850 SH210-5
-29.5%
SH210-3
750
-36.5%
650
mm/sec
Low load High load
55
Hyd. Circuit Review
Hyd HP Boost -Travel
Hydraulic HP Boost -Travel-

Advantage;
Smooth travel speed down from flat ground to slope.
Background;
Operator feels “ No power” by speed reduction,

not pressure.
56
Hyd. Circuit Review
Cushion valve
New Cushion Valve

Advantage;
Faster heating Joystick valve up
>>> Approx. 30% faster warming up
Background;
Warming up speed of Joystick heating circuit on 210-3
is slower than our expectation.
57
-
Hyd. Circuit Review
New Cushion Valve
From Oil Cooler Line
210-3
By this orifice,
Warmed oil from oil
cooler line goes to
Tank.
58
-
Hyd. Circuit Review
Cushion valve
New Cushion Valve

From
210-5 Control valve T8
By this orifice,
Warmed oil from T8
port goes to Joystick
valve.
59
Hyd. Circuit Review
Auto power boost
Auto Power Boost

Advantage;
Main relief valve setting is shifted 34.3 MPa to 36.8 MPa
for 8 seconds automatically
depending on working situation
under SP, H and A mode(position 3).
Under A mode(position 4 to 15), always 36.8 MPa.
Judgment term becomes faster. (Approx. 0.1 sec)
Background;
On 210-3 system,
1 second is needed to work Auto power boost.
60
Hyd. Circuit Review
Option
Option Line
Advantage;
Stress free during Breaker operation
by Engine rpm dropping.
Selectable hydraulic flow for option line in the CAB.
Background;
Some operators dislike Engine rpm dropping during Breaker
operation.
Only 1 setting can be memorized in 210-3 system.
61
Hyd. Circuit Review
Option Line
Many attachment with many

setting flow for 20 ton class.
-3 system;
Breaker SW ; ON
Foot pedal ; ON
>>> Drop Eng rpm to a setting.
(-_-)1: Eng drop sound makes discomfort.
(-_-)2: Flow can adjust only for breaker.
(-_-)3: Only one setting can be memorized.
62
Hyd. Circuit Review
Option Line
(^_^)1: No Eng rpm drop for Breaker

(^_^)2: Adjustable flow for breaker and crusher
(^_^)3: 5 setting can be memorized from 10 default
System works condition;

Foot pedal ;On
All Pilot Press Sensors ;Off
Once operate Attachment, Travel, or Swing,

*Breaker mode; Under breaker setting.
*Crusher mode; Exit from this program.
63
Hyd. Circuit Review
Option Line
Engine rev (rpm) Flow (L/min) Pressure (MPa)
1000 140.2 0.40
1100 151.0 0.46
1200 162.7 0.51
1300 170.5 0.56
1400 198.1 0.72
1500 206.3 0.78
1600 213.5 0.83
1750 232.2 0.97
1800 236.3 0.99
Braker mode 1 pump
1.20
1.00
Pressure MPa
0.80
0.60
0.40
0.20
0.00
140.2 151.0 162.7 170.5 198.1 206.3 213.5 232.2 236.3
L/min

64
Hyd. Circuit Review
Option Line
Max. 1 pump flow

Active setting for Option line
Max. 2 pumps flow

P1 Main Pump Pressure
Section;Electrics P.155/ 156
65
Hyd. Circuit Review
Option Line
66
Hyd. Circuit Review
Option -Multi B-
Option Line -Multi <Breaker>-

Neutral Cut Valve Breaker
Breaker Mode Direction Valve
Switch to Breaker Mode
Mode切替
予備ライン Select
えSW SW
Computer A
MOM MOM
C/V
OP
3POSITION
3 positions
Middle; Normal or Sum Option
予備ラインSelect
切替え
Solenoid Valve
SOL
Choose BREAKER,
Solenoid becomes ON

67
Hyd. Circuit Review
Option -Multi C-
Option Line -Multi <Crusher>-

Neutral Cut Valve Crusher
Crusher Mode Direction Valve
Switch to Crusher MODE
予備Mode
ライン切替Select
えSWSW
Computer A
MOM MOM
C/V
OP
3POSITION
3 positions
Middle; Normal or Sum Option
予備ラインSelect
切替え
Solenoid Valve
SOL
Select CRUSHER,
Solenoid becomes OFF

68
Hyd. Circuit Review
2nd Option
Second Option Line

Advantage;
Save space
Increased hydraulic flow
Background;
Second option control valve is located in the Tool Box
on 210-3.
69
-
New Return Filter
Title New filter
New Return Filter

Review
70
-
New Return Filter
210-3
Paper
Return Filter
＋
NEPHRON
Full Flow FILTER
KRJ3836
By pass
71
-
New Return Filter
Catch dust
Fiber Dia. = 20 to 40 micron

Paper material
Superior to Flow
Speed
Hold dust
Glass Fiber material Fiber Dia. = 0.1 to 10 micro
n
72
-
New Return Filter
10000
Quantity of contamination over 5 micron
1000
100
Paper Filter
10
Paper Filter +
Nephron
New Filter
1
0
Time
73
New Return Filter
Beta value=dust number ratio of filter inlet to filter outlet (filtration ratio)
Outlet Test Inlet

sampling filter sampling Inlet outlet
port port 3 10 3 5 3 5 10 3
5
Test dust 10 3
5 10 3 3 5
3 5
１０ μm のダスト＝１個
Number of 10micro meter =3N Number of 10micrometer
Number of 10micrometer d ５ μm のダスト＝２個
o dust = 3Nos Nu
ust = 3Nos N ３ μm のダスト＝３個
５ μm のダスト＝４個 mber of 5micrometer dus
umber of 5micrometer dus
３ μm のダスト＝５個 t = 4Nos Nu
t = 4Nos Num
mber of 3micrometer dus
ber of 3micrometer dust =
t = 5Nos
5Nos
Number of 3micrometer and above dust at inlet 5+4+3

βBeta 12
３＝ 33=
Beta = = = =2
Number of 3micrometer and above dust at outlet 3+2+1 6
Number of 5micrometer and above dust at inlet 4+3

7
Beta 5 = =
+ １個
２個2+1
=
3
= 2.33
Number of 5micrometer and above dust at outlet
Number of 10micrometer and above dust at inlet

3
βBeta
１０＝ 10 = = =3
Number of 10micrometer and above dust at outlet 1

74
New Return Filter
10micro
meter
Beta10 Beta 10
1.4 and above 8 and above
Special paper filter Synthetic fiber filter
Filter media: Special paper Filter media: Synthetic fiber

10μcontamination catch ratio/flow : 28.6%. 10μcontamination catch ratio/flow : 87.5%.

75
Section; General Difference from -3 P4
New Return Filter
76
-
New Return Filter
210-5
High-Performance
Return Filter
Faster and same
Full Flow
filtering ability without
KRJ15830 NEPHRON
77
-
Maintenance
Maintenance
Maintenance Section
Review
If we have time…
78
Engine Summary SH200
Engine Summary
Engine Summary
Main Data Table (changes from model 3)
CX210B (Tier 3) CX210 (Tier 2)
(Exhaustgas third regulation) (Exhaust gas second regulation)
Engine model name - Isuzu 4HK1 CASE 6TAA-5904
4-cycle, water cooled, overhead cam-
4-cycle, water cooled, overhead valve,
Model - shaft, vertical in-line, direct injection
vertical in-line, direct injection type
type
Dry weight lb (kg) 1, 58 lb (480) ?
Displacement in³ (cc) 317 (5193) 360 (5900)
Number of cylinders -
in (mm) 4-4.53 X 4.92 (4-115 X 125) 6 - 4.02 X 4.72 (6 - 102 X 120)
bore X stroke
Compression ratio - 17.5 18.0
157 hp / 1800 rpm 148 hp / 1950 rpm
Rated output -
(117 kW / 1800 rpm) (110.0 kW / 1950) rpm
463 lb ft / 1500 rpm 450 lb ft / 1400 rpm
Maximum torque Nm / rpm
(628 Nm / 1500 rpm) (610 Nm / 1400 rpm)
No load maximum speed rpm 1800 1950
No load minimum speed
rpm 1000 900
(idling)
Rated fuel consumption
g / kW•hr 229.3 max max
ratio
HP3 model common rail from Denso
Fuel unit - CDC
Corp.
Control device - ECM made by Transtron Inc. CDC
Cooling fan - 7N suction φ 650 plastic 7N suction φ 600 plastic
Bell mouth type fan guide - Yes Yes
Fan belt - Drive by one V-rib belt Drive by two B-model V belts
50 A -24 V, made by Mitsubishi Electric
Alternator - 50 A-24 V, made by Nikko Electric
Corp.
Starter - 5.0 kW-24 V, made by Nikko Electric 4.5 kW-24 V, made by Nikko Electric
Turbo - RHF55 model made by IHI
Preheat unit - QOS-II Manifold grid
Inter cooler - Yes Yes
Fuel cooler - Yes No
Electromagnetic pump - Yes Yes
4 μ main unit remote type with water 20 μ with water separator function With
Fuel filter -
separator function engine
10 μ main unit remote type with water
Fuel pre-filter - -
separator function
Oil filter - Remote type With engine
Oil pan capacity L 13.0 to 20.5
Oil pan drain cock - Yes No
Page 1 of 53
RST-06-01-001
Engine Summary
Overall Appearance Diagram
1 Engine oil fill port 6 EGR cooler

2 Air breather 7 Bell mouth type fan guide
3 Alternator 8 Starter motor
4 Turbo 9 Supply pump (SCV)
5 EGR valve 10 Common rail
Page 2 of 53
RST-06-01-001
Engine Summary
Sensor and Auxiliary Equipment Layout (left)
1 Engine coolant temperature sensor 6 Starter motor

2 Boost pressure sensor 7 Oil pressure sensor
3 Common rail pressure sensor 8 Suction control valve (SCV)
4 EGR valve 9 Fuel temperature sensor
5 Boost temperature sensor
Page 3 of 53
RST-06-01-001
Engine Summary
Sensor and Auxiliary Equipment Layout (rear)
1 Crank position sensor

2 Cam position sensor
Engine System Diagram

Flow of air and combustion gas
Flow of fuel
Flow of coolant
In
1 Air cleaner 7 Turbine side 13 Muffler

2 Fuel cooler 8 Engine 14 Fuel main filter
3 Inter cooler 9 Injector 15 Fuel tank
4 Radiator 10 Common rail 16 Fuel prefilter
5 Turbo 11 Supply pump 17 Electromagnetic pump
6 Compressor side 12 EGR cooler
Page 4 of 53
RST-06-01-001
Engine Summary
Fuel System Diagram
ECM
Sensors
Engine coolant, atmospheric pressure, others
1 Electromagnetic pump 6 Flow damper 11 CMP sensor

2 Fuel main filter 7 Fuel prefilter 12 CKP sensor
3 Common rail pressure sensor 8 Supply pump 13 Injector
4 Common rail 9 Fuel cooler
5 Pressure limiter 10 Fuel tank
Page 5 of 53
RST-06-01-001
Engine Summary
Detailed Parts Diagrams
1. ECM (engine control module)
Three roles of the ECM

[1] The ECM constantly monitors information sent from the various sensors and controls the
power train systems.
[2] The ECM executes system function diagnosis, detects problems in system operation, issues
trouble alarms to warn the operator and stores the diagnostic trouble code into memory.
The diagnostic trouble code identifies the area in which the problem occurred and supports
repair work by the service engineer.
[3] The ECM puts out 5 V and other voltages to supply power to the various sensors and
switches.
The ECM controls output circuits by controlling ground or power supply circuits via one device
or another.
Page 6 of 53
RST-06-01-001
Engine Summary
2. Supply Pump / SCV (suction control valve)
1 Fuel temperature sensor

2 SCV (suction control valve)
3 Feed pump
Supply pump
The supply pump uses the force of the engine rotation to raise the fuel pressure and send it to the
common rail.The SCV, fuel temperature sensor, and feed pump are installed on the supply pump.
SCV (suction control valve)
The SCV is installed on the supply pump and controls the sending of fuel to the common rail under
pressure (discharge amount). The ECM controls the time during which power is on to the SCV and
controls the fuel discharge amount.
3. Common Rail / Flow Damper
1 Flow damper
2 Common rail
[1] Common rail

The common rail receives the fuel from the supply pump, holds the common rail (fuel) pres-
sure, and distributes the fuel to each cylinder. The common rail pressure sensor, flow damp-
ers, and pressure limiter are installed on the common rail.
[2] Flow damper
The flow dampers are installed on the discharge port of each injector of the common rail. They
suppress pressure pulses in the common rail and prevent excess fuel injection from the injec-
tors.
When a flow damper operates, the fuel supply to the injector stops.
Page 7 of 53
RST-06-01-001
Engine Summary
4. Common Rail Pressure Sensor / Pressure Limiter
1 Common rail pressure sensor

2 Pressure limiter
[1] Common rail pressure sensor

Sends the pressure inside the common rail to the ECM as a voltage signal. From the signal
sent, the ECM calculates the actual common rail pressure (fuel pressure) and uses this for
fuel injection control.
[2] Pressure limiter
If the pressure in the common rail becomes abnormally high, the pressure limiter relieves the
pressure, and excess fuel is returned to the tank.
5. Injector
The injectors are installed on the cylinder head sections. They are controlled from the ECM and
inject fuel. The injector drive voltage is boosted (to 118 V) inside the ECM and applied to the injec-
tors. By controlling the time this power to the injectors is on, the ECM controls the fuel injection,
injection timing, etc.
Page 8 of 53
RST-06-01-001
Engine Summary
6. Engine Coolant Temperature Sensor
The engine coolant temperature sensor is installed on the engine block. The resistance of its ther-
mistor varies with the temperature.
The resistance is low when the engine coolant temperature is high and high when the coolant tem-
perature is low. From the ECM voltage variation, the ECM calculates the engine coolant temperature
and uses this for fuel injection control etc.
7. Engine Oil Pressure Sensor
The engine oil pressure sensor is installed near the cylinder block starter motor. It detects the
engine oil pressure, converts this pressure into an electrical signal, and sends that signal to the
ECM.
Page 9 of 53
RST-06-01-001
Engine Summary
8. Cam Position Sensor (CMP sensor)
This sensor sends a signal to the ECM when the engine camshaft cam section passes this sensor.
The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses
this information to control the fuel injection and to calculate the engine speed.
The CMP sensor also provides a back-up function in case of trouble in the CKP sensor. However, if
there is trouble in the CMP sensor system, there is no change in the behavior while the engine runs,
but after it stops, the engine cannot start.
9. Crank Position Sensor (CKP sensor)
RST-05-01-001bs
This sensor sends a signal to the ECM when the projection section of the engine flywheel passes
this sensor.
The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses
this information to control the fuel injection and to calculate the engine speed.
In case of trouble in the CKP sensor, the CMP sensor provides a back-up function.
Page 10 of 53
RST-06-01-001
Engine Summary
10.Atmospheric Pressure Sensor
The atmospheric pressure sensor is installed in the cab. The ECM converts the atmospheric pres-
sure into an electric signal and calculates the atmospheric pressure from this voltage signal and cor-
rects the fuel injection quantity according to the atmospheric pressure.
11.Suction Air Temperature Sensor
The suction air temperature sensor is installed midway through the suction air duct. It detects the
suction air temperature in order to optimize the fuel injection quantity.
Page 11 of 53
RST-06-01-001
Engine Summary
12.Boost Pressure Sensor
The boost pressure sensor uses a pressure hose between the boost pressure sensor and intake
pipe to detect the boost (suction air pressure), converts this pressure into an electrical signal, and
sends that signal to the ECM.
13.Boost Temperature Sensor
The boost temperature sensor is installed on the upstream side of the EGR valve of the intake man-
ifold.
This sensor is the thermistor type. The internal resistance of the sensor changes with the tempera-
ture.
Page 12 of 53
RST-06-01-001
Engine Summary
14.Electromagnetic Pump
Converting the fuel filter and pre-filter to remote operation increased the distance from the fuel tank
to the feed pump.
Therefore, this new pump was added to assist in drawing the fuel from the tank and to make it easy
to bleed out air during maintenance.
This pump always operates when the key switch is ON.
15.EGR Cooler
Coolant inlet
Exhaust gas path

Coolant path
(outside of exhaust gas path)
The cooled EGR (cooling unit installed in the path) uses the engine coolant to cool exhaust gas at
high temperature (about 700 °C) down to (about 200 °C), to drop the combustion temperature, and
to reduce NOx.
Page 13 of 53
RST-06-01-001
Engine Summary
16.Reed Valve (check valve)
The reed valve is installed between the EGR valve outlet and the inlet manifold. It suppresses EGR gas back
flow and allows the EGR gas to only flow in one direction.
17.EGR Valve
The operation of the EGR valve (lift amount) is controlled by signals from the ECM.
Page 14 of 53
Engine Summary
Engine Control Summary
Electronic control fuel injection system (common rail type)
This is a system in which the engine speed, engine load, and other information (signals from many sensors) is
acquired by the engine control module (ECM). Based on this information, the ECM sends electrical signals to
the supply pump, injectors and fuel control vales to appropriately control the fuel injection quantity and timing
for each cylinder.
Injection quantity control
To provide the optimum injection quantity, the ECM controls the injectors based on the engine speed and the
instructed information from computer A and controls the fuel injection quantity.
Injection pressure control
The injection pressure is controlled by controlling the fuel pressure in the common rail. The appropriate pressure
in the common rail is calculated from the engine speed and fuel injection quantity. By controlling the supply
pump, the pressure in the common rail is controlled by the amount of fuel sent to the common rail.
Injection timing control
To provide the optimum injection quantity, the ECM controls the timeing of the fuel injection pulses based
mainly on the engine speed and the instructed speed from the excavator controller.
Injection rate control
In order to improve the combustion in the cylinder, at first only a small amount of fuel is injected (pre-injection),
the fuel is ignited, then once the fuel has ignited, a second injection (main injection) is carried out.This injection
timing and quantity control is possible because of the proportional solenoid valve in the injectors.
Page 15 of 53
Explanation of Engine Terms
Function Explanation Table
Name Function
1 Common rail Receives the high-pressure fuel sent under pressure from the supply pump,
holds the fuel pressure, and distributes the fuel to each injector.
2 Pressure limiter Operates to allow pressure within the common rail to escape if the pressure in
(common rail component part) the common rail becomes abnormally high.
3 Flow damper Installed on the discharge port of each injector. Suppress pressure pulses in the
(common rail component part) common rail and prevent fuel supply to the injectors when there is pipe dam-
age.
4 Common rail pressure sensor Detects the pressure inside the common rail, converts it to a voltage, and sends
(common rail component part) that voltage to the ECM.
5 Injector Controlled by the ECM and injects the fuel.
6 Supply pump Raise the fuel pressure and send it under pressure to the common rail by using
the force of the engine rotation.
7 SCV (suction control valve) Controls the fuel pressure (discharge quantity) sent to the common rail.
(supply pump component part) The ECM controls the time during which power is on to the SCV to increase
or decrease the amount of fuel discharged.
8 Fuel temperature sensor Detects the fuel temperature and sends it to the ECM.
(supply pump component part) Used for supply pump control etc.
9 EGR Recirculates part of the exhaust gas in the intake manifold and mixes the EGR
(Exhaust Gas Recirculation) gas with the suction air to reduce the combustion temperature and reduce
NOx.
10 EGR valve The EGR valve operation (open and close) timing and the lift amount are con-
(EGR position sensor) trolled by signals from the ECM. (The valve lift amount is detected by the
EGR position sensor)
11 EGR cooler Cools the high-temperature EGR gas by using the engine coolant.
12 Reed valve Increases the amount of EGR by suppressing back flow of the EGR gas and
letting it flow only in one direction.
13 ECM Constantly monitors the information from each sensor and controls the engine
(engine control module) system.
14 QOS Determines the glow time according to the engine coolant temperature, oper-
(quick on start system) ates the glow relay, and makes starting at low temperatures easy and also
reduces white smoke and noise immediately after the engine starts.
15 CKP sensor Sends a signal to the ECM when the projection section of the engine flywheel
(crank position sensor) passes this sensor.
The ECM identifies the cylinders through this sensor input, determines the
crank angle, and uses this information to control the fuel injection and to cal-
culate the engine speed.
In case of trouble in the CKP sensor, the CMP sensor provides a back-up func-
tion.
16 Oil pressure sensor Detects the engine oil pressure and sends it to the ECM.
Used for oil pressure drop alarms etc.
17 Engine coolant temperature sensor Detects the engine coolant temperature and sends it to the ECM.
Used for fuel injection control, QOS control, etc.
Page 16 of 53
Explanation of Engine Terms
Name Function
18 CMP sensor Sends a signal to the ECM when the engine camshaft cam section
(cam position sensor) passes this sensor.
The ECM identifies the cylinders through this sensor input, determines
the crank angle, and uses this information to control the fuel injection
and to calculate the engine speed.
Also provides a back-up function in case of trouble in the CKP sensor.
However, if there is trouble in the CMP sensor system, there is no
change in the behavior while the engine turns, but after it stops, restart-
ing is difficult.
19 Atmospheric pressure sensor Detects the atmospheric pressure and sends it to the ECM. The injec-
tion quantity is corrected according to the atmospheric pressure.
20 Suction air temperature sensor Detects the suction air temperature and sends it to the ECM. Optimizes
the fuel injection quantity.
21 Boost pressure sensor Detects the boost (suction air pressure) inside the intake pipe and
sends it to the ECM. Used to control fuel injection with the boost pres-
sure.
22 Boost temperature sensor Detects the boost temperature and sends it to the ECM. Used for fuel
injection control etc.
Page 17 of 53
RST-06-02-001
Explanation of Engine Structure SH200
Explanation of Engine Structure

Technology for Exhaust Gases
1. Common Rail System
ECM High-pressure fuel is accumulated for

all cylinders and fed uniformly to each
Open / close injector.
signal
Electronic control system
Engine speed
Engine load ratio
These are
Boost pressure
detected
Common rail pressure
by sensors.
Atmospheric pressure The fuel injection pressure, injection timing,
Coolant temperature and injection quantity are controlled elec-
tronically to attain ideal combustion.
1 Supply pump
2 Common rail
3 Injector
4 Fuel tank
Page 18 of 53
18 RST-06-03-001
1
2. Multi-Stage Fuel Injection (multiple injection)
Common rail models

Conventional type injection
(pre-injection)
Start of injection
With conventional models, there is the no-injection state, but with common rail models, pre-injection
is started and ignition starts.
Common rail models

(main injection start)
Ignition
Conventional models start injection at this point in time, but common rail models have already
ignited with pre-injection and now start the second injection (main injection).
Page 19 of 53
RST-06-03-001 19
2
Common rail models

(main injection)
Combustion
Common rail models divide the high-pressure fuel injection over many times to make it possible to
create a uniform, complete combustion state in the combustion chamber and also to reduce the
engine noise and vibration.
Page 20 of 53
20 RST-06-03-001
3
3. Inter Cooler
Air cooled and brought to high-density (to engine)
Outside air
Suction air Exhaust gas
Air that has been compressed Turbo charger

and become hot
By cooling intake air that had reached high temperature due to turbo-charging, the air density rises
and the charging efficiency rises.
This raises the engine fuel efficiency and improves fuel efficiency (CO / CO2 reduction) and also
has the effect of lowering the combustion temperature that reduces NOX.
1 Inter cooler
2 Radiator
3 Engine
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4. EGR (exhaust gas recirculation)
Coolant out Coolant in
Exhaust gas
ECM
Suction air
1 EGR cooler 6 Boost pressure sensor

2 Reed valve 7 Suction air temperature sensor
3 EGR valve 8 Engine speed
4 EGR position sensor 9 Engine coolant temperature
5 Boost temperature sensor 10 Engine load
EGR (exhaust gas recirculation)

EGR system is an abbreviation for "exhaust gas recirculation" system. The EGR system recirculates part of
the exhaust gas in the intake manifold and mixes inactive gases with the suction air to reduce the combustion
temperature and suppress the generation of nitrogen oxides (NOx).The EGR quantity is controlled by the
operation (opening and closing) of the EGR valve, which is installed between the exhaust manifold and the
intake manifold.
The ERG quantity is determined from the engine speed and engine load rate (fuel injection quantity) and the
EGR amount is controlled.A cooling device (EGR cooler) is installed in the EGR gas path to cool the high-
temperature EGR gas with this EGR cooler. This cooled EGR gas is mixed with new air intake to make the
combustion temperature lower than with normal EGR, which contributes to the reduction of NOx. (Cooled
EGR)
Furthermore, a reed valve is used in the EGR system to suppress EGR gas back flow and allow the EGR gas to
only flow in one direction.
Page 22 of 53
Engine load etc.
No EGR control during idling
Engine speed
The ECM operates the motor according to such engine states as the speed and load and controls
the EGR valve lift amount.
The valve lift amount is detected by the EGR position sensor. The sections shown in darker color in
the diagram have larger valve lift amount. The darkest color indicates a lift amount near 100%.
Page 23 of 53
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Explanation of Engine Operation SH200
Explanation of Engine Operation

Engine Overall
1. Comparison of 6BG1 and 4HK1
2 valves OHV
6BG1 4HK1
1 Liner chrome plating roughness 5μ 6 Liner phosphate film roughness 3μ
(reduced oil consumption)
2 Cam flat tappet 7 Overhead cam (high-rigidity cylinder head)
3 Crank / journal pin diameter φ80 / φ64 8 High-rigidity cylinder
4 Roller rocker 9 Block & ladder frame (high rigidity, high output)
(increases ability of lubricant to withstand wear)
5 4 valves 10 Crank / journal pin diameter φ80 / φ73
(combustion improvement, high output, high rigidity) (high output)
6B engine 4H engine
1 Bearing cap structure

2 Ladder frame structure
With the ladder frame structure, the crank shaft bearing is supported as one piece by the frame.
(increased engine rigidity and reduced noise)
Page 24 of 53
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Fuel Unit
1. Common Rail System Summary
Common rail system
High pressure injection Fuel injection Timing flexibility

Pressure control rate control
Pilot injection
Common rail system Common rail system
Fuel injection ratio
Injection pressure
Injection pressure
Particulate matter
NOx
Split injection
Conventional Conventional
pump pump
Injection pressure Pump speed Crank angle Pump speed
Conventional fuel injection pump Common rail type high-pressure fuel injection system
Start of injection
Image diagram
Injection peak
Conventional model Common rail
The common rail system pressurizes the fuel to high pressure and injects the fuel mist widely into
the cylinder to increase the surface of contact with the air and improve the combustion state.
Page 25 of 53
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Relationship between ECM and sensor actuators
Engine control module
Sensor Actuator
Throttle signal
Engine speed Injection quantity control

Injection timing control
E
Cylinder identification C
signal M
Correction signal
Injection pressure control
1 Throttle volume (computer A) 5 Injector

2 Crank shaft position sensor 6 Common rail pressure sensor
3 Camshaft position sensor 7 Supply pump
4 Other sensors 8 EGR valve
2. Change Points for Injection Method (governor, common rail)

Inline type Common rail system
Fluctuating high pressure
System
Constant high pressure
Injection quan-
Pump (governor) ECM, injector
tity adjustment
Injection timing
Pump (timer) ECM, injector
adjustment
Pressure boost Pump Supply pump
Distribution
Pump Common rail
method
Injection pres- According to engine speed and injection
Supply pump (SCV)
sure adjustment quantity
1 Pipe 5 Nozzle
2 Timer 6 Common rail
3 Supply pump 7 Injector
4 Governor
Page 26 of 53
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3. Explanation of Injector Operation
(1)When there is no signal from the ECM (state before injection)
The outer valve in the injector is pushed down by the force of the spring A and seals the fuel into
the control chamber.
The hydraulic piston and spring B are pushed down by the fuel in the control chamber and the
nozzle is in the closed state.
No signal
Return
Common rail
1 Outer valve
2 Orifice 1
3 Orifice 2
4 Hydraulic piston
5 Spring A
6 Inner valve
7 Control chamber
8 Spring B
9 Nozzle
(2)When there is a signal from the ECM

When the signal from the ECM passes power through the injector solenoid, the outer valve com-
presses the spring A and moves it up.
The outer valve opening allows the fuel in the control chamber to return to the tank via the return
line.
Signal input
Return
Common rail
1 Outer valve
2 Orifice 1
3 Orifice 2
4 Hydraulic piston
5 Solenoid
6 Spring A
7 Inner valve
8 Control chamber
9 Nozzle
10 Valve open
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(3)Injection start state
The pressure difference between the control and the nozzle chamber, which is caused by the
control chamber opening to return line, opens the nozzle, then fuel is injected.
Start of injection
Return
Common rail
1 Outer valve
2 Orifice 1
3 Orifice 2
4 Hydraulic piston
Pressure difference 5 Inner valve
generated
6 Control chamber
7 Spring B
8 Nozzle
(4)When the signal from the ECM is cut off

Because the power to the injector solenoid is cut off, the outer valve is pushed back down by the
force of the spring A and the outer valve closes the return line path.
Signal stop
Return
Common rail
1 Outer valve
2 Orifice 1
3 Orifice 2
4 Hydraulic piston
5 Solenoid
6 Spring A
7 Inner valve
8 Valve close
9 Nozzle
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(5)Injection stop state (injection end)
Because the fuel is sealed into the return line, fuel fills the control chamber again.
The hydraulic piston and the spring B are compressed down by the filled fuel and the nozzle is
closed.
This ends the injection.
Injection stop
Return
Common rail
1 Outer valve
2 Orifice 1
3 Orifice 2
4 Hydraulic piston
5 Inner valve
6 Control chamber
7 Spring B
8 Nozzle
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4. Explanation of Supply Pump Operation
The drive shaft is driven by the force of engine rotation.
The feed pump is turned by the power of the drive shaft and draws up fuel from the fuel tank.
The fuel pressurized by the feed pump has feed pressure pulse stabilized by the adjustment valve.
Part of this fuel remains at the suction control valve to lubricate the plunger and cam and is returned
to the fuel tank via the over flow.
The signal from the ECM is input to the suction control valve and the opening stroke varies accord-
ing to the quantity of power passed through.
The quantity of fuel corresponding to the stroke is sent to the suction valve under pressure and is
compressed to high pressure at the plunger.
The fuel raised to high pressure at the plunger is sent under pressure from the delivery valve to the
common rail.
The fuel temporarily built up in the common rail is distributed to the injectors for each cylinder.
1 Fuel tank 8 Return spring 15 Injector

2 Fuel filter 9 Plunger 16 Drive shaft
3 Suction 10 Suction valve 17 Suction pressure
4 Fuel inlet 11 Delivery valve 18 Feed pressure
5 Feed pump 12 Over flow 19 High pressure
6 Adjusting valve 13 Return 20 Return pressure
7 Suction control valve 14 Common rail
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5. Supply Pump Disassembly Diagram
1 Suction valve 5 Suction control valve

2 Plunger 6 Feed pump
3 Cam ring 7 Fuel temperature sensor
4 Delivery valve
2 valves OHV
6BG1 4HK1
1 Delivery valve 6 Plunger

2 Fuel temperature sensor 7 Adjusting valve
3 Feed pump 8 Cam ring
4 SCV (suction control valve) 9 Eccentric cam
5 Pump housing 10 Camshaft
Page 31 of 53
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6. Explanation of Flow Damper Operation
Internal structure diagram
Common rail side Injector side
1 Piston
2 Ball
3 Spring
[1] When engine is stopped

1 Piston
2 Ball
3 Spring
When the engine is stopped, the ball and piston are pressed to the common rail side by the
tension of the spring.
[2] When engine starts (damping)
1 Piston
2 Ball
3 Spring
When the engine starts, the fuel pressure from the common rail side is applied and the piston
and ball move to the injector side.
The fuel pulses (damping) are absorbed by the spring.
Page 32 of 53
RST-06-04-001
[3] Faulty fuel outflow
Adhering
1 Piston
2 Ball
3 Spring
When there is faulty fuel outflow from the injection pipe etc. on the injector side, the injector
side pressure drops drastically, so the piston and ball are pushed out by the pressure differ-
ence with the common rail side to seal the flow damper with the ball and prevent fuel outflow
from the common rail side.
7. Pressure Limiter
200 MPa
Valve open
Valve close Abnormally

30 MPa
high pressure
When the pressure within the common rail reaches 200 MPa, for the sake of safety, the pressure
limiter opens and returns fuel to the tank.
When the pressure drops to 30 MPa, the valve closes to return operation to normal.
Page 33 of 53
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8. Cautions for Maintenance
(1)Cautions concerning fuel used
With common rail engines, the supply pump and injector are lubricated by the fuel running
through them.
Therefore, if any fuel other than diesel is used, this leads to engine trouble, so use of non-speci-
fied fuel is strictly prohibited.
Please be aware that troubles resulting from the use of non-specified fuel are not covered by the
warranty.
Specified fuel
JIS No. 2 diesel, JIS No. 3 diesel, special No. 3 diesel, or SUMITOMO approval fuel (Please con-
tact to your dealer about details of SUMITOMO Approval fuel.)
The parts of the fuel system (injector internal part etc.) and the holes and gaps that form the fuel
path are made with extremely high precision
Therefore, they are extremely sensitive to foreign matter. Foreign matter in the fuel path can dam-
age it, so use great care to keep out foreign matter.
[1] Clean and care for the fuel line and its surroundings before starting other maintenance.
[2] Those working on the fuel line must have hands clean of dirt and dust.Wearing gloves while
working is strictly prohibited.
[3] After removing fuel hoses and fuel pipes, always seal the hoses and pipes by covering the
open sections with plastic bags or the like.
[4] When replacing parts, do not open the packing for the new parts until it is time to install
them.
[5] Do not reuse any gaskets or O-rings. Replace them with new ones.
Page 34 of 53
RST-06-04-001
• Do not reuse fuel system high-pressure pipes or injector pipes.If they are removed, replace
them with new parts.
• Do not replace a pressure limiter, fuel temperature sensor or flow damper alone.If there is
any problem, replace the common rail assembly and all the fuel pipes.
(2)Unreusability of high puressured fuel line.
1 Injector pipes
The SCV pump alone cannot be replaced because the fuel temperature sensor is installed on the
pump main unit. Always replace the supply pump assembly.
1 Flow damper 3 Fuel temperature sensor

2 Common rail pressure sensor 4 Pressure limiter
Page 35 of 53
RST-06-04-001
(3)If there is engine trouble, it is strictly prohibited to judge individual cylinders as OK or NG by start-
ing up the engine and loosening the injection pipes.(Never do this. The high-pressure fuel sprays
out dangerously.)
1 Loosening when engine starts strictly prohibited
(4)Be careful. High voltage of 118 V or higher is applied to the injectors.Disconnect the battery cable
ground before replacing injectors.
1 Injector
2 Injector harness
3 Injector nut
Page 36 of 53
RST-06-04-001
Explanation of Engine Control
1. Fuel Injection Quantity Correction
The ECM calculates the basic injection quantity from the throttle volume boost sensor, CKP sensor,
CMP sensor, and other signals.
According to the common rail pressure, engine coolant temperature, and other conditions at this
time, the ECM controls the SCV and controls the injector energization time to attain optimum injec-
tion timing and correct the injection quantity.
2. Starting Q Correction
The engine starting Q correction is terminated at the idling speed + α min-1 (+α depends on the
coolant temperature.).
Also, below the system recognition engine speed (30 min-1), the ECM cannot recognize engine rota-
tion, so starting Q correction and engine starting become impossible.
* Minimum engine starting speed 60 min-1
3. Pre-Heat Control (QOS quick on start)
The ECM determines the glow timing (pre-glow, glow, and after-glow) according to the engine cool-
ant temperature and control the glow relay.
The QOS system makes starting at low temperatures easier and reduces white smoke and noise
immediately after starting.
When the key is switched ON, the ECM detects the coolant temperature with the signal from the
engine coolant sensor and varies the glow time to always obtain the optimum starting conditions.
Also, the after-glow function makes it possible to stabilize the idling rotation immediately after start-
ing.
Also, if there is trouble in the engine coolant temperature sensor system, control assumes a fixed
coolant temperature of -20 °C for engine starting and 80 °C for running.
Also, EGR control stops.(Thermostat valve opening temperature 82 °C)
4. Atmospheric Pressure Correction (high altitude correction)
The ECM calculates the current altitude from the atmospheric pressure sensor signals.
The ECM controls the SCV and controls the injector power on time to attain optimum fuel flow
according to the altitude and other conditions at the time.
Also, if there is sensor trouble, control assumes a fixed atmospheric pressure of 80 kPa (equivalent
to an altitude of 2000 m) and stops EGR control too.
Altitude torque
Output due to environmental change Output due to fuel correction
800
750 SH240-5
700
Torque (N m)
650
600 SH210-5
550
500
450
400
0 500 1000 1500 2000 2500 3000 3500 4000
Altitude (m)
Page 37 of 53
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5. Control for Overheating
When the engine overheats, in order to protect the engine, if the engine coolant temperature
exceeds 100 ℃ , fuel flow restriction is started.
If the temperature rises further, the fuel flow is further restricted.
If engine coolant temperature rises to 120 ℃ , the engine is stopped.
The protection function is started one minute after the engine starts. (in order to detect a stable cool-
ant temperature)
Setting Judgment time Engine control Recovery condition
100 ℃ - -
8th on coolant ECM: Reduced fuel injection quantity
Computer A: Normal
105 ℃ tempereture
gradation 7 or lower on coolant
temperature scale
ECM: Reduced fuel injection quantity
110 ℃ 5 seconds
Computer A: Idling
ECM: Reduced fuel injection quantity Key switched ON after
120 ℃ 5 seconds
Computer A: Engine stopped engine stopped
* The protection function does not work if any of the error codes below occurs.
0117 (Coolant temperature sensor abnormally low voltage)
0118 (Coolant temperature sensor abnormally high voltage)
2104 (Faulty CAN bus)
2106 (Faulty CAN time-out)
0090 (CAN communication error)
Page 38 of 53
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6. Control for Boost Temperature Rise
If the boost temperature exceeds 80 ℃ , fuel flow restriction is started.
If temperature rises to 90 ℃ , the engine is stopped.
The protection function is started one minute after the engine starts.(in order to detect a stable
boost temperature)

ECM: Normal State of 70 ℃ or less
80 ℃ 5 seconds
Computer A: Idling control continues for 30 seconds
ECM: Normal Key switched ON after engine
90 ℃ 5 seconds
Computer A: Engine stop control stopped
1112 (Boost temperature sensor abnormally low voltage)
1113 (Boost temperature sensor abnormally high voltage)
7. Control for Engine Oil Pressure Drop
If the engine oil pressure drops, the engine is stopped to prevent engine damage.
The protection function is started 30 seconds after the engine starts. (in order to detect a stable
engine oil pressure)

ECM: Normal Key switched ON after engine
40 kPa 5 seconds
Computer A: Engine stop control stopped
0522 (Oil pressure sensor abnormally low voltage)
0523 (Oil pressure sensor abnormally high voltage)
1633 (Faulty 5 V power supply 3 voltage / sensor power supply)
8. Start Control (coolant temperature monitoring)
[1] Purpose
When the coolant temperature is 0℃ or lower, the ECM controls the fuel amount depending on
the coolant temperature, for stable engine starting.
Page 39 of 53
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9. Long Cranking Control
[1] Purpose
For the purpose of reducing black smoke when starting the engine and as backup in case
adequate starting Q (fuel injection) is not obtained, for example due to injector wear, after the
stipulated time after the start of cranking, the starting Q is raised the stipulated amount to
improve startability.
Pattern with normal Pattern in which cranking time is

cranking time at least 1 second
START
Key switch ON
OFF 1 second
Idling cranking
Engine speed
UP-Q
ST-Q
Starting Q
NL-Q
0
ST-Q: Standard starting Q
UP-Q: Starting Q after increase
NL-Q: Q for no load
10.Starting Control for Reduced Number of Cylinders

When the fact that there is a stopped injector is detected with trouble diagnosis (when an error code
is detected), for the purpose of emergency escape, the fuel injection quantity is corrected to secure
engine startability.
[1] The injection quantity for the troubled injector is allocated to the normal injectors.(The total
injection quantity is made the same.)
* The injector correction factors are as follows.
Number of effective
4 3 2 1 0
cylinders
Correction factor 1.0 1.33 2.0 1.0 1.0
Caution:
No control if there is trouble in injectors for 3 or more cylinders.
No control if an injector has a mechanical trouble.
11.Normal Stop (key switch OFF operation)
[1] The key switch is set OFF.
[2] When the ECM recognizes that the key is OFF, [3] to [5] are carried out at the same time.
[3] Injector injection quantity calculation stop
[4] Suction control valve (SCV) full close instruction
[5] EGR valve full close instruction, EGR valve initial correction
[6] When the operations in [3] to [5] end, the trouble log etc. are written to the EEPROM in the
ECM.
[7] The main relay is switched OFF and the power feed to the ECM is switched OFF.
Page 40 of 53
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-
12.Engine Start / Stop Judgment
Engine start and stop is judged based on the engine speed sent from the ECM with CAN communi-
cations.
Judgment value Start: 500 min-1
Stop: 200 min-1
Start
Stop
200 min-1 500 min-1
Configuration
diagram
ECM
CKP sensor signal
Engine speed
CMP sensor signal
1 computer A
Page 41 of 53
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Engine Maintenance Standards
Engine Information Screen
1. Purpose
It has been made possible to copy the engine information (Q resistance, QR code, engine serial number)
stored in the “Computer A” to the new ECM when the ECM is replaced.
2. How to Go to This Screen
Press the “Horn” and “Rabbit” buttons together for 1 second while the Logo screen is showing..
3. Engine Start Restriction
When this screen is displayed, the engine cannot be started.
4. Screen
The engine information held in “Computer A” can be checked as follows.
The information inside the ECM is checked by changing the display mode with the method shown in "Replac-
ing computer A at the Same Time".
[1] Pages 1 to 6: Injector cylinder 1 to 6 QR code (Pages 5 and 6 are used for a 6 cylinder engine and can-
not be input with a 4 cylinder engine.)
1 Page
2 QR code 24 digits
Indicates the display mode.
3
Currently displays the information in computer A
[2] Page 7: Q resistance data
1 Q resistance data 3 digits
[3] Page 8: Engine serial number
1 Engine serial number 6 digits

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Monitor Operation Method
1. View Mode
Display mode
(switching between information in computer A
/ information in ECM)
Page Each time this switch is pressed, the second

line of each page is switched as follows.
/
AA AA AA (Mode displaying information in

computer A)
Hold down for one second to shift to (Mode displaying information in
edit mode EE EE EE ECM)
(Only valid while QR code displayed)
Hold down for three

seconds to start copying the engine information.
(for details, see "Engine Information Copying Method".)
2. Edit Mode
* Can only be shifted to during QR code display.
Exit edit mode (return to view mode)

Value increased
Cursor movement
Value decreased
Hold down for three seconds
to start the QR code writing
(for details, see "Rewriting Injector QR Codes".)
Page 43 of 53
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Engine Information (Q resistance, QR code, engine serial number) Copying Method
If the ECM is replaced with a new one for any reason, the engine information is copied with the proce-
dure below.
[1] Arrange for a service ECM.
* A service ECM is an ECM in which all the engine information is zero.
Engine information can only be copied to a service ECM.
[2] Connect the service ECM and check the following.
1) The old ECM information must still be in computer A.
2) All the engine information in the service ECM must be zero.
3) The ECM must match the model.(Check on the ECM parts number screen.)
4) The model selection must be completed.
5) There must be no error code of faulty EEPROM on computer A, faulty EEPROM on ECM,
faulty ECM time-out, or faulty CAN bus, on the monitor.
[3] Go to the engine information screen, then hold down for three seconds. The buzzer buzzes
and the copy starts.
* The display may be any page (1 to 8) and either display mode (computer A or ECM).
When held for three seconds,

the buzzer buzzes.
During copying, the display is as below.During writing, the error code FF is displayed.
Wait about 20 seconds.
When the copy ends normally, the buzzer buzzes once and the error code 00 is displayed.
When the copy ends abnormally, the buzzer buzzes twice and error code 01 to 04 is displayed.
Example: Starting copying from the Q resistance screen
Error code
Normal
Message interruption
Message internal trouble
Outside instruction
value constant
Engine running
Writing
During rewriting, the mode display section is "0".

[4] When the copy ends normally, check that the information has been rewritten by switching the key
switch OFF → ON once.
Page 44 of 53
RST-06-06-001
Rewriting Injector QR Codes
When an injector is replaced, input and write the QR codes with the following procedure.
[1] Arrange for the replacement injector.
Input the part below from the character array written on the injector.
QR code
QR code
Injector ASM
Input section
24 digits
Input the QR codes one at a time.

Engine information screen Pages 1 to 4 correspond to the injectors with those numbers.(See the
figure below.)
Engine front 1 2 3 4 Engine rear
Injector No.
[2] Check that there is no faulty ECM EEPROM, ECM time-out, or CAN communications trouble
diagnostic trouble code.
[3] Hold down for one second to shift to edit mode.
Page 45 of 53
RST-06-06-001
[4] The cursor is displayed and all the data becomes zeros.
Cursor displayed
[5] Move the cursor with to raise and lower the value with
and input the QR codes written on the injector.
Value increased
Cursor movement / decreased
Error code
Normal
Message interruption
Message internal trouble
Outside instruction value constant
Engine running
Cursor only moves Writing
as far as here
[6] When the QR code input is complete, hold down for three seconds.
The buzzer buzzes once and the writing starts.
The error code FF (writing) is displayed.Wait 5 seconds. When the writing ends normally, the
buzzer buzzes once and the error code 00 is displayed.
* When the writing ends abnormally, the buzzer buzzes twice and error code 01 to 04 is displayed.
(To cancel input, press .)
[7] Switch OFF the key switch, then ON again and check the QR codes have been written.
Page 46 of 53
RST-06-06-001
When Replacing computer A at the Same Time
If the ECM and computer A both fail at the same time and the engine information inside the
Computer A cannot be used, restore the engine information with the procedure below.
[1] Rather than a service ECM, arrange for an ECM with the engine information already written into it and use
that as the replacement.
* An ECM with the engine information already written into it means one into which the Q resistance data
has been written with EMPS.
[2] Input the injector QR codes one at a time. (with the procedure in the preceding item)
Engine Information Acquisition Timing
The engine information is acquired once each time the key is switched ON.
Trouble Display
If the engine information cannot be displayed correctly due to an ECM time-out, CAN communications trouble,
or faulty EEPROM, the display is all Fs.
[1] Display for faulty computer A EEPROM, CAN communications trouble, or ECM time-out
[2] Display for faulty ECM EEPROM, CAN communications trouble, or ECM time-out
Page 47 of 53
Engine Equipment Table SH200
Engine Equipment Table
Engine Equipment Table

Exhaust Gas Third Regulation Accessory Electrical Parts Compatibility
(Isuzu part number)
Engine model 4J 4H 6H 6U 6W
Supply pump 897381-5551 897306-0448 115603-5081 898013-9100 897603-4140
Common rail 898011-8880 897306-0632 897323-0190 897603-1211
Injector 898011-6040 897329-7032 897603-4152 115300-4360
Starter 898045-0270 898001-9150 181100-4142 181100-4322 181100-3413
Alternator 898018-2040 897375-0171 181200-6032 181200-5304
EGR valve 897381-5602 898001-1910 116110-0173
Crank sensor 897312-1081 897306-1131 897306-1131
Cam angle sensor 897312-1081 898014-8310 Supply pump accessory part
Coolant temperature
897363-9360 897170-3270 897363-9360
sensor
Fuel temperature sen-
Supply pump accessory part 897224-9930
sor
Suction air tempera-
812146-8300
ture sensor
Boost temperature sen-
812146-8300
sor
Boost pressure sensor 809373-2691 180220-0140
Common rail accessory part
sensor
Oil pressure sensor 897600-4340
Atmospheric pressure
897217-7780
sensor
Glow plug 894390-7775 182513-0443
Caution
[1] For 4J, the crank sensor and the cam angle sensor have the same part number.
[2] The 6U / 6W cam angle sensor is a supply pump accessory part.
[3] The coolant temperature sensor part number is different for the 4H / 6H and the 4J / 6U / 6W.
Page 48 of 53
RST-06-07-001
Exhaust Gas Regulations SH200
Exhaust Gas Regulations

Features of Materials Subject to Exhaust Gas Regulation
NOx (nitrogen oxides) PM (particulate matter), black smoke
The generic term for NO, It is said that black smoke is easy to
NO2, N2O2, etc. is me. see and unpleasant to look at.
I am one cause of acid rain.
CO (carbon monoxide) HC (hydrocarbons) CO2 (carbon dioxide)

I am generated when combustion I am a cause of photo- I am one of the greenhouse
occurs with inadequate oxygen. chemical smog and am gases that are causing global
I am the material that can cause reported to affect the warming.
poisoning symptoms. Diesel engines respiratory system. But diesel engines emit less
emit less than gasoline engines. than gasoline engines.
Cough
Exhaust Gas Regulation Values

America / Europe
Third regulations
75 130 kW 2007) Japan Third regulations
75 130 kW(2007)
Second regulations
75 130 kW(2003)
0.3
In order to meet the third

0.2
PM (g/kwhr)
regulations
High-pressure injection
(1400-1600 air pressure: common rail)
Exhaust gas recombustion (EGR)
0.1 Fully electronic control
Inter cooler
Fuel cooler
2.0 4.0 6.0 8.0

NOx + HC (g/kwhr)
NOx + HC : 40 % reduction
Compared to current engines
PM : 30 % reduction in PM
Page 49 of 53
RST-06-08-001
Deterioration of combustion efficiency

Combustion temperature reduction Increase of PM
NOx reduction Fuel injection timing delay Drop of output power
Fuel consumption increase
Higher pressure of fuel injection PMReduction of PM

Alteration of shape of combustion chamber Reduction of PM
Combustion improvement required
ncreased compression ratio Reduction of HC, deterioration of NOx
Alteration of injection rate Deterioration of HC, reduction of NOx
[Example of method for meeting exhaust gas third regulations]

In order to simultaneously reduce both NOx and PM, which are in a trade-off, more complex fuel
injection is required. Therefore, injection has become all electronic control. Common rail engine
(high pressure injection / multiple injection / injection rate control)
In addition, it depends on the engine size, but it is conceivable that it will be necessary to change
from two valves to four valves, mount an inter cooler, and use EGR (exhaust gas recirculation).
* With the Model 5 SPACE5, all these systems are used.
Page 50 of 53
RST-06-08-001
Cautions for Fuel Used SH200
Cautions for Fuel Used

Engine Fuel and Maintenance of Fuel Filters
In order to meet the emission control regulation of 3rd-stage, the engine components have been made
precisely and they are to be used under high-pressure conditions.
Therefore, the specified fuel must be used for the engine.
As a matter of course, not only the guarantee will not be given for the use of a fuel other than the spec-
ified but also it may invite a serious breakdown.
In addition, since suitable specifications for the fuel filter elements have been established for this
engine, use of the genuine filter is essential.
The following describes the specifications and the requirements of the fuel to be applied, and mainte-
nance of the fuel and the fuel elements.
1. Fuel to be applied
Selection of fuel
Following conditions must be met for the diesel engines, that is the one;
[1] In which no dust even fine one is mixed,
[2] With proper viscosity,
[3] With high cetane rating,
[4] With good flow properties in lower temperature,
[5] With not much sulfur content, and
[6] With less content of carbon residue.
(1) Applicable standards for diesel fuel

Applicable Standard Recommendation
JIS (Japanese Industrial Standard) NO.2
DIN (Deutsche Industrie Normen) DIN 51601
SAE (Society of Automotive Engineers)
Based on SAE-J-313C NO. 2-D
BS (British Standard)
Based on BS/2869-1970 Class A-1
If a standard applied to the fuel for the diesel engine is stipulated in your country, check the stan-
dard for details.
(2) Requirements for diesel fuel
Although conditions required for the diesel fuel are illustrated above, there are other require-
ments exerting a big influence on its service durability and service life.
Be sure to observe the following requirements for selecting fuel.
Sulfur content 2500 ppm or less
HFRR* 460 µm or less
Water content 0.05 wt% or less
* HFRR (High-Frequency Reciprocating Rig.): An index showing lubricating properties of the fuel.
Page 51 of 53
RST-06-09-001
Sulfur content reacts to moisture to change into sulfuric acid after combustion.
Use of a fuel containing much sulfur content allows it to accelerate internal corrosion and wear.
In addition, much sulfur content quickens deterioration of engine oil allowing its cleaning disper-
sive property to be worse which results in acceleration of wear of sliding portions.
HFRR is an index that indicates lubricating property of a fuel.
Large value of the index means poor lubrication so that seizure of the machine components may
result if such a fuel is used.
Since a fuel with high HFRR value also has lower viscosity, it can easily be leaked out.
If the fuel is mixed with the engine oil, the oil is diluted to deteriorate its lubricating property
resulting in acceleration of wear.
Water content allows inside of the fuel tank to rust which in turn blocking the fuel line and the fuel
filter.
This may also cause wear and seizure of the machine components.
If atmospheric temperature goes below the freezing point, moisture content in the fuel forms fine
particle of ice allowing the fuel line to be clogged.
Obtain table of analysis for the fuel you are using from the fuel supplier to confirm that it meets
the criteria described above.
Important
If a fuel which does not meet the specifications and the requirements for the diesel engine,
function and performance of the engine will not be delivered.
In addition, never use such a fuel because a breakdown of the engine or an accident may be
invited.
Guarantee will not be given to a breakdown caused by the use of a improper fuel.
Some fuels are used with engine oil or additives mixed together with diesel engine fuel.
In this case, do not use these fuels because damage to the engine may result as the fuel has
been contaminated.
It is natural that the emission control regulation of 3rd-stage will not be cleared in case where a
fuel that does not meet the specifications and the requirements is used.
Use the specified fuel for compliance of the exhaust gas control.
Important
It you use diesel fuel which contains much sulfur content more than 2500 ppm, be sure to follow
the items below for the engine oil selection and maintenance of engine parts.
Guarantee will not be given to breakdowns caused by not to follow these items.
[1] Selection of engine oil
Use API grade CF-4 or JASO grade DH-1.
[2] Exchange the engine oil and engine oil filter element by periodical interval below.
Engine oil Every 250 hour of use
Engine oil filter element Every 250 hour of use
[3] Inspect and exchange the EGR parts and fuel injector parts of engine by periodical interval
below.
EGR (*) parts Every 3000 hour of use
Fuel injector parts Every 3000 hour of use
* EGR : Exhaust Gas Recircultion
For the detail of inspection and replacement for the above engine parts, please contact
your nearest SUMITOMO outlet.
[4] In addition above if the value of HFRR or water content in the fuel you use is more then limita-
tion in above table of this manual, please also contact your nearest SUMITIMO outlet.
Page 52 of 53
RST-06-09-001
2. Maintenance of fuel filters
Be sure to use the genuine fuel filters.
The fuel injection system is precisely constructed and the genuine filter employs finer mesh than
conventional filters to improve protection of machine equipment.
If a filter with coarse mesh is used, foreign object passing through the filter enters into the engine
so that machine equipment can wear out in a short period of time.
Important
If a fuel filter other than the genuine filter is used, guaranty will not be applied to a fault caused
by the use of a wrong filter.
Two kinds of fuel filter, the pre-filter and the main filter, are mounted on the machine.
Be sure to use the genuine fuel filters and replace them at a periodic intervals.
Replacement criteria
Every 250 hour of use Every 500 hour of use
Pre-filter {
Main filter {
Since the pre-filter also has a function of water separation, discharge water and sediment when
the float reaches lower part of the filter elements.
Time to replace filters may be advanced according to properties of the fuel being supplied.
Running the engine with the fuel filter blocked may cause the engine to be stopped due to estab-
lishment of engine error code.
If much foreign objects are found in the fuel, carry out earlier inspection and regular replacement
of the filters.
If dust or water get mixed with the fuel, It may cause the engine trouble and an accident.
Therefore, take measures to prevent dust or water from being entered in the fuel tank when sup-
plying fuel.
When supplying fuel directly from a fuel drum can, leave the drum as it stands for a long period of
time to supply clean fuel standing above a precipitate.
If it is hard to leave the drum for a long period of time, install a fuel strainer and a water separator
before the fuel tank of the machine to supply clean fuel.
Water drain cock is provided on the bottom side of the fuel tank.
Drain water before starting the engine every morning.
In addition, remove the cover under the tank once a year to clean up inside of the tank.
Page 53 of 53
RST-06-09-001
Diesel Injection Pump
SERVICE MANUAL
COMMON RAIL SYSTEM (CRS)
OPERATION
September, 2007
00400534E
© 2007 DENSO CORPORATION
All Rights Reserved. This book may not be reproduced
or copied, in whole or in part, without the written
permission of the publisher.
Revision History
Revision History
Date Revision Contents
2007. 09 • SCV: Explanation of compact SCV added to "Suction Control Valve (SCV)". (Operation: Refer
to page 1-30.)
• "Repair" section added.
Table of Contents
Table of Contents
Operation Section
1. GENERAL DESCRIPTION
1.1 Changes In Environment Surrounding The Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 Demands On Fuel Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.3 Types Of And Transitions In ECD (ELECTRONICALLY CONTROLLED DIESEL) Systems . . . . . . . . . . . . . . 1-3
1.4 Common Rail System Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1.5 Common Rail System And Supply Pump Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.6 Injector Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.7 Common Rail System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
2. COMMON RAIL SYSTEM OUTLINE

2.1 Layout of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
3. SUPPLY PUMP DESCRIPTION

3.1 HP0 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
3.2 HP2 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
3.3 HP3 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
3.4 HP4 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
4. RAIL DESCCRIPTION
4.1 Rail Functions and Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
4.2 Component Part Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
5. INJECTOR DESCRIPTION
5.1 General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50
5.2 Injector Construction and Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
5.3 Injector Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
5.4 Injector Actuation Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
5.5 Other Injector Component Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-56
6. DESCRIPTION OF CONTROL SYSTEM COMPONENTS

6.1 Engine Control System Diagram (Reference) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
6.2 Engine ECU (Electronic Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
6.3 EDU (Electronic Driving Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
6.4 Various Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61
7. CONTROL SYSTEM
7.1 Fuel Injection Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
7.2 E-EGR System (Electric-Exhaust Gas Recirculation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-76
7.3 Electronically Controlled Throttle (Not Made By DENSO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78
7.4 Exhaust Gas Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79
7.5 DPF System (Diesel Particulate Filter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80
7.6 DPNR SYSTEM (DIESEL PARTICULATE NOx REDUCTION). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82
Table of Contents
8. DIAGNOSIS
8.1 Outline Of The Diagnostic Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83
8.2 Diagnosis Inspection Using DST-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83
8.3 Diagnosis Inspection Using The MIL (Malfunction Indicator Light) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84
8.4 Throttle Body Function Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-86
9. END OF VOLUME MATERIALS

9.1 Particulate Matter (PM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-87
9.2 Common Rail Type Fuel Injection System Development History And The World’s Manufacturers. . . . . . . . . 1-87
9.3 Higher Injection Pressure, Optimized Injection Rates, Higher Injection Timing Control Precision, Higher Injection
Quantity Control Precision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-88
9.4 Image Of Combustion Chamber Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-90
Repair Section
1. DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METHODS (BASIC KNOWL-

EDGE)
1.1 Combustion State and Malfunction Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
1.2 Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92
2. DIAGNOSIS OVERVIEW
2.1 Diagnostic Work Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93
2.2 Inquiries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-94
2.3 Non-Reoccurring Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-96
3. DTC READING (FOR TOYOTA VEHICLES)

3.1 DST-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
3.2 DTC Check (Code Reading via the DST-2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
3.3 DTC Memory Erasure (via the DST-2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
4. TROUBLESHOOTING BY SYSTEM
4.1 Intake System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
4.2 Fuel System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
4.3 Basics of Electrical/Electronic Circuit Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-102
5. TROUBLESHOOTING
5.1 Troubleshooting According to Malfunction Symptom (for TOYOTA Vehicles). . . . . . . . . . . . . . . . . . . . . . . . 2-107
5.2 Other Malfunction Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-122
6. DIAGNOSIS CODES (DTC)

6.1 DTC Chart (Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-124
Operation Section
1– 1
1. GENERAL DESCRIPTION
1.1 Changes In Environment Surrounding The Diesel Engine

z Throughout the world, there is a desperate need to improve vehicle fuel economy for the purposes of preventing global
warming and reducing exhaust gas emissions that affect human health. Diesel engine vehicles are highly acclaimed in
Europe, due to the good fuel economy that diesel fuel offers. On the other hand, the "nitrogen oxides (NOx)" and "par-
ticulate matter (PM)" contained in the exhaust gas must be greatly reduced to meet exhaust gas regulations, and tech-
nology is being actively developed for the sake of improved fuel economy and reduced exhaust gases.
(1) Demands on Diesel Vehicles

• Reduce exhaust gases (NOx, PM, carbon monoxide (CO), hydrocarbon (HC) and smoke).
• Improve fuel economy.
• Reduce noise.
• Improve power output and driving performance.
(2) Transition of Exhaust Gas Regulations (Example of Large Vehicle Diesel Regulations)
• The EURO IV regulations take effect in Europe from 2005, and the 2004 MY regulations take effect in North America
from 2004. Furthermore, the EURO V regulations will take effect in Europe from 2008, and the 2007 MY regulations
will take effect in North America from 2007. Through these measures, PM and NOx emissions are being reduced in
stages.
PM NOx
g/kWh g/kWh
Europe Europe
EURO EURO EURO EURO EURO EURO
North America
1998 MY 2004 MY 2007 MY
3.5
2.7
North
America 2.0
0.13
0.11 1998 MY 2004 MY 2007 MY
0.03 0.27
0.013
2004 2005 2007 2008 2004 2005 2007 2008
Q000989E
Operation Section
1– 2
1.2 Demands On Fuel Injection System

z In order to address the various demands that are imposed on diesel vehicles, the fuel injection system (including the
injection pump and nozzles) plays a significant role because it directly affects the performance of the engine and the
vehicle. Some of the demands are: higher injection pressure, optimized injection rate, higher precision of injection timing
control, and higher precision of injection quantity control.
< NOTE >

z For further information on higher injection pressure, optimized injection rate, higher precision of injection timing control,
and higher precision of injection quantity control, see the material at the end of this document.
Operation Section
1– 3
1.3 Types Of And Transitions In ECD (ELECTRONICALLY CONTROLLED

DIESEL) Systems
z ECD systems include the ECD-V series (V3, V4, and V5) which implements electronic control through distributed pumps
(VE type pumps), and common rail systems made up of a supply pump, rail, and injectors. Types are the ECD-V3 and
V5 for passenger cars and RVs, the ECD-V4 that can also support small trucks, common rail systems for trucks, and
common rail systems for passenger cars and RVs. In addition, there are 2nd-generation common rail systems that sup-
port both large vehicle and passenger car applications. The chart below shows the characteristics of these systems.
'85 '90 '95 '00

ECD-V1
ECD-V3
· The world's first SPV (electromagnetic
ECD-V4
spill valve system) is used for fuel ECD-V5
injection quantity control, so the
quantity injected by each cylinder can · Inner Cam Pumping Mechanism · Uses pilot injection to reduce the
be controlled. · Maximum Injection Pressure 130 MPa engine combustion noise.
· Maximum Injection Pressure 60 MPa
· Maximum Injection Pressure
100 MPa
System
Types and
Transitions
ECD-V3 ECD-V4 ECD-V5
Large Vehicle Common Rail

(HP0)
Passenger Car Common Rail
(HP2)
Common Rail System
· Fuel raised to high pressure by the
supply pump is temporarily
accumulated in the rail, then injected
after the injector is energized.
· Uses pilot injection to reduce the
engine combustion noise
· Maximum Injection Pressure 180 MPa
Supply Pump Injector Rail
Q000750E
Operation Section
1– 4
1.4 Common Rail System Characteristics

z The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that
contain electronically controlled solenoid valves to inject the pressurized fuel into the cylinders.
z Because the engine ECU controls the injection system (including the injection pressure, injection rate, and injection tim-
ing), the injection system is independent and thus unaffected by the engine speed or load.
z Because the engine ECU can control injection quantity and timing to a high level of precision, even multi-injection (mul-
tiple fuel injections in one injection stroke) is possible.
z This ensures a stable injection pressure at all times, even in the low engine speed range, and dramatically decreases
the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust
gas emissions are cleaner and reduced, and higher power output is achieved.
(1) Features of Injection Control

Injection Pressure Control
• Enables high-pressure injection even at low engine speeds.
• Optimizes control to minimize particulate matter and NOx emissions.
Injection Timing Control
• Enables finely tuned optimized control in accordance with driving conditions.
Injection Rate Control
• Pilot injection control injects a small amount of fuel before the main injection.
Common Rail System
Injection Pressure Control Injection Timing Control Injection Rate Control

Pilot injection After-Injection
Optimized and Higher Pressure
Injection Rate
· Injection pressure is more than double the current Pre-Injection Post-Injection

pressure, which makes it possible to greatly reduce
particulate matter. Electronic Control Type
Main Injection
Common Rail System
Injection Pressure
Particulate
Crankshaft Angle
Advance Angle
Injection Quantity Control

Injec Cylinder Injection Quantity Correction
Conventional tion
Qua
Injection Quantity
Pump ntity
Speed
Speed Injection Pressure
1 3 2 4
Q000751E
Operation Section
1– 5
1.5 Common Rail System And Supply Pump Transitions

z The world's first common rail system for trucks was introduced in 1995. In 1999, the common rail system for passenger
cars (the HP2 supply pump) was introduced, and then in 2001 a common rail system using the HP3 pump (a lighter and
more compact supply pump) was introduced. In 2004, the three-cylinder HP4 based on the HP3 was introduced.
1996 1998 2000 2002 2004 2006

Common Rail
1st Generation Common Rail System 2nd Generation Common Rail System
System
HP0
120MPa
Large Trucks
HP4
Medium-Size Trucks
180MPa
Pre-Stroke Quantity Adjustment Suction Quantity
Adjustment
HP3
HP2
Compact Trucks
Passenger Vehicles 180MPa

Suction Quantity
Adjustment
Suction Quantity 135MPa
Adjustment
Q000752E
1.6 Injector Transitions

97 98 99 00 01 02 03
1st Generation 2nd Generation
X1 G2
· 120MPa · 180MPa
· Pilot Injection · Multi-Injection
X2
· 135MPa
· Pilot Injection
Q000753E
Operation Section
1– 6
1.7 Common Rail System Configuration

z The common rail control system can be broadly divided into the following four areas: sensors, engine ECU, EDU, and
actuators.
Sensors
z Detect the condition of the engine and the pump.
Engine ECU
z Receives signals from the sensors, calculates the proper injection quantity and injection timing for optimal engine oper-
ation, and sends the appropriate signals to the actuators.
EDU
z Enables the injectors to be actuated at high speeds. There are also types with charge circuits within the ECU that serve
the same role as the EDU. In this case, there is no EDU.
Actuators
z Operate to provide optimal injection quantity and injection timing in accordance with the signals received from the en-
gine ECU.
Engine Speed Sensor / Supply Pump

TDC (G) Sensor (SCV: Suction Control Valve)
EDU
Accelerator Position Sensor Injector
Engine ECU
Other Sensors
and Switches Other Actuators
Diagnosis Q000754E
Operation Section
1– 7
2. COMMON RAIL SYSTEM OUTLINE
2.1 Layout of Main Components

z Common rail systems are mainly made up of the supply pump, rail, and injectors. There are the following types accord-
ing to the supply pump used.
(1) HP0 Type

• This system is the first common rail system that DENSO commercialized. It uses an HP0 type supply pump and is
mounted in large trucks and large buses.
Exterior View of Main System Components
Rail
Supply Pump (HP0 Type) Injector

Q000755E
Configuration of Main System Components (Example of HP0)
Accelerator Engine ECU

Position Sensor Rail
Rail Pressure Sensor

Fuel Temperature
Sensor
Injector
Coolant Temperature PCV (Pump Control Valve)

Sensor
Supply Pump
Cylinder
Recognition Sensor
(TDC (G) Sensor)
Crankshaft Position Sensor (Engine Speed Sensor) Q000756E

Operation Section
1– 8
(2) HP2 Type

• This system uses a type of HP2 supply pump that has been made lighter and more compact, and is the common rail
system for passenger cars and RVs instead of the ECD-V3.
Rail
Supply Pump (HP2 Type) Injector

Q000757E
Mounting Diagram of Main System Components
EGR Valve
Intake Air Pressure Sensor Engine ECU
Accelerator Position Sensor
Injector
E-VRV
Coolant Temperature
Intake Air Temperature Sensor
Sensor
EDU (Electronic Driving Unit)
Crankshaft Position Sensor
(Engine Speed Sensor) Rail Supply Pump Cylinder Recognition Sensor
(TDC (G) Sensor) Q000758E
Operation Section
1– 9
Overall System Flow (Fuel)
Engine
Various Sensors EDU
ECU
Rail TWV
Pressure
Limiter
Regulating Valve
Fuel Filter
Delivery Valve
Injector
Supply Pump
SCV
(Suction
Control
Valve)
Check Valve
Feed Pump
Plunger
Inner Cam
: Flow of Injection Fuel

: Flow of Leak Fuel
Fuel Tank
Q000926E
Operation Section
1– 10
(3) HP3 Type, HP4 Type

HP3 Type
• This system uses an HP3 type supply pump that is compact, lightweight and provides higher pressure. It is mostly
mounted in passenger cars and small trucks.
HP4 Type
• This system is basically the same as the HP3 type, however it uses the HP4 type supply pump, which has an in-
creased pumping quantity to handle larger engines. This system is mostly mounted in medium-size trucks.
Rail
HP3 HP4
Supply Pump Injector
Q000759E
Mounting Diagram for Main System Components
Intake Air Throttle Body

Engine ECU EGR Valve E-VRV for EGR
Pressure
Sensor
DLC3 Connector
Airflow Meter
(with Intake Air
Temperature Sensor) Accelerator Position Sensor
EDU
EGR Shut-Off VSV R/B
Rail Pressure Sensor Coolant Temperature Sensor

Injector Pressure Discharge Valve
Supply Pump
Crankshaft Position Sensor HP3 HP4 SCV
(Engine Speed Sensor) Fuel Temperature (Suction Control
Sensor Valve)
Cylinder Recognition Sensor

(TDC (G) Sensor)
SCV Fuel Temperature
(Suction Control Sensor
Valve) Q000760E
Operation Section
1– 11
Overall System Flow (Fuel)
EDU
Various
ECU
Sensors
Pressure Discharge Valve

Rail
Pressure Limiter
Delivery
Valve
Supply Pump
(HP3 or HP4)
Injector
Plunger SCV : Flow of Injection Fuel

(Suction : Flow of Leak Fuel
Control Valve)
Feed Pump
Fuel Filter
Fuel Tank
Q000927E
Operation Section
1– 12
3. SUPPLY PUMP DESCRIPTION
3.1 HP0 Type

(1) Construction and Characteristics
• The HP0 supply pump is mainly made up of a pumping system as in conventional in-line pumps (two cylinders), the
PCV (Pump Control Valve) for controlling the fuel discharge quantity, the cylinder recognition sensor {TDC (G) sen-
sor}, and the feed pump.
• It supports the number of engine cylinders by changing the number of peaks on the cam. The supply pump rotates at
half the speed of the engine. The relationship between the number of engine cylinders and the supply pump pumping
is as shown in the table below.
Supply Pump
Speed Ratio Number of Pumping Rotations for 1
Number of Engine Cylinders Number of
(Pump: Engine) Cam Peaks Cycle of the Engine (2 Rotations)
Cylinders
4 Cylinders 2 4
6 Cylinders 1:2 2 3 6
8 Cylinders 4 8
• By increasing the number of cam peaks to handle the number of engine cylinders, a compact, two-cylinder pump unit
is achieved. Furthermore, because this pump has the same number of pumping strokes as injections, it maintains a
smooth and stable rail pressure.
PCV (Pump Control Valve)
Delivery Valve
Element
Overflow Valve

(TDC (G) Sensor) Feed Pump
Pulsar for TDC (G) Sensor Tappet

Cam x 2
Q000768E
Operation Section
1– 13
(2) Exploded View
PCV
(Pump Control Valve)
Delivery Valve
Element

(TDC (G) Sensor)
Tappet
Cam
Roller
Camshaft
Priming Pump
Feed Pump
Q000769E
Operation Section
1– 14
(3) Supply Pump Component Part Functions
Component Parts Functions

Feed Pump Draws fuel from the fuel tank and feeds it to the pumping mechanism.
Overflow Valve Regulates the pressure of the fuel in the supply pump.
PCV (Pump Control Valve) Controls the quantity of fuel delivered to the rail.
Pumping Cam Actuates the tappet.
Mechanism Tappet Transmits reciprocating motion to the plunger.
Plunger Moves reciprocally to draw and compress fuel.
Delivery Valve Stops the reverse flow of fuel pumped to the rail.
Cylinder Recognition Sensor {TDC (G) Identifies the engine cylinders.
Sensor}
Feed Pump
• The feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the pump chamber
via the fuel filter. There are two types of feed pumps, the trochoid type and the vane type.
Trochoid Type
- The camshaft actuates the outer/inner rotors of the feed pump, causing them to start rotating. In accordance with
the space produced by the movement of the outer/inner rotors, the feed pump draws fuel into the suction port and
pumps fuel out the discharge port.
Outer Rotor To Pump Chamber
Suction Port Discharge Port
Inner Rotor
From Fuel Tank Q000770E
Vane Type
- The camshaft actuates the feed pump rotor and the vanes slide along the inner circumference of the eccentric ring.
Along with the rotation of the rotor, the pump draws fuel from the fuel tank, and discharges it to the SCV and the
pumping mechanism.
Discharge Port
Rotor Eccentric Ring
Suction Port Vane
Q000771E
Operation Section
1– 15
PCV: Pump Control Valve

• The PCV (Pump Control Valve) regulates the fuel discharge quantity from the supply pump in order to regulate the
rail pressure. The fuel quantity discharged from the supply pump to the rail is determined by the timing with which the
current is applied to the PCV.
Actuation Circuit
- The diagram below shows the actuation circuit of the PCV. The ignition switch turns the PCV relay ON and OFF to
apply current to the PCV. The ECU handles ON/OFF control of the PCV. Based on the signals from each sensor,
it determines the target discharge quantity required to provide optimum rail pressure and controls the ON/OFF tim-
ing for the PCV to achieve this target discharge quantity.
From PCV relay

PCV
To Rail
PCV Relay Ignition Switch
+B
PCV1
PCV2
Q000772E
Pumping Mechanism
• The camshaft is actuated by the engine and the cam actuates the plunger via the tappet to pump the fuel sent by the
feed pump. The PCV controls the discharge quantity. The fuel is pumped from the feed pump to the cylinder, and then
to the delivery valve.
PCV (Pump Control Valve)
Delivery Valve
To Rail
Plunger
Camshaft
Feed Pump Cam (3 Lobes: 6-Cylinders)

Pulsar for TDC (G) Sensor Q000773E
Operation Section
1– 16
CYLINDER RECOGNITION SENSOR {TDC (G) SENSOR}

• The cylinder recognition sensor {TDC (G) sensor} uses the alternating current voltage generated by the change in the
lines of magnetic force passing through the coil to send the output voltage to the ECU. This is the same for the engine
speed sensor installed on the engine side. A disc-shaped gear, which is provided in the center of the supply pump
camshaft, has cutouts that are placed at 120? intervals, plus an extra cutout. Therefore, this gear outputs seven puls-
es for every two revolutions of the engine (for a six-cylinder engine). Through the combination of engine-side engine
speed pulses and TDC pulses, the pulse after the extra cutout pulse is recognized as the No. 1 cylinder.
· For a 6-Cylinder Engine (Reference)

(TDC (G) Sensor)
No.1 Cylinder TDC (G) Pulse

· TDC (G) Pulse No.6 Cylinder TDC (G) Standard Pulse No.1 Cylinder Recognition TDC (G) Pulse
· Engine Speed Pulse

0 2 4 6 8 101214 0 2 4 6 810 1214 0 2 4 6 8 1012 0 2 4 6 8 101214 0 2 4 6 8 101214 0 2 4 6 8 1012 0 2 4 6 8
No.1 Cylinder Engine Speed Standard Pulse No.6 Cylinder Engine Speed Standard Pulse
Q000774E
Operation Section
1– 17
(4) Supply Pump Operation

Supply Pump Overall Fuel Flow
• The fuel is drawn by the feed pump from the fuel tank and sent to the pumping mechanism via the PCV. The PCV
adjusts the quantity of fuel pumped by the pumping mechanism to the necessary discharge quantity, and the fuel is
pumped to the rail via the delivery valve.
Fuel Discharge Quantity Control
• The fuel sent from the feed pump is pumped by the plunger. In order to adjust the rail pressure, the PCV controls the
discharge quantity. Actual operation is as follows.
PCV and Plunger Operation During Each Stroke
Intake Stroke (A) In the plunger's descent stroke, the PCV opens and low-pressure fuel is suctioned into the
plunger chamber via the PCV.
Pre-Stroke (B) Even when the plunger enters its ascent stroke, the PCV remains open while it is not energized.
During this time, fuel drawn in through the PCV is returned through the PCV without being pres-
surized (pre-stroke).
Pumping Stroke (C) At a timing suited to the required discharge quantity, power is supplied to close the PCV, the
return passage closes, and pressure in the plunger chamber rises. Therefore, the fuel passes
through the delivery valve (reverse cut-off valve) and is pumped to the rail. Specifically, the
plunger lift portion after the PCV closes becomes the discharge quantity, and by varying the tim-
ing for the PCV closing (the end point of the plunger pre-stroke), the discharge quantity is varied
to control the rail pressure.
Intake Stroke (A) When the cam exceeds the maximum lift, the plunger enters its descent stroke and pressure in
the plunger chamber decreases. At this time, the delivery valve closes and fuel pumping stops. In
addition, the PCV opens because it is de-energized, and low-pressure fuel is suctioned into the
plunger chamber. Specifically, the system goes into state A.
Discharge Quantity
Pumping Stroke d 2 (H-h)
Intake Stroke Q=
4
H
Cam Lift h
Pre-Stroke
Open Valve
PCV Operation Close Valve
When Discharge When Discharge

Quantity Increases Quantity Decreases
Pump Operation Pumping the Required

Discharge Quantity
PCV
Return
From Fuel Tank

To Rail
Pumping
Mechanism Delivery Valve
Plunger
d
(A) (B) (C) (A') Q000775E
Operation Section
1– 18
3.2 HP2 Type

• The supply pump is primarily composed of the two pumping mechanism (inner cam, roller, two plungers) systems,
the SCV (Suction Control Valve), the fuel temperature sensor, and the feed pump (vane type), and is actuated with
half the engine rotation.
• The pumping mechanism consists of an inner cam and a plunger, and forms a tandem configuration in which two sys-
tems are arranged axially. This makes the supply pump compact and reduces the peak torque.
• The quantity of fuel discharged to the rail is controlled by the fuel suction quantity using SCV (Suction Control Valve)
control. In order to control the discharge quantity with the suction quantity, excess pumping operations are eliminated,
reducing the actuation load and suppressing the rise in fuel temperature.
Fuel Temperature Sensor

Delivery Valve Overflow
SCV Fuel Suction (From Fuel Tank)
(Suction Control
Valve) Regulating Valve
Feed Pump
Check Valve Roller Plunger
Inner Cam Q000818E
Operation Section
1– 19
(2) Supply Pump Actuating Torque

• Because the pumping mechanism is a tandem configuration, its peak actuating torque is one-half that of a single
pump with the same discharge capacity.
Single Type Tandem Type
Pumping
Pumping Plunger 2 Plunger 1
Composition
Feed
Feed
Pumping Suction Solid Line : Plunger 1

Torque (Oil Pumping Rate)
Torque (Oil Pumping Rate)

Pumping
Broken Line: Plunger 2
Torque Pattern
Q000819E
Operation Section
1– 20
(3) Exploded View
Regulating Valve
Camshaft
Inner Cam
Roller
Pump Body
Feed Pump
Shoe
Delivery Valve
SCV (Suction Control Valve)
Check Valve
Q000820E
Operation Section
1– 21
(4) Component Part Functions

Feed Pump Draws fuel from the fuel tank and feeds it to the pumping mechanism.
Regulating Valve Regulates internal fuel pressure in the supply pump.
SCV (Suction Control Valve) Controls the quantity of fuel that is fed to the plunger in order to control fuel
pressure in the rail.
Pumping Inner Cam Actuates the plunger.
Mechanism Roller Actuates the plunger.
Delivery Valve Maintains high pressure by separating the pressurized area (rail) from the
pumping mechanism.
Fuel Temperature Sensor Detects the fuel temperature.
Check Valve Prevents the pressurized fuel in the pumping mechanism from flowing back
into the suction side.
Feed Pump
• The feed pump is a four-vaned type that draws fuel from the fuel tank and discharges it to the pumping mechanism.
The rotation of the drive shaft causes the feed pump rotor to rotate and the vane to move by sliding along the inner
surface of the casing (eccentric ring). Along with the rotation of the rotor, the pump draws fuel from the fuel tank, and
discharges it to the SCV and the pumping mechanism. To keep the vane pressed against the inner circumference, a
spring is provided inside each vane, in order to minimize fuel leakage within the pump.
Eccentric Ring
Spring
Rotor
Vane
Front Cover Rear Cover

Q000821E
Regulating Valve
• The purpose of the regulating valve is to control the feed pressure (fuel pumping pressure) sending fuel to the pump-
ing mechanism. As the rotational movement of the pump increases and the feed pressure exceeds the pressure set
at the regulating valve, the valve opens by overcoming the spring force, allowing the fuel to return to the suction side.
Regulating Valve Suction Inlet

Regulating Valve
Regulating Valve Body
Open Valve Pressure Characteristic
(Pumping Pressure)
Open Valve
Filter
Feed Pressure
Pressure High
Spring
Open Valve
Piston Pressure Low
Speed
Feed Pump Feed Pump
Bushing
(Discharge Side) (Suction Side) Q000822E
Operation Section
1– 22
SCV: Suction Control Valve

• A solenoid type valve has been adopted. The ECU controls the duration of the current applied to the SCV in order to
control the quantity of fuel drawn into the pumping mechanism. Because only the quantity of fuel required to achieve
the target rail pressure is drawn in, the actuating load of the supply pump decreases, thus improving fuel economy.
Stopper Coil
Needle Valve
Spring
Q000823E
SCV ON
- When current is applied to the coil, it pulls the needle valve upward, allowing fuel to be drawn into the pumping
mechanism of the supply pump.
To Pump Pumping Mechanism
From Feed Pump Q000824E
SCV OFF
- When current is no longer applied to the coil, the needle valve closes and stops the suction of fuel.
From Feed Pump

Q000825E
Operation Section
1– 23
Pumping Mechanism (Plunger, Inner Cam, Roller)

• The pumping mechanism is made up of the plunger, inner cam, and roller, and it draws in the fuel discharged by the
feed pump and pumps it to the rail. Because the drive shaft and the inner cam have an integral construction, the ro-
tation of the drive shaft directly becomes the rotation of the inner cam.
• Two plunger systems are arranged in series (tandem type) inside the inner cam. Plunger 1 is situated horizontally,
and plunger 2 is situated vertically. Plunger 1 and plunger 2 have their suction and compression strokes reversed
(when one is on the intake, the other is discharging), and each plunger discharges twice for each one rotation, so for
one rotation of the supply pump, they discharge a total of four times to the rail.
Plunger 1 Plunger 2
(Horizontal) (Vertical)
Plunger Length Combination

· Plunger 1: Medium + Medium
· Plunger 2: Short + Long
Roller
Inner Cam Roller Diameter: 9
(Cam Lift: 3.4mm) Roller Length: 21mm
Material: Reinforced Ceramic
Plunger 1
Cam 90 Rotation
Plunger 2
Plunger 1: Start of Suction Plunger 1: Start of Pumping

Plunger 2: Start of Pumping Plunger 2: Start of Suction Q000826E
Delivery Valve
• The delivery valve, which contains two valve balls, delivers the pressurized fuel from plungers 1 and 2 to the rail in
alternating strokes. When the pressure in the plunger exceeds the pressure in the rail, the valve opens to discharge
fuel.
From Plunger 1
To Rail
From Plunger 2
Pin Guide Stopper Holder

Gasket Valve Ball
· When Plunger 1 Pumping · When Plunger 2 Pumping
Q000827E
Operation Section
1– 24

• The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a thermistor in which
the electric resistance changes with the temperature in order to detect the fuel temperature.
Thermistor
Resistance - Temperature
Characteristic
Resistance Value
Temperature
Q000828E
Check Valve
• The check valve, which is located between the SCV (Suction Control Valve) and the pumping mechanism, prevents
the pressurized fuel in the pumping mechanism from flowing back into the SCV.
Pump Housing Spring Valve
To Pumping Mechanism
Stopper To SCV Plug Q000829E
Check Valve Open

- During fuel suction (SCV ON), the feed pressure opens the valve, allowing fuel to be drawn into the pumping mech-
anism.
To Pumping Mechanism
From SCV
Q000830E
Check Valve Closed

- During fuel pumping (SCV OFF), the pressurized fuel in the pumping mechanism closes the valve, preventing fuel
from flowing back into the SCV.
From Pumping Mechanism
Q000831E
Operation Section
1– 25

• Fuel is suctioned by the feed pump from the fuel tank and sent to the SCV. At this time, the regulating valve adjusts
the fuel pressure to below a certain level. Fuel sent to the feed pump has the required discharge quantity adjusted by
the SCV and enters the pumping mechanism through the check valve. The fuel pumped by the pumping mechanism
is pumped through the delivery valve to the rail.
Overflow Orifice
Regulating Valve
From Fuel Tank To Tank Delivery Valve
To Rail
Cam
SCV1
Check Valve 1
Check Valve 2
Head
SCV2
Feed Pump
Plunger
Q000832E
Operation Section
1– 26
Fuel Discharge Quantity Control

• The diagram below shows that the suction starting timing (SCV (Suction Control Valve) ON) is constant (determined
by the pump speed) due to the crankshaft position sensor signal. For this reason, the fuel suction quantity is controlled
by changing the suction ending timing (SCV OFF). Hence, the suction quantity decreases when the SCV is turned
OFF early and the quantity increases when the SCV is turned OFF late.
• During the intake stroke, the plunger receives the fuel feed pressure and descends along the cam surface. When the
SCV turns OFF (suction end), the feed pressure on the plunger ends and the descent stops. Since the suction quantity
varies, when suction ends (except for maximum suction) the roller separates from the cam surface.
• When the drive shaft rotates and the cam peak rises and the roller comes in contact with the cam surface again, the
plunger is pressed by the cam and starts pumping. Since the suction quantity = the discharge quantity, the discharge
quantity is controlled by the timing with which the SCV is switched OFF (suction quantity).
Crankshaft 360 CR
Angle
TDC #1 TDC #3 TDC #4 TDC #2
Compression
Top Dead Center
Cylinder Recognition
Sensor Signal
0 2 4 6 8 101214 16 0 2 4 6 8 101214 0 2 4 6 8 101214 16 0 2 4 6 8 101214
Crankshaft Position
Sensor Signal Increased Suction
Quantity
ON Suction Suction
SCV 1
OFF
Suction Decreased Suction Suction
ON
SCV 2 Quantity
OFF
Delivery Valve
Discharge
Horizontal
Cam Lift
Pumping Suction Pumping Suction
Vertical
Cam Lift
Pumping Suction Pumping Suction
Fuel Fuel
SCV
ON OFF OFF OFF
Check Valve
Fuel
Plunger Delivery Valve
Roller
Suction Pumping
Start of Suction End of Suction Start of Pumping End of Pumping

Q000833E
Operation Section
1– 27
3.3 HP3 Type

• The supply pump is primarily composed of the pump unit (eccentric cam, ring cam, two plungers), the SCV (suction
control valve), the fuel temperature sensor and the feed pump (trochoid type), and is actuated at 1/1 or 1/2 the engine
rotation.
• The two compact pump unit plungers are positioned symmetrically above and below on the outside of the ring cam.
• The fuel discharge quantity is controlled by the SCV, the same as for the HP2, in order to reduce the actuating load
and suppress the rise in fuel temperature. In addition, there are two types of HP3 SCV: the normally open type (the
suction valve opens when not energized) and the normally closed type (the suction valve is closed when not ener-
gized).
• With a DPNR system (Diesel Particulate NOx Reduction) system, there is also a flow damper. The purpose of this
flow damper is to automatically shut off the fuel if a leak occurs in the fuel addition valve passage within the DPNR.
Suction Valve
Plunger
Feed Pump
Ring Cam SCV (Suction Control Valve) Fuel Temperature Sensor
Delivery Valve
Q000835E
Operation Section
1– 28
(2) Exploded View
Delivery Valve
Element Sub-Assembly
Delivery Valve
Plunger
Feed Pump
Regulating Valve
SCV
(Suction Control Valve)
Ring Cam Pump Housing

Plunger
Eccentric Cam
Camshaft
Delivery Valve
Element Sub-Assembly
Q000836E
Operation Section
1– 29

Feed Pump Draws fuel from the fuel tank and feeds it to the plunger.
Regulating Valve Regulates the pressure of the fuel in the supply pump.
SCV (Suction Control Valve) Controls the quantity of fuel that is fed to the plungers.
Pump Unit Eccentric Cam Actuates the ring cam.
Ring Cam Actuates the plunger.
Delivery Valve Prevents reverse flow from the rail of the fuel pumped from the plunger.
Feed Pump
• The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the
two plungers via the fuel filter and the SCV (Suction Control Valve). The drive shaft actuates the outer/inner rotors of
the feed pump, thus causing the rotors to start rotating. In accordance with the space that increases and decreases
with the movement of the outer and inner rotors, the feed pump draws fuel into the suction port and pumps fuel out
the discharge port.
Outer Rotor To Pump Chamber
Suction Port Discharge Port
Inner Rotor
From Fuel Tank Q000770E
Regulating Valve
• The regulating valve keeps the fuel feed pressure (discharge pressure) below a certain level. If the pump speed in-
creases and the feed pressure exceeds the preset pressure of the regulating valve, the valve opens by overcoming
the spring force in order to return the fuel to the suction side.
Pump Housing
Bushing
Piston
Feed Pump Spring
SCV
Plug
Q000837E
Operation Section
1– 30
Suction Control Valve (SCV)

• In contrast to the HP2, the SCV for the HP3 supply pump is equipped with a linear solenoid valve. The fuel flow vol-
ume supplied to the high-pressure plunger is controlled by adjusting the engine ECU supplies power to the SCV (duty
ratio control). When current flows to the SCV, the internal armature moves according to the duty ratio. The armature
moves the needle valve, controlling the fuel flow volume according to the amount that the valve body fuel path is
blocked. Control is performed so that the supply pump suctions only the necessary fuel quantity to achieve the target
rail pressure. As a result, the supply pump actuation load is reduced.
• There are two types of HP3 SCV: the normally open type (the suction valve opens when not energized) and the nor-
mally closed type (the suction valve is closed when not energized). The operation of each type is the reverse of that
of the other.
• In recent years, a compact SCV has been developed. Compared to the conventional SCV, the position of the return
spring and needle valve in the compact SCV are reversed. For this reason, operation is also reversed.
Normally Open Type

- When the solenoid is not energized, the return spring pushes against the needle valve, completely opening the fuel
passage and supplying fuel to the plungers. (Total quantity suctioned → Total quantity discharged)
- When the solenoid is energized, the armature pushes the needle valve, which compresses the return spring and
closes the fuel passage. In contrast, the needle valve in the compact SCV is pulled upon, which compresses the
return spring and closes the fuel passage.
- The solenoid ON/OFF is actuated by duty ratio control. Fuel is supplied in an amount corresponding to the open
surface area of the passage, which depends on the duty ratio, and then is discharged by the plungers.
Conventional SCV Return Spring Solenoid
Valve Body
Needle Valve
External View Cross Section Q002340E
Compact SCV Solenoid

Valve Body
Return Spring
Needle Valve
External View Cross Section
Q002309E
Operation Section
1– 31
Duty Ratio Control

- The engine ECU outputs sawtooth wave signals with a constant frequency. The value of the current is the effective
(average) value of these signals. As the effective value increases, the valve opening decreases, and as the effec-
tive value decreases, the valve opening increases.
Low Suction Quantity High Suction Quantity

Actuating Voltage
ON
OFF
Current
Average Current Difference
QD0710E
When the SCV Energized Duration (Duty ON Time) is Short

- When the SCV energization time is short, the average current flowing through the solenoid is small. As a result, the
needle valve is returned by spring force, creating a large valve opening. Subsequently, the fuel suction quantity
increases.
Conventional SCV
Feed Pump
SCV
Large Valve Needle

Opening Valve
Q002341E
Operation Section
1– 32
Compact SCV Feed Pump
Large
Needle Valve Opening
Q002321E
When the SCV Energized Duration (Duty ON Time) is Long

- When the energization time is long, the average current flowing to the solenoid is large. As a result, the needle
valve is pressed out (in the compact SCV, the needle valve is pulled), creating a small valve opening. Subsequently,
the fuel suction quantity decreases.
Conventional SCV
SCV
Feed Pump
Small Needle
Opening Valve
Q002342E
Operation Section
1– 33
Compact SCV
SCV
Feed Pump
Small Valve
Needle Valve
Opening
Q002322E
Operation Section
1– 34
Normally Closed Type

- When the solenoid is energized, the needle valve is pressed upon (in the compact SCV, the cylinder is pulled upon)
by the armature, completely opening the fuel passage and supplying fuel to the plunger. (Total quantity suctioned
→ Total quantity discharged)
- When power is removed from the solenoid, the return spring presses the needle valve back to the original position,
closing the fuel passage.
- The solenoid ON/OFF is actuated by duty ratio control. Fuel is supplied in an amount corresponding to the open
surface area of the passage, which depends on the duty ratio, and then is discharged by the plungers.
Conventional SCV Return Spring Solenoid
Needle Valve Valve Body

Q002343E
Compact SCV Valve Body Solenoid
Return Spring
Needle Valve
Q002323E
Duty Ratio Control

- The engine ECU outputs sawtooth wave signals with a constant frequency. The value of the current is the effective
(average) value of these signals. As the effective value increases, the valve opening increases, and as the effective
value decreases, the valve opening decreases.
High Suction Quantity Low Suction Quantity

Actuating Voltage
ON
OFF
Current
Average Current Difference
Q000844E
Operation Section
1– 35
When the SCV Energized Duration (Duty ON Time) is Long

- When the energization time is long, the average current flowing to the solenoid is large. As a result, the needle
valve is pushed out (in the compact SCV, the needle valve is pulled), creating a large valve opening. Subsequently,
the fuel suction quantity increases.
Conventional SCV
Feed Pump SCV
Needle Large
Valve Opening
Q002344E
Compact SCV
SCV
Feed Pump
Large Valve Needle

Opening Valve
Q002324 E
Operation Section
1– 36
When the SCV Energized Duration (Duty ON Time) is Short

- When the energization time is short, the average current flowing through the solenoid is small. As a result, the nee-
dle valve is returned to the original position by spring force, creating a small valve opening. Subsequently, the fuel
suction quantity decreases.
Conventional SCV
Feed Pump SCV
Needle Small
Valve Opening
Q002345E
Compact SCV
SCV
Feed Pump
Small Valve Needle

Opening Valve
Q002325E
Operation Section
1– 37
Pump Unit (Eccentric Cam, Ring Cam, Plunger)

• The eccentric cam is attached to the camshaft and the ring cam is installed on the eccentric cam. There are two plung-
ers at positions symmetrical above and below the ring cam.
Plunger A
Ring Cam
Camshaft
Feed Pump
Eccentric Cam Plunger B

Q000845E
• Because the rotation of the camshaft makes the eccentric cam rotate eccentrically, the ring cam follows this and
moves up and down, and this moves the two plungers reciprocally. (The ring cam itself does not rotate.)
Eccentric Cam
Ring Cam
Camshaft
Q000846E
Operation Section
1– 38
Delivery Valve
• The delivery valve for the HP3 has an integrated element and is made up of the check ball, spring, and holder. When
the pressure at the plunger exceeds the pressure in the rail, the check ball opens to discharge the fuel.
Check Ball
Element
Spring Holder
Plunger
Q000847E

• The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a thermistor in which
the electric resistance changes with the temperature in order to detect the fuel temperature.
Thermistor Characteristic
Resistance Value
Temperature
Q000848E
Operation Section
1– 39

• The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV. At this time, the regulating valve adjusts
the fuel pressure to below a certain level. The fuel sent from the feed pump has the required discharge quantity ad-
justed by the SCV, and enters the pump unit through the suction valve. The fuel pumped by the pump unit is pumped
through the delivery valve to the rail.
Inject Rail
Suction Pressure
Feed Pressure
Suction Valve High Pressure
Discharge Valve Return Pressure
From Pump Plunger
Return Spring
To Rail
Return
Combustion Overflow
Regulating Valve
Filter Feed Pump
Camshaft Fuel Intake Port
Suction
Fuel Filter
(With Priming Pump)
Fuel Tank
Q000849E
Operation Section
1– 40
Operation
• The discharge quantity is controlled by SCV control, the same as for the HP2, however it differs from the HP2 in that
the valve opening is adjusted by duty ratio control.
• In the intake stroke, the spring makes the plunger follow the movement of the ring cam, so the plunger descends to-
gether with the ring cam. Thus, unlike the HP2, the plunger itself also suctions in fuel. When the suctioned fuel passes
through the SCV, the flow quantity is controlled to the required discharge quantity by the valve opening and enters
the pump main unit.
• The quantity of fuel adjusted by the SCV is pumped during the pumping stroke.
Suction Valve Delivery Valve
Plunger A
Eccentric Cam
Ring Cam
SCV
Plunger B
Plunger A: End of Compression Plunger A: Start of Suction

Plunger B: End of Suction Plunger B: Start of Compression
Plunger A: Start of Compression Plunger A: End of Suction

Plunger B: Start of Suction Plunger B: End of Compression
QD0707E
Operation Section
1– 41
3.4 HP4 Type

• The HP4 basic supply pump construction is the same as for the HP3. The composition is also the same as the HP3,
being made up of the pump unit (eccentric cam, ring cam, plunger), the SCV (suction control valve), the fuel temper-
ature sensor, and the feed pump. The main difference is that there are three plungers.
• Because there are three plungers, they are positioned at intervals of 120? around the outside of the ring cam. In ad-
dition, the fuel delivery capacity is 1.5 times that of the HP3.
• The fuel discharge quantity is controlled by the SCV, the same as for the HP3.
SCV (Suction Control Valve) Fuel Temperature Sensor
Delivery Valve
Feed Pump
Plunger
Suction Valve
Eccentric Cam
Q000850E
Operation Section
1– 42
(2) Exploded View
SCV
IN
Filter
Feed Pump
Regulating Valve
OUT
Pump Body
Ring Cam
Camshaft
Q000457E
Operation Section
1– 43

Feed Pump Draws fuel from the fuel tank and feeds it to the plunger.
Regulating Valve Regulates the pressure of the fuel in the supply pump.
SCV (Suction Control Valve) Controls the quantity of fuel that is fed to the plungers.
Eccentric Cam Actuates the ring cam.
Pump Unit Ring Cam Actuates the plunger.
Suction Valve Prevents reverse flow of compressed fuel into the SCV.
Delivery Valve Prevents reverse flow from the rail of the fuel pumped from the plunger.
• The HP4 supply pump component parts and functions are basically the same as for the HP3. The explanations below
only cover those points on which the HP4 differs from the HP3. For other parts, see the appropriate item in the expla-
nation of the HP3.
Pump Unit (Eccentric Cam, Ring Cam, Plunger)
• A triangular ring cam is installed on the eccentric cam on the drive shaft, and three plungers are installed to the ring
cam at intervals of 120°.
Plunger
Camshaft
Eccentric Cam
Ring Cam
Q000851E
Operation Section
1– 44
• Because the rotation of the camshaft makes the eccentric cam rotate eccentrically, the ring cam follows this and this
moves the three plungers reciprocally. (The ring cam itself does not rotate.)
Plunger #1 Ring Cam
Plunger #2
End of Pumping
Pumping
Eccentric Cam
Camshaft
Camshaft Camshaft
Rotate 120 Clockwise Suction Rotate 120 Clockwise
Plunger #3
Pumping Suction End of Pumping

Suction
Camshaft
Rotate 120 Clockwise
End of Pumping Pumping
D000852E
Operation Section
1– 45

• The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV. At this time, the regulating valve adjusts
the fuel pressure to below a certain level. The fuel sent from the feed pump has the required discharge quantity ad-
justed by the SCV, and enters the pump unit through the suction valve. The fuel pumped by the pump unit is pumped
through the delivery valve to the rail.
Feed Pump from Fuel Tank (Suction)

SCV from Feed Pump (Low Pressure)
Pump Unit from SCV (Low-Pressure Adjustment Complete)
From Pump Unit to Rail (High Pressure)
SCV
Camshaft
To Rail
From Fuel
Tank Feed Pump
Ring Cam
Plunger
Delivery Valve
Suction Valve
Q000853E
Operation
• The discharge quantity is controlled by the SCV. As with the HP3, the valve opening is adjusted by duty ratio control.
The only difference from the HP3 is the shape of the pump unit. Operation and control are basically the same. For
details on operation and control, see the explanation of the HP3.
Operation Section
1– 46
4. RAIL DESCCRIPTION
4.1 Rail Functions and Composition

z The function of the rail is to distribute fuel pressurized by the supply pump to each cylinder injector.
z The shape of the rail depends on the model and the component parts vary accordingly.
z The component parts are the rail pressure sensor (Pc sensor), pressure limiter, and for some models a flow damper and
pressure discharge valve.
Pressure Limiter
Rail Flow Damper
Rail Pressure Sensor (Pc Sensor)
Rail
Pressure Limiter Rail Pressure Sensor (Pc Sensor)
Q000854E
4.2 Component Part Construction and Operation

Rail Stores pressurized fuel that has been pumped from the supply pump and distrib-
utes the fuel to each cylinder injector.
Pressure Limiter Opens the valve to release pressure if the pressure in the rail becomes abnormally
high.
Rail Pressure Sensor (Pc Sensor) Detects the fuel pressure in the rail.
Flow Damper Reduces the pressure pulsations of fuel in the rail. If fuel flows out excessively, the
damper closes the fuel passage to prevent further flow of fuel. Mostly used with
engines for large vehicles.
Pressure Discharge Valve Controls the fuel pressure in the rail. Mostly used with engines for passenger cars.
Operation Section
1– 47
(1) Pressure Limiter

• The pressure limiter opens to release the pressure if abnormally high pressure is generated. If pressure within the rail
becomes abnormally high, the pressure limiter operates (opens). It resumes operation (closes) after the pressure falls
to a certain level. Fuel released by the pressure limiter returns to the fuel tank.
< NOTE >

The operating pressures for the pressure limiter depend on the vehicle model and are approximately 140-230MPa for
the valve opening pressure, and approximately 30-50MPa for the valve closing pressure.
Leak
(To Fuel Tank)
Pressure Limiter
Abnormally High Pressure

Valve Open
Valve Close
Return
Rail Pressure Q000855E
(2) Rail Pressure Sensor (Pc Sensor)

• The rail pressure sensor (Pc sensor) is installed on the rail. It detects the fuel pressure in the rail and sends a signal
to the engine ECU. This is a semi-conductor sensor that uses the piezo-electric effect of the electrical resistance vary-
ing when pressure is applied to a silicon element.
Sensor Wiring Diagram Output - Common Rail

Voltage Pressure Characteristic
Vout Vcc=5V
Vcc
+5V
Output Voltage
Vout
Pc ECU
GND
GND Vout Vcc
Rail Pressure
Q000856E
• There are also rail pressure sensors that have dual systems to provide a backup in case of breakdown. The output
voltage is offset.
E2S PR2 VCS VC Vout/Vcc

+5V Vcc=5V
VCS
PR
Output Voltage 1
Output Voltage 2
ECU
Pc PR2 ECU
Sensors
E2
E2S
VC PR E2 Rail Pressure
Q000857E
Operation Section
1– 48
(3) Flow Damper

• The flow damper reduces the pressure pulsations of the fuel in the pressurized pipe and supplies fuel to the injectors
at a stabilized pressure. The flow damper also presents abnormal discharge of fuel by shutting off the fuel passage
in the event of excess fuel discharge, for example due to fuel leaking from an injection pipe or injector. Some flow
dampers combine a piston and ball, and some have only a piston.
Type Combining Piston and Ball Piston-Only Type
Piston Ball Piston Seat
Seat Spring Spring

Q000858E
Operation of Piston-and-Ball Type

- When a pressure pulse occurs in a high-pressure pipe, the resistance of it passing through the orifice disrupts the
balance between the rail side and injector side pressures, so the piston and ball move to the injector side, absorbing
the pressure pulse. With normal pressure pulses, since the rail side and injector side pressures are soon balanced,
the piston and ball are pushed back to the rail side by the spring. If there is an abnormal discharge, for example
due to an injector side fuel leak, the amount of fuel passing through the orifice cannot be balanced out and the pis-
ton presses the ball against the seat, so the passage for fuel to the injector is shut off.
· During Pressure Pulse Absorption · Fuel Cut-Off

Piston Ball
Spring Seat
Q000859E
Operation of Piston-Only Type

- The piston contacts the seat directly and the piston shuts off the fuel passage directly. Operation is the same as for
the piston-and-ball type.
· During Pressure Pulse Absorption · Fuel Cut-Off

Piston Seat
Spring
Q000860E
Operation Section
1– 49
(4) Pressure Discharge Valve

• The pressure discharge valve controls the fuel pressure in the rail. When rail fuel pressure exceeds the target injection
pressure, or when the engine ECU judges that rail fuel pressure exceeds the target value, the pressure discharge
valve solenoid coil is energized. This opens the pressure discharge valve passage, allowing fuel to leak back to the
fuel tank, and reducing rail fuel pressure to the target pressure.
Solenoid Coil
Rail
Operating
ON
ECU
To Fuel tank
Q000861E
Operation Section
1– 50
5. INJECTOR DESCRIPTION
5.1 General Description

z The injector injects the pressurized fuel in the rail into the engine combustion chamber at the optimal injection timing,
injection quantity, injection rate, and injection pattern, in accordance with signals from the ECU.
z Injection is controlled using a TWV (Two-Way Valve) and orifice. The TWV controls the pressure in the control chamber
to control the start and end of injection. The orifice controls the injection rate by restraining the speed at which the nozzle
opens.
z The command piston opens and closes the valve by transmitting the control chamber pressure to the nozzle needle.
z When the nozzle needle valve is open, the nozzle atomizes the fuel and injects it.
z There are three types of injectors: the X1, X2, and G2.
TWV
Orifice
ECU
Control Chamber Portion
Rail
Command Piston
Nozzle Needle
Supply Pump
Nozzle
Q000862E
Operation Section
1– 51
5.2 Injector Construction and Features

z The injector consists of a nozzle similar to the conventional "nozzle & nozzle holder", an orifice that controls the injection
rate, the command piston, and a TWV (two-way solenoid valve). The basic construction is the same for the X1, X2, and
G2 types.
(1) X1 Type
• Precision control is attained through electronic control of the injection. The TWV comprises two valves: the inner valve
(fixed) and the outer valve (movable).
Solenoid
TWV
Inner Valve
Outer Valve
Command Piston
Orifice 1 Orifice 2 Nozzle
Q000863E
Operation Section
1– 52
(2) X2 Type
• By reducing the injector actuation load, the injector has been made more compact and energy efficient, and its injec-
tion precision has been improved. The TWV directly opens and closes the outlet orifice.
Solenoid Control
Hollow Screw with Damper Valve Chamber From Rail
O-ring
Command Piston
Nozzle Spring
Pressure Pin
Seat
Leak Passage High-Pressure Fuel

Nozzle Needle
Q000864E
Operation Section
1– 53
(3) G2 Type
• To ensure high pressure, the G2 type has improved pressure strength, sealing performance and pressure wear re-
sistance. It also has improved high-speed operability, enabling higher-precision injection control and multi-injection.
To Fuel Tank
Connector
Solenoid Valve
From Rail
Command Piston
Nozzle Spring
Pressure Pin
Nozzle Needle
Seat Leak Passage
Q000865E
< NOTE >

Multi-injection means that for the purpose of reducing exhaust gas emissions and noise, the main injection is accom-
plished with one to five injections of fuel without changing the injection quantity.
Example : Pattern with Five Injections
Main Injection
Injection Quantity
Pilot Injection Pre-Injection After-Injection Post-Injection
Time Q000866E
Operation Section
1– 54
5.3 Injector Operation

z The injector controls injection through the fuel pressure in the control chamber. The TWV executes leak control of the
fuel in the control chamber to control the fuel pressure within the control chamber. The TWV varies with the injector type.
Non-Injection
• When the TWV is not energized, the TWV shuts off the leak passage from the control chamber, so the fuel pressure
in the control chamber and the fuel pressure applied to the nozzle needle are both the same rail pressure. The nozzle
needle thus closes due to the difference between the pressure-bearing surface area of the command piston and the
force of the nozzle spring, and fuel is not injected. For the X1 type, the leak passage from the control chamber is shut
off by the outer valve being pressed against the seat by the force of the spring, and the fuel pressure within the outer
valve. For the X2/G2 types, the control chamber outlet orifice is closed directly by the force of the spring.
Injection
• When TWV energization starts, the TWV valve is pulled up, opening the leak passage from the control chamber.
When this leak passage opens, the fuel in the control chamber leaks out and the pressure drops. Because of the drop
in pressure within the control chamber, the pressure on the nozzle needle overcomes the force pressing down, the
nozzle needle is pushed up, and injection starts. When fuel leaks from the control chamber, the flow quantity is re-
stricted by the orifice, so the nozzle opens gradually. The injection rate rises as the nozzle opens. As current continues
to be applied to the TWV, the nozzle needle eventually reaches the maximum amount of lift, which results in the max-
imum injection rate. Excess fuel is returned to the fuel tank through the path shown.
End of Injection
• When TWV energization ends, the valve descends, closing the leak passage from the control chamber. When the
leak passage closes, the fuel pressure within the control chamber instantly returns to the rail pressure, the nozzle
closes suddenly, and injection stops.
X2 · G2
Leak Passage
Solenoid To Fuel Tank
TWV Inner
Actuating Valve Actuating Actuating
X1
Current Current Current
Outer Valve
TWV
Rail
Leak
Outlet Orifice Passage
Control Outlet Orifice Control Control
Inlet Orifice Chamber Chamber Chamber
Pressure Pressure Pressure
Command
Piston
Injection Rate Injection Rate Injection Rate
Nozzle
Non-Injection Injection End of Injection

Q000867E
Operation Section
1– 55
5.4 Injector Actuation Circuit

z In order to improve injector responsiveness, the actuation voltage has been changed to high voltage, speeding up both
solenoid magnetization and the response of the TWV. The EDU or the charge circuit in the ECU raises the respective
battery voltage to approximately 110V, which is supplied to the injector by signal from the ECU to actuate the injector.
EDU Actuation
EDU
Constant
Amperage Circuit
Charging Circuit
High Voltage
Injector Generation Circuit
INJ#1 (No.1 Cylinder)
Actuating Current
IJt
ECU
INJ#3 (No.4 Cylinder) IJf

Control
Circuit
ECU Direct Actuation

Common 2 ECU Constant
Amperage Circuit
Common 1 Constant
Amperage Circuit
Injector High Voltage Generation Circuit

2WV#1 (No.1 Cylinder)
Actuating Current
Q000868E
Operation Section
1– 56
5.5 Other Injector Component Parts

(1) Hollow Screw with Damper
• The hollow screw with damper enhances injection quantity accuracy, by reducing the back-pressure pulsations (pres-
sure fluctuations) of the leak fuel. In addition, it minimizes the back-pressure dependence (the effect of the pressure
in the leak pipe changing the injection quantity even though the injection command is the same) of the fuel in the leak
pipe.
Hollow Screw with Damper
O-ring
Damper
O-ring
To Fuel tank
Q000869E
(2) Connector with Correction Resistor

• The connector with correction resistor has a built-in correction resistor in the connector section to minimize injection
quantity variation among the cylinders.
Correction Resistor Terminal
Solenoid Terminal
Q000870E
Operation Section
1– 57
(3) Injector with QR Codes

• QR (Quick Response) codes have been adopted to enhance correction precision. The QR code, which contains the
correction data of the injector, is written to the engine ECU. QR codes have resulted in a substantial increase in the
number of fuel injection quantity correction points, greatly improving injection quantity precision.
· QR Code Correction Points (Example)

Pressure
QR Codes Parameter
Injection Quantity
10EA01EB
13EA01EB
0300 0000
0000 BC ID Codes
Actuating Pulse Width TQ Q000871E
< NOTE >

QR codes are a new two-dimensional code that was developed by DENSO. In addition to injection quantity correction
data, the code contains the part number and the product number, which can be read at extremely high speeds.
Operation Section
1– 58
Handling Injectors with QR Codes (Reference)

- Injectors with QR codes have the engine ECU recognize and correct the injectors, so when an injector or the engine
ECU is replaced, it is necessary to register the injector's ID code in the engine ECU.
Replacing the Injector

- It is necessary to register the ID code of the injector that has been replaced in the engine ECU.
"No correction resistance, so no electrical recognition capability."
Spare Injector
Engine ECU
* Necessary to record the injector ID codes in the Engine ECU.
QD1536E
Replacing the Engine ECU

- It is necessary to register the ID codes of all the vehicle injectors in the engine ECU.
"No correction resistance, so no electrical recognition capability."
Vehicle-Side Injector Spare Engine ECU
* Necessary to record the injector ID codes in the Engine ECU.
Q000985E
Operation Section
1– 59
6. DESCRIPTION OF CONTROL SYSTEM COMPONENTS
6.1 Engine Control System Diagram (Reference)
Ignition Switch Signal

Supply Pump
Starter Signal
Warm-Up Switch Signal PCV(HP0)
Vehicle Speed Signal SCV(HP2·3·4)
TDC(G) Sensor Fuel Temperature
Engine ECU (HP0) Sensor (HP2·3·4)
Charge
Circuit
EDU
Pressure Limiter
Rail Flow Damper
Rail Pressure Sensor (Large Vehicles)
Intake Air
Temperature
Airflow Meter Sensor
(with Intake Air Temperature Sensor)
E-VRV for EGR
To Fuel Tank
Fuel Temperature Sensor (HP0) Intake Air

Pressure Sensor
Injector
EGR Shut-Off VSV Coolant Temperature Sensor

(TDC (G) Sensor: HP2, 3, 4)
Crankshaft Position Sensor Flywheel

(Engine Speed Sensor)
Supply Pump
PCV TDC (G) Sensor Fuel Temperature Sensor

SCV
SCV SCV

HP0 HP2 HP3 HP4
Q000874E
Operation Section
1– 60
6.2 Engine ECU (Electronic Control Unit)

z The engine ECU constantly ascertains the status of the engine through signals from the sensors, calculates fuel injec-
tion quantities etc. appropriate to the conditions, actuates the actuators, and controls to keep the engine in an optimal
state. The injectors are actuated by either the EDU or the charge circuit in the engine ECU. This actuation circuit de-
pends on the specifications of the model it is mounted in. The ECU also has a diagnosis function for recording system
troubles.
Sensors Engine ECU Actuators
Actuation Circuit
EDU
or
Charge Circuit Injector
(TDC (G) Sensor)
(Built into ECU)

Engine ECU
Supply Pump
(PCV : HP0, SCV : HP2 · HP3 · HP4)
Other Sensors Other Actuators
Q000875E
6.3 EDU (Electronic Driving Unit)

(1) General Description
• An EDU is provided to enable high-speed actuation of the injectors. The EDU has a high-voltage generation device
(DC/DC converter) and supplies high voltage to the injectors to actuate the injectors at high speed.
Actuation Signal
Actuation Output
ECU EDU
Check Signal
Q000876E
Operation Section
1– 61
(2) Operation
• The high-voltage generating device in the EDU converts the battery voltage into high voltage. The ECU sends signals
to terminals B through E of the EDU in accordance with the signals from the sensors. Upon receiving these signals,
the EDU outputs signals to the injectors from terminals H through K. At this time, terminal F outputs the IJf injection
verification signal to the ECU.
+B COM
A L
High Voltage
Generation Circuit
IJt#1 H
B IJt#1
IJt#2 I
C IJt#2
IJt#3 Control Circuit
ECU J
D IJt#3
IJt#4 K
E IJt#4
IJf
F
G M
GND GND
Q000877E
6.4 Various Sensors

Various Sensor Functions
Sensor Functions
Crankshaft Position Sensor Detects the crankshaft angle and outputs the engine speed signal.
Cylinder Recognition Sensor Identifies the cylinders.
(TDC (G) Sensor)
Accelerator Position Sensor Detects the opening angle of the accelerator pedal.
Intake Air Temperature Sensor Detects the temperature of the intake air after it has passed through the turbo-
charger.
Mass Airflow Meter Detects the flow rate of the intake air. It also contains an intake air temperature sen-
sor that detects the temperature of the intake air (atmospheric temperature).
Coolant Temperature Sensor Detects the engine coolant temperature.
Intake Air Pressure Sensor Detects the intake air pressure.
Atmospheric Pressure Sensor Detects the atmospheric pressure.
Operation Section
1– 62
(1) Crankshaft Position Sensor (Engine Speed Sensor) and Cylinder Recognition Sensor
{TDC (G) Sensor}
Crankshaft Position Sensor (Engine Speed Sensor)
• The crankshaft position sensor is installed near the crankshaft timing gear or the flywheel. The sensor unit is a MPU
(magnetic pickup) type. When the engine speed pulsar gear installed on the crankshaft passes the sensor section,
the magnetic field of the coil within the sensor changes, generating AC voltage. This AC voltage is detected by the
engine ECU as the detection signal. The number of pulses for the engine speed pulsar depends on the specifications
of the vehicle the sensor is mounted in.
Cylinder Recognition Sensor {TDC (G) Sensor}
• The cylinder recognition sensor is installed on the supply pump unit for the HP0 system, but for the HP2, HP3, or HP4
system, it is installed near the supply pump timing gear. Sensor unit construction consists of the MPU type, which is
the same as for the crankshaft position sensor, and the MRE (magnetic resistance element) type. For the MRE type,
when the pulsar passes the sensor, the magnetic resistance changes and the voltage passing through the sensor
changes. This change in voltage is amplified by the internal IC circuit and output to the engine ECU. The number of
pulses for the TDC pulsar depends on the specifications of the vehicle the sensor is mounted in.
Sensor Mounting Position (Reference)

Pulsar (TDC (G) Sensor)
(Gearless Section) Pulsar
For MPU For MRE

Type Type
Engine Speed Pulsar TDC (G) Pulsar
External View of Sensor Circuit Diagram ECU

NE- VCC
Shielded MPU TDC (G) Input Circuit
TDC(G)- TDC(G) GND TDC(G)
Wire NE+ TDC(G) Type
VCC
MRE
Type TDC(G)
GND
Engine Speed
NE Input Circuit
MPU Type MRE Type
Crankshaft Position Sensor Cylinder Recognition Sensor
(Engine Speed Sensor) (TDC (G) Sensor)
Pulse Chart (Reference)

360 CA 360 CA
Engine Speed
Pulse
MPU
Type
TDC (G)
Pulse
MRE
Type
0V
720 CA Q000878E
Operation Section
1– 63
(2) Accelerator Position Sensor

• The accelerator position sensor converts the accelerator opening into an electric signal and outputs it to the engine
ECU. There are two types of accelerator position sensor: the hall element type and the contact type. In addition, to
provide backup in the event of breakdown, there are two systems and the output voltage is offset.
Hall Element Type

- This sensor uses a hall element to generate voltage from change in the direction of the magnetic field. A magnet
is installed on the shaft that rotates linked with the accelerator pedal, and the rotation of this shaft changes the mag-
netic field of the Hall element. The voltage generated by this change in the magnetic field is amplified by an amplifier
and input to the engine ECU.
Amplifier No. 1 A-VCC
VACCP Output Voltage (V)

+5V
VACCP1 4
Magnets (Pair)
A-GND
A-VCC 3
+5V
VACCP2 2
A-GND
1
ECU
Accelerator Pedal
Amplifier No. 2
0 50 100
Hall Elements (2) Accelerator Opening (%) Q000879E
Contact Type
- The sensor uses a contact-type variable resistor. Since the lever moves linked with the accelerator pedal, the sen-
sor resistance value varies with the accelerator pedal opening. Therefore, the voltage passing the sensor changes,
and this voltage is input to the engine ECU as the accelerator opening signal.
Accelerator Position Sensor Accelerator Position Sensor

Output Voltage Characteristic
Accelerator Position Sensor Circuit Diagram
Output Voltage
Fully Open Fully Closed

VPA2
Fully Fully
VPA1
Closed Open
Fully Closed Fully Open

EP2 VPA2 VCP2 EP1 VPA1 VCP1 Accelerator Pedal Position
Q000880E
Operation Section
1– 64
(3) Intake Air Temperature Sensor

• The intake air temperature sensor detects the temperature of the intake air after it has passed the turbocharger. The
sensor portion that detects the temperature contains a thermistor. The thermistor, which has an electrical resistance
that changes with temperature, is used to detect the intake air temperature.
Thermistor
Characteristic
Resistance
Temperature
Q000881E
(4) Mass Airflow Meter (with Built-In Intake Air Temperature Sensor)
• The mass air flow meter is installed behind the air cleaner and detects the intake air flow (mass flow). This sensor is
a hot-wire type. Since the electrical resistance of the hot wire varies with the temperature, this characteristic is utilized
to measure the intake air quantity. The mass airflow meter also has a built-in intake air temperature sensor (thermistor
type) and detects the intake air temperature (atmospheric temperature).
Intake Air Temperature Temperature

-
Sensor Resistance Characteristic
Intake Air
Resistance
Temperature
Sensor +B E2G VG THAF E2
Hot Wire
Temperature C ( F) Q000882E
(5) Coolant Temperature Sensor

• The coolant temperature sensor is installed on the cylinder block and detects the coolant temperature. This sensor is
a thermistor type.
Coolant Temperature Water Temperature

-
Sensor Resistance Characteristic
ECU
+5V
Resistance Value
Thermistor
VTHW
A-GND
Coolant Temperature
Q000883E
Operation Section
1– 65
(6) Fuel Temperature Sensor

• This is a thermistor type sensor that detects the fuel temperature. In the HP2, HP3, and HP4 systems, this sensor is
installed on the supply pump unit, but in the HP0 system, it is installed on a leak pipe from an injector.
Thermistor Characteristic
Resistance Value
Temperature
Q000848E
(7) Intake Air Temperature Sensor and Atmospheric Pressure Sensor

• This sensor is a semiconductor type sensor. It measures pressure utilizing the piezoelectric effect that when the pres-
sure on the silicon element in the sensor changes, its electrical resistance changes. In addition, the air pressure on
this sensor is switched between the pressure within the intake manifold and the atmospheric pressure, so both the
intake air pressure and the atmospheric pressure are detected with one sensor. The switching between intake air
pressure and atmospheric pressure is handled by the VSV (vacuum switching valve). When any one of the conditions
below is established, the VSV is switched ON for 150 msec. by command of the engine ECU to detect the atmospheric
pressure. When none of the conditions below is established, the VSV is switched OFF to detect the intake air pres-
sure.
Atmospheric Pressure Measurement Conditions

- Engine speed = 0 rpm
- Starter ON
- Stable idling state
Pressure
PIM Output Voltage -
VC PIM E2 Characteristic
Output Voltage
Absolute Pressure
Q000885E
Operation Section
1– 66
7. CONTROL SYSTEM
7.1 Fuel Injection Control

• This system effects more appropriate control of the fuel injection quantity and injection timing than the mechanical
governor or timer used in the conventional injection pump. The engine ECU performs the necessary calculations
based on the signals that are received from the sensors located on the engine and the vehicle. Then, the ECU controls
the timing and duration of the current that is applied to the injectors in order to obtain optimal injection timing and
injection quantity.
(2) Various Types of Fuel Injection Controls
Control Functions
Fuel Injection Quantity Control This control replaces the function of the governor in the conventional injection
pump. It achieves optimal injection quantity by effecting control in accordance with
the engine speed and accelerator opening signals.
Fuel Injection Timing Control This control replaces the function of the timer in the conventional injection pump. It
achieves optimal injection timing by effecting control in accordance with the
engine speed and the injection quantity.
Fuel Injection Rate Control This function controls the ratio of the fuel quantity that is injected from the orifice of
(Pilot Injection Control) the injector within a given unit of time.
Fuel Injection Pressure Control This control uses the rail pressure sensor to measure the fuel pressure, and it
feeds this data to the engine ECU in order to control the pump discharge quantity.
Operation Section
1– 67
(3) Fuel Injection Quantity Control

General Description
• This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temper-
ature, and intake air pressure corrections to the basic injection quantity. The engine ECU calculates the basic injection
quantity based on the engine operating conditions and driving conditions.
Injection Quantity Calculation Method
• The calculation consists of a comparison of the following two values: 1. The basic injection quantity that is obtained
from the governor pattern, which is calculated from the accelerator position and the engine speed. 2. The injection
quantity obtained by adding various types of corrections to the maximum injection quantity obtained from the engine
speed. The lesser of the two injection quantities is used as the basis for the final injection quantity.
Accelerator Opening
Quantity
Injection
Engine Speed
Accelerator Opening
Basic Injection Quantity Low Corrected Injector Actuation
Quantity Final Injection
Side Selected Quantity Period Calculation
Engine Speed
Maximum Injection Quantity
Individual Cylinder
Correction Quantity
Speed Correction
Injection Pressure Correction
Quantity
Injection
Intake Air Pressure Correction

Intake Air Temperature Correction
Engine Speed
Atmospheric Pressure Correction
Ambient Temperature Correction
Cold Engine Maximum Injection Quantity Correction Q000887E
Operation Section
1– 68
Set Injection Quantities

• Basic Injection Quantity
This quantity is determined by the engine speed and the accelerator opening. With the engine speed constant, if the
accelerator opening increases, the injection quantity increases; with the accelerator opening constant, if the engine
speed rises, the injection quantity decreases.
Basic Injection Quantity

Accelerator Opening
Engine Speed
Q000888E
• Starting Injection Quantity

This is determined based on the basic injection quantity for when the engine starts up and the added corrections for
the starter S/W ON time, the engine speed, and the coolant temperature. If the coolant temperature is low, the injec-
tion quantity is increased. When the engine has completely started up, this mode is cancelled.
Coolant Temperature
High Low
Injection Quantity
Starting
Base Injection
Quantity
STA ON Time
STA ON Starting
Q000889E
• Injection Quantity for Maximum Speed Setting

Determined by the engine speed. The injection quantity is restricted to prevent an excessive rise in engine speed
(overrun).
Injection Quantity
Injection Quantity
for Maximum Speed Setting
Engine Speed
Q000890E
Operation Section
1– 69
• Maximum Injection Quantity

This is determined based on the basic maximum injection quantity determined by the engine speed, and the added
corrections for coolant temperature, fuel temperature, intake air temperature, atmospheric temperature, intake air
pressure, atmospheric pressure, and full Q adjustment resistance (only for the 1st generation HP0 system), etc.
Injection Quantity
Basic Maximum
Engine Speed
QB0717E
Corrections
• Cold Engine Maximum Injection Quantity Correction
When the coolant temperature is low, whether during start-up or during normal operation, this correction increases
the injection quantity.
Injection Quantity
Engine Speed
Q000891E
• Intake Air Pressure Correction

When the intake air pressure is low, the maximum injection quantity is restricted in order to reduce the emission of
black smoke.
Injection Quantity
Intake Air Pressure

Correction Quantity
Engine Speed
Q000892E
Operation Section
1– 70
• Atmospheric Pressure Correction

The maximum injection quantity is increased and decreased according to the atmospheric pressure. When the atmo-
spheric pressure is high, the maximum injection quantity is increased.
Injection Quantity
Atmospheric Pressure
Correction Quantity
Engine Speed
Q000893E
• Injection Quantity Delay Correction for Acceleration

During acceleration, if there is a large change in the accelerator pedal opening, the injection quantity increase is de-
layed in order to prevent black smoke emissions.
Change in Accelerator
Pedal Position
Injection Quantity
Injection Quantity
After Correction
Delay
Time
Q000487E
• Full Q Adjustment Resistance (Only for 1st Generation HP0 Systems)

The full Q resistance is for correcting the injection quantity for a full load. The maximum injection quantity is increased
or decreased by the car manufacturer to match to standards. There are 15 types of full Q adjustment resistance. The
appropriate one is selected and used.
ECU
Correction Injection Quantity
+5V
Quantity Adjustment
VLQC
A-GND
Quantity Adjustment
Resistor Correction Voltage
Operation Section
1– 71
(4) Fuel Injection Rate Control

• Although the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the
delay from the start of injection to the beginning of combustion, cannot be shortened to less than a certain period of
time. Therefore, the quantity of fuel injected until ignition takes place increases (the initial injection rate is too high),
resulting in explosive combustion simultaneous with ignition, and an increase in NOx and sound. To counteract this
situation, pilot injection is provided to keep the initial injection at the minimum requirement rate, to dampen the primary
explosive combustion, and to reduce NOx and noise.
[Ordinary Injection] [Pilot Injection]
Injection Rate
Small First-Stage
Large First-Stage Combustion
Combustion
Heat Release Rate
-20 TDC 20 40 -20 TDC 20 40
Crankshaft Angle (deg) Crankshaft Angle (deg)

Q000895E
Operation Section
1– 72
(5) Fuel Injection Timing Control

• The fuel injection timing is controlled by the timing of the current applied to the injectors. After the main injection period
is decided, the pilot injection and other injection timing is determined.
Main Injection Timing

- The basic injection timing is calculated from the engine speed (engine speed pulse) and the final injection quantity,
to which various types of corrections are added in order to determine the optimal main injection timing.
Pilot Injection Timing (Pilot Interval)

- Pilot injection timing is controlled by adding a pilot interval value to the main injection. The pilot interval is calculated
based on the final injection quantity, engine speed, coolant temperature, atmospheric temperature, and atmospher-
ic pressure (map correction). The pilot interval at the time the engine is started is calculated from the coolant tem-
perature and engine speed.
Basic Injection Timing

Pilot Interval
Pilot Interval Basic Injection

Timing
Engine Speed Engine Speed
1. Outline of Injection Timing Control Timing

Actual Top Dead Center
0 1
Engine Speed NE
Pulse
Pilot Injection Main Injection
Injector Solenoid Valve INJ
Control Pulse
Nozzle Needle lift

Lift
Pilot Injection Timing Main Injection Timing
Pilot Interval
2. Injection Timing Calculation Method
Main
Injection Timing
Engine Speed Basic Injection
Correction
Injection Quantity Timing
Pilot
Injection Timing
Battery Voltage Correction

Intake Air Pressure Correction
Intake Air Temperature Correction
Atmospheric Pressure Correction
Coolant Temperature Correction
Q000896E
Operation Section
1– 73
Split Injection
- The purpose of split injection is to improve the startability of a cold engine. Before the conventional main injection
takes place, this function injects two or more extremely small injections of fuel.
Main Injection Main Injection
Pilot Injection This is the same as conventional

fuel injection.
Pilot Injection
Before the main injection, a small

quantity of fuel is injected.
Pilot Injection Pre-Injection Multi-Injection
If the temperature is low when the engine

starts, a small quantity of fuel is injected
divided over multiple injections before the
main injection.
Q000897E
Multi-Injection Control (Only for Some Models)

- Multi-injection control is when small injections (up to four times) are carried out before and after the main injection
in accordance with the state of the main injection and engine operation. This interval (the time A-D in the diagram
below) is based on the final injection quantity, engine speed, coolant temperature, and atmospheric pressure (map
correction). The interval during start-up is based on the coolant temperature and engine speed.
TDC
TDC (G) Pulse
A B C D
Injection Rate
Q000898E
(6) Fuel Injection Pressure Control

• The engine ECU calculates the fuel injection pressure, which is determined by the final injection quantity and the en-
gine speed. The calculation is based on the coolant temperature and engine speed during start-up.
Final Injection Quantity

Rail Pressure
Engine Speed Q000899E

Operation Section
1– 74
(7) Other Injection Quantity Control

Idle Speed Control (ISC) System
• The idle speed control system controls the idle speed by regulating the injection quantity in order to match the actual
speed to the target speed calculated by the computer. The ISC can be automatic ISC or manual ISC.
Automatic ISC
- With automatic ISC, the engine ECU sets the target speed. The target engine speed varies with the type of trans-
mission (automatic or manual), whether the air conditioner is ON or OFF, the shift position, and the coolant temper-
ature.
Idle Speed Control Conditions
Conditions When Control Starts Conditions Affecting Control
· Idle Switch · Water Temperature

· Accelerator Opening · Air Conditioning Load
· Vehicle Speed · Shift Position
Engine ECU
Target Engine Speed Calculation Comparison Actual Engine Speed
Fuel injection Quantity Correction
Fuel Injection Quantity Instruction Actuators
Q000900E
Operation Section
1– 75
Manual ISC
- The idle engine speed is controlled by the setting on the idle setting button at the driver's seat.
ECU
A-VCC +5V
Target Engine Speed

V-IMC
A-GND
IMC Volume Terminal Voltage

Q000901E
Idle Vibration Reduction Control

- This control reduces engine vibration during idle. To achieve smooth engine operation, it compares the angle
speeds (times) of the cylinders and regulates injection quantity for each individual cylinder in the event of a large
difference.
#1 #3 #4
t1 t3 t4
(Make the t for all the cylinders equal.)
Angular Speed
#1 #3 #4 #2 #1 #3 #4 #2
Crankshaft Angle Correction Crankshaft Angle

Q000902E
Operation Section
1– 76
7.2 E-EGR System (Electric-Exhaust Gas Recirculation)

• The E-EGR system is an electronically controlled EGR system. The EGR system recirculates a portion of the exhaust
gases into the intake manifold in order to lower the combustion chamber temperature and reduce NOx emissions.
However, operation of the EGR system may reduce engine power output and affect drivability. For this reason, in the
E-EGR system, the engine ECU controls the EGR to achieve an optimal EGR amount.
Operation Conditions Example

- This operates in the operation region fulfilling the starting conditions below (one example).
· Engine Operating Conditions

· · · · · Except during engine warm-up and startup,
Injection Quantity
does not overheat, etc.

· EGR Operating Range
· · · · · · · · For Engine Medium Load
Engine Speed
Q000501E
(2) Operation
• After the vacuum pump generates a vacuum, the E-VRV (electric-vacuum regulation valve) regulates the vacuum and
directs it to the diaphragm chamber of the EGR valve. In response to this vacuum, the diaphragm pushes the spring
downward, which determines the opening of the EGR valve and controls the EGR volume.
• The EGR cooler, which is provided in the EGR passage between the cylinder head and the intake passage, cools the
EGR in order to increase the EGR volume.
• The EGR cutoff VSV, which opens the diaphragm chamber to the atmosphere when the EGR valve is closed, helps
to improve response.
Diaphragm Vacuum Pump
Vacuum Damper
EGR Valve
E-VRV
Spring
EGR Shut-Off VSV

Coolant
EGR Cooler
Engine Speed
Engine Accelerator Opening
Control Unit Intake Air Pressure And
Atmospheric Pressure
Coolant Temperature
Exhaust
Manifold Intake Air
Relationship Between Vacuum and EGR Valve Opening
Low Vacuum High
Small EGR Valve Opening Large

Q000903E
Operation Section
1– 77
To Increase the EGR Quantity

- The E-VRV duty ratio is controlled*1. In the stable condition shown in the bottom center diagram, an increase in the
current that is applied to the coil causes the attraction force FM in the coil to increase. When this force becomes
greater than the vacuum force FV that acts on the diaphragm, the moving core moves downward. Along with this
movement, the port from the vacuum pump to the upper chamber of the diaphragm opens. Consequently, the out-
put vacuum increases, which causes the EGR valve to open and the EGR volume to increase. Meanwhile, because
"increased output vacuum equals increased FV", the moving core moves upward with the increase in FV. When
FM and FV are equal, the port closes and the forces stabilize. Because the vacuum circuit of the EGR is a closed
loop, it maintains the vacuum in a stabilized state, provided there are no changes in the amperage.
< NOTE >

*1 : The engine ECU outputs sawtooth wave signals with a constant frequency. The value of the current is the effective (average) value of these
signals. For details, see the explanation of the HP3 supply pump and SCV.
To Decrease the EGR Volume

- A decrease in the current that is applied to the coil causes FV to become greater than FM. As a result, the dia-
phragm moves upward. The moving core also moves upward in conjunction with the movement of the diaphragm,
causing the valve that seals the upper and lower diaphragm chambers to open. Consequently, the atmospheric
pressure in the lower chamber enters the upper chamber, thus reducing the output vacuum. This causes the EGR
valve to close and the EGR volume to decrease. Because "decreased output vacuum equals decreased FV", the
moving core moves downward with the decrease in FV. When FM and FV are equal, the port closes and the forces
stabilize.
From Vacuum Pump
To EGR Valve
FV
Valve Moving Core
Spring Diaphragm
FM
Coil
Stator Core
Atmosphere
FM > FV FM < FV
EGR Quantity Increased EGR Quantity Decreased
Q000904E
Operation Section
1– 78
7.3 Electronically Controlled Throttle (Not Made By DENSO)

• The electronically controlled throttle is located upstream of the EGR valve in the intake manifold. It controls the throttle
valve at an optimal angle to regulate the EGR gas and reduce noise and harmful exhaust gases.
(2) Operation
• Signals from the engine ECU actuate the stepping motor, which regulates the throttle valve opening.
EGR Control
• To further increase the EGR volume when the EGR valve is fully open, the vacuum in the intake manifold can be in-
creased by reducing the throttle valve opening, which restricts the flow of the intake air.
Noise and Exhaust Gas Reduction
• When the engine is being started, the throttle valve opens fully to reduce the emissions of white and black smoke.
• When the engine is being stopped, the throttle valve closes fully to reduce vibration and noise.
• During normal driving, the throttle valve opening is controlled in accordance with the engine conditions, coolant tem-
perature, and atmospheric pressure.
Stepping Motor
Throttle Valve
Q000905E
Operation Section
1– 79
7.4 Exhaust Gas Control System

• The exhaust gas control system is provided to improve warm-up and heater performance. This system actuates the
exhaust gas control valve VSV, which is attached to the exhaust manifold. It increases the exhaust pressure to in-
crease the exhaust temperature and engine load, in order to improve warm-up and heater performance.
Vacuum Pump
Exhaust Gas
Control Valve
Air Cleaner
VSV
Turbo Pressure Mass Airflow Meter

Sensor
Cylinder
Coolant Temperature Recognition Sensor
Sensor (TDC (G) Sensor)
ECU
Exhaust Gas EGR Valve Position Accelerator
Control Valve Sensor Position Sensor
Warm-Up Switch Atmospheric
Pressure Sensor
Q000906E
(2) Operation
• The exhaust gas control system operates when the warm-up switch is ON, and all the conditions listed below have
been met.
Operation Conditions
- The EGR is operating.
- The coolant temperature is below 70°C.
- The ambient temperature is below 5°C.
- A minimum of 10 seconds have elapsed after starting the engine.
- The engine speed and fuel injection quantity are in the state shown in the graph below.
[Exhaust Gas Control System Operating Range]
WARM UP Operating Range

Injection Quantity
Extremely Low Torque

or Engine Speed Range
Engine Speed
Q000907E
Operation Section
1– 80
7.5 DPF System (Diesel Particulate Filter)

• This system reduces emissions of PM (particulate matter). In order to collect PM, a DPF cleaner with built-in catalytic
filter is mounted on the center pipe. The collected PM is handled with combustion processing during operation.
(2) System Configuration
Rail
G2 Injector Intake Air

Intercooler Pressure Sensor
EGR Cooler
VNT Actuator
EGR Valve
Equilibrium
Actuator
Supply Pump
Exhaust Gas
DPF (with
Temperature Sensor
Oxidation Catalyst)
ECU & EDU

Differential Pressure Sensor
Exhaust Gas Temperature Sensor

Q000908E
(3) Various Sensors

Exhaust Gas Temperature Sensor
• The exhaust gas temperature sensor is installed to the front and rear of the DPF to detect the temperature in these
positions. The engine ECU controls the exhaust temperature for PM combustion based on the signals from this sen-
sor. The sensor element is a thermistor.
Thermistor Element
)
Resistance Value (
Cover
Exhaust Gas Temperature ( ) Q000909E

Operation Section
1– 81
Differential Pressure Sensor

• The differential pressure sensor detects the difference in pressure at the front and rear of the DPF, and outputs a sig-
nal to the engine ECU. The sensor portion is a semiconductor type pressure sensor that utilizes the piezoelectric ef-
fect through a silicon element, and amplifies and outputs the voltage with its IC circuit. When PM is collected and
accumulated in the DPF, the filter clogs and the difference in pressure at the front and rear of the DPF increases.
Therefore, based on the signals from this sensor, the engine ECU judges whether or not to subject PM to combustion
processing.
VP Output Voltage
GND
VP
VC
(V)
Pressure (kPa)
Q000910E
(4) Operation
• By optimizing the injection pattern and controlling the exhaust gas temperature based on the exhaust gas temperature
and the difference in pressure at the front and rear of the DPF, PM is collected, oxidized, and self-combusted. When
the exhaust temperature is low, adding after-injection after the main injection raises the exhaust gas temperature to
approximately 250?C and promotes oxidation of the PM. When the PM is collected and accumulated, the post-injec-
tion is added and HC is added to the catalyst to raise the catalyst temperature to 600?C, which is the self-combustion
temperature for PM. This combusts the accumulated PM in a short time. The engine ECU controls the A, B, and C
times and the injection times.
TDC A
After-Injection Post-Injection
B C
Q000506E
Operation Section
1– 82
7.6 DPNR SYSTEM (DIESEL PARTICULATE NOx REDUCTION)

• This system reduces the emissions of PM (particulate matter) and NOx. The DPNR catalyst mounted in the center
pipe collects and regenerates PM and reduces NOx all at the same time. The collected PM is handled with combus-
tion processing during operation.
(2) System Configuration
Supply Pump Exhaust Gas Cleaning Exhaust Gas Cleaning

Device Switch Device Display Lamp
Intake Restriction Valve
Injector Engine ECU

Exhaust
Retarder VSV
DPNR Catalyst
Oxidation Catalyst
A/F Sensor
Oxidation Catalyst
Before EGR Cooler
Fuel Addition Valve
A/F Sensor
Exhaust Retarder
NSR Differential Pressure Sensor Exhaust Gas Temperature Sensor Q000911E
Operation Section
1– 83
8. DIAGNOSIS
8.1 Outline Of The Diagnostic Function

z The diagnostic function enables a system to self-diagnose its own malfunctions. If abnormal conditions occur in the sen-
sors or actuators used in the control systems, the respective systems convert the malfunction signals into codes and
transmit them to the engine ECU. The engine ECU records the transmitted malfunction code into memory. Recorded
codes are output at the diagnostics connector on the vehicle. To inform the driver of the malfunction, the engine ECU
causes the MIL (Malfunction Indicator Light) in the meter to illuminate. Accurate troubleshooting can be performed by
way of the DTCs (Diagnostic Trouble Codes) that are output at the diagnostic connector. For details on actual diagnosis
codes, see the vehicle manual. It is necessary to put the vehicle into the state below before starting inspection.
(1) Pre-Inspection Preparation

• Position the shift lever in "N" or "P".
• Turn OFF the air conditioner.
• Verify that the throttle valve is fully closed.
8.2 Diagnosis Inspection Using DST-1

z The DST-1 can be used in both normal and check modes. Compared to the normal mode, the check mode has a higher
sensitivity to detect malfunctions.
z The check mode inspection is performed when normal codes are output in the normal mode, despite the fact that there
may be malfunctions in the sensor signal systems.
(1) Reading DTCs

1) DST-1 Connection: Connect the DST-1 to the DLC3 termi-
nal.
DLC3
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1
Q000914
2) Reading DTCs: Operate in accordance with the instructions

shown on the screen to display the "DTC check" screen. Se-
Diagnostic Trouble Codes (DTC)
lect either the normal or check mode and read the DTC.
1. ···
< NOTE >
If no DTC appears on the screen, there may be a failure
in the engine ECU.
Execute: Execute
Q000915E
Operation Section
1– 84
3) Checking the Freeze Frame Data: If the symptom that out-

puts a DTC cannot be duplicated, check the freeze frame
data.
4) Erasing DTCs from memory: Operate in accordance with

the instructions shown on the screen to display the "DTC
DTC (ECD Erasure)
check" screen. Select "Erase DTCs" to erase the DTCs.
This will erase the DTC and freeze frame data.
Do you wish to proceed? < NOTE >
If it is not possible to erase the DTC, turn the ignition
switch OFF, and repeat the process.
NG : - OK : + 5) Wiring Harness and Connector Open Circuit Check
Q000916E < NOTE >

If the DTC output during a diagnostic inspection (in the
check mode) has identified the system with a malfunction,
use the method indicated below to narrow down the area
of the malfunction.
• Erasing DTCs from memory: After reading the DTCs in check mode, erase the DTCs from memory.
• Starting the Engine: Select the check mode and start the engine.
• Malfunctioning system check 1: While the engine is running at idle, shake the wiring harness and connectors of the
system that output the malfunction during the diagnosis (check mode) inspection.
• Malfunctioning system check 2: If the MIL (Malfunction Indicator Light) illuminates when the wiring harness and con-
nectors are shaken, there is a poor contact in the wiring harness or connectors in that area.
8.3 Diagnosis Inspection Using The MIL (Malfunction Indicator Light)

z Before reading a DTC, turn the ignition switch ON to make sure the MIL (Malfunction Indicator Light) illuminates.
z Inspections in the check mode cannot be performed.
(1) Reading DTCs

Short circuiting the connector
• Using the STT, short circuit between DLC1 terminals 8 (TE1) and 3 (E1) or between DLC3 terminals 13 (TC) and 4
(CG).
DLC1 DLC3
E1
TC
1 2 3 4 5 6 18 16 15 14 13 12 11 10 9
19
7 8 9 10 11 20 8 7 6 5 4 3 2 1
TE1
12 13 14 15 16 17 21 22 23
CG
Q000917E
< CAUTION >

Never connect the wrong terminals of the connectors as this will lead to a malfunction.
Operation Section
1– 85
Reading DTCs 1
• Turn the ignition switch ON and count the number of times the MIL (Malfunction Indicator Light) blinks
· Normal Operation
0.26sec 0.26sec
Repeat
ON
Malfunction
OFF Indicator Light
0.26sec
Jump Terminals TE1 and TC
· Malfunction (Codes "12" and "23" are output.)

0.52sec 1.5sec 2.5sec 1.5sec 4.5sec
4.5sec
Repeat Thereafter
ON
OFF
0.52sec 0.52sec
Jump Terminals TE1 and TC Q000918E
< NOTE >

• If the MIL (Malfunction Indicator Light) does not output a code (the light does not blink), there may be an open circuit in
the TC terminal system or a failure in the engine ECU.
• If the malfunction indicator light is constantly ON, there may be a short (pinching) in the wiring harness or a failure in
the engine ECU.
• If meaningless DTCs are output, there may be a malfunction in the engine ECU.
• If the MIL (Malfunction Indicator Light) illuminates without outputting a DTC while the engine operates at a minimum
speed of 1000rpm, turn the ignition switch OFF once; then resume the inspection.
Reading DTCs 2
• If an abnormal DTC has been output, check it against the DTC list.
Erasing DTCs from memory
• Remove the ECD fuse (15A); after 15 seconds have elapsed, re-install the fuse.
Engine Compartment Relay Block

ECD Fuse (15A)
Q000919E
< CAUTION >

After completing the inspection of the ECD system, erase the DTC memory, and make sure the normal code is output.
Operation Section
1– 86
8.4 Throttle Body Function Inspection

< CAUTION >
• Be sure to inspect the function of the throttle body after it has been disassembled and reassembled, or after any of its
components have been removed and reinstalled.
• Verifying Throttle Motor: Verify that the motor generates an operating sound when the ignition switch is turned ON.
Also, verify that there is no interference sound.
(1) Erasing DTCs

1) Connect the DST-1 to the DLC3 connector.
DLC3
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1
Q000914
2) Operate in accordance with the instructions shown on the

screen to display the "DTC check" screen. Select "Erase
DTC (ECD Erasure)
DTCs" to erase the DTCs.
Do you wish to proceed?
NG : - OK : +
Q000916E
(2) Inspection
• Start the engine and make sure the MIL (Malfunction Indicator Light) does not illuminate and the engine speed is with-
in standards when the air conditioner is turned ON and OFF after the engine has warmed up.
< CAUTION >

Make sure no electrical load is applied.
(3) Final Inspection

• After inspecting the throttle body function, drive test the vehicle to confirm that operation is normal.
Operation Section
1– 87
9. END OF VOLUME MATERIALS
9.1 Particulate Matter (PM)

z At high concentration levels, this substance is known to affect the respiratory system. It consists of soluble organic mat-
ter such as unburned oil, unburned diesel fuel, and other "soluble organic matter" in the exhaust gases, and insoluble
organic matter such as soot (black smoke) and sulfuric acid gas.
9.2 Common Rail Type Fuel Injection System Development History And
The World’s Manufacturers
z The conventional injection pump faced certain issues such as injection pressure that depended on engine speed, and
limits on the maximum fuel pressure. Other types of injection control such as pilot injection also faced some difficulties.
Addressing these issues in a revolutionary manner, DENSO led the world by introducing a commercial application of
the common rail fuel injection system.
z Two types of common rail fuel injection systems are in use today. One is the common rail system that pressurizes the
fuel and injects it directly into the cylinders. DENSO was the first in the world to introduce a commercial application of
this system. This system, which is undergoing further development, has been adopted in passenger car applications.
Other companies, such as R. Bosch, Siemens, and Delphi also offer their commercial versions of this system today. The
other system is the Hydraulic Electric Unit Injection (HEUI) system, which was developed by Caterpillar in the United
States. This system uses pressurized engine oil to pressurize the fuel by actuating the piston of the nozzle (injector)
through which the pressurized fuel is injected.
Operation Section
1– 88
9.3 Higher Injection Pressure, Optimized Injection Rates, Higher Injection

Timing Control Precision, Higher Injection Quantity Control Precision
(1) Higher Injection Pressure
• The fuel that is injected from the nozzle turns into finer particles as the fuel injection pressure increases. This improves
combustion and reduces the amount of smoke contained in the exhaust gases. Initially, the maximum injection pres-
sure of the in-line pump (A type) and the distributor pump (VE type) was 60 MPa. Due to advancement in high-pres-
sure applications, there are some recently developed fuel injection systems that inject fuel at a pressure of 100 MPa
or higher. The second-generation common rail system injects fuel at an extremely high pressure of 180 MPa.
A Type Pump
Mechanical Pump Distributor Type Pump
NB Type Pump
ECD V3 Pump 1 MPa is

ECD V Series approximately 10.2kgf/cm2
ECD V4 Pump 120
(1st Generation) HP0Pump 120
Common Rail Series HP2Pump 145
(2nd Generation) HP3,4Pump 185
50 100 150 200

Injection Pressure (MPa)
Q000920E
(2) Optimized Injection Rates

• The injection rate is the ratio of the changes in the fuel quantity that is injected successively from the nozzle within a
given unit of time.
Injection Rate High Injection Rate

t
Injection Quantity
Q000921E
Operation Section
1– 89
• As the injection pressure increases, the injection rate increases accordingly. The increase in injection rate leads to an
increase in the volume of the air-fuel mixture that is created between the start of injection until ignition (the ignition lag
period). Because this mixture is subsequently combusted at once, it creates noise (diesel knock) and NOx. For this
reason, it is necessary to appropriately control the injection rate by maintaining a low injection rate at the beginning
of injection and supplying a sufficient quantity after the ignition. To meet this need, two-spring nozzles have been
adopted and a pilot injection system has recently been developed.
2-Spring Nozzle Common Rail System

Injection Rate Injection Rate Control
Injection Quantity
Injection Quantity
Pilot Injection
Q000922E
(3) Higher Injection Timing Control Precision

• Reducing exhaust gas emissions and fuel consumption and optimizing the injection timing are important. It is ex-
tremely difficult to achieve the desired exhaust emission reduction levels through methods that adjust the injection
timing according to speed (or centrifugal force), such as the conventional mechanical timer. For this reason, electron-
ically controlled systems have been adopted to freely and precisely control the injection timing in accordance with the
engine characteristics.
Electronic Control Type Mechanical Timer

Advance
Advance
Angle
Angle
Injec Injec
ti on t i on
Q ua Q ua
ntity ntity
Engine Speed Engine Speed
Q000923E
(4) Higher Injection Quantity Control Precision

• Power output adjustment in a diesel engine is accomplished by regulating the fuel injection quantity. Poor injection
quantity control precision leads to increased exhaust gas emissions, noise, and poor fuel economy. For this reason,
electronically controlled systems have been developed to ensure high precision injection quantity control.
Operation Section
1– 90
9.4 Image Of Combustion Chamber Interior

z With conventional injection methods, because an excessive quantity of fuel was injected in the initial period, the explo-
sion pressure rose excessively, leading to the generation of noise such as engine knocking sounds. To improve this
condition through pilot injection, initially only the necessary and adequate quantity of fuel is injected. At the same time,
the combustion chamber temperature is raised, and main injection combustion is assisted while working to prevent
noise and vibration.
Conventional Injection Pilot Injection
Q000924E
Repair Section
2– 91
1. DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METH-

ODS (BASIC KNOWLEDGE)
1.1 Combustion State and Malfunction Cause

z Depending on the state of combustion in a diesel engine, diesel knock as well as the color of the exhaust gas may
change. Subsequently, the cause of engine malfunctions can be ascertained from changes in diesel knock and exhaust
gas color.
Knocking
Sound
Black White
Smoke Smoke
Q002310E
(1) Diesel Knock

• When fuel mixed with air during the ignition lag period (from the time injection begins until the fuel is ignited) reaches
ignition temperature, the mixture is combusted in one burst. The pressure in the combustion chamber at this time rises
as the quantity of the air-fuel mixture increases. If a large amount of air-fuel mixture is created during the ignition lag
period, the pressure in the combustion chamber will rise rapidly. The pressure waves resulting from fuel ignition vi-
brate the cylinder walls and engine components, which generates noise. The generated noise is called "knocking".
To some extent, knocking is unavoidable in engines that use a self-ignition system.
Pressure Increase
Cylinder Internal Pressure
Ignition
Start of
Injection
T.D.C. Crankshaft Angle

Q002311E
Cause of Diesel Knocking
A large quantity of air-fuel mixture is created prior to ignition, or the

1 Early Injection Timing
cetane value is high.
2 Cold Engine
3 Intake air temperature is low. Ignition occurs late without an increase in temperature.
4 Poor Engine Compression
5 Poor Fuel Combustibility Ignition occurs late (low cetane value.)
Repair Section
2– 92
(2) White Smoke

White smoke: Uncombusted fuel that has been vaporized and then discharged.
• White smoke is generated when combustion occurs at a relatively low temperature, resulting in the exhaust of un-
combusted fuel and oil particles. White smoke is most likely to be generated when combustion chamber temperature
is low.
Source of White Smoke

1 Late Injection Timing Fuel is injected when the piston is in the down stroke.
2 Cold Engine
Ignition occurs late and combustion is prolonged.
3 Poor Fuel Combustibility
4 Rise and Fall of Oil Pressure Oil undergoes partial thermal breakdown.
(3) Black Smoke

Black smoke: Fuel that has been baked into soot and discharged.
• Black smoke is often referred to as just "smoke". Black smoke is generated when the injected fuel is poor in oxygen.
As the fuel is exposed to high temperatures, thermal breakdown occurs, leaving carbon behind. Black smoke occurs
when the injected fuel quantity is too large, or when the air-fuel mixture is rich due to an insufficient quantity of air.
Source of Black Smoke
1 Large Fuel Injection Quantity Air-fuel mixture becomes rich.

2 Low Intake Air Quantity Air quantity is insufficient due to air filter clogging.
3 Poor Fuel Atomization The ratio of fuel to air worsens.
4 Retarded Fuel Injection Timing Air-fuel mixing time is insufficient.
1.2 Troubleshooting
Troubleshooting cautions
z Observe the following cautions to avoid decreased engine performance and fuel injector malfunctions.
• Use the designated fuel.
• Avoid water and foreign material intrusion into the fuel tank.
• Periodically check and clean the filter.
• Do not unnecessarily disassemble sealed components.
Troubleshooting notes
z The cause of malfunctions is not necessarily limited to the pump itself, but may also be related to the engine and/or fuel
systems. Further, the majority of malfunctions are the result of user error, and often can often be resolved through simple
checks and maintenance. Avoid any hasty removal of system components.
Basic Check Items
1 Engine Oil 7 Fuel Supply to the Pump

2 Coolant 8 Injector Injection Status
3 Fan Belt 9 Supply Pump Timing Mark
Check for Loose or Disconnected Connectors, and
4 Air Cleaner 10
Modifications
5 Battery and Terminals 11 Idle Speed Status
6 Fuel System Leaks
Repair Section
2– 93
2. DIAGNOSIS OVERVIEW
2.1 Diagnostic Work Flow

Diagnostic Procedures
1 Receive malfunctioning vehicle
2 Question the user to verify the nature of the

malfunction.
3 Does the malfunction reoccur? Refer to "Actions for Non-Reoccurring Malfunc-

tions."
4 Verify the malfunction symptom at the actual

vehicle.
5 Use the DST-2 to check for any DTCs. Proceed with diagnostics while referencing the
DTC chart in the repair manual for the appropri-
ate vehicle.
6 Use the DST-2 "Data Monitor" function to per- Proceed with diagnostics while referencing the
form checks while monitoring each input and repair manual for the appropriate vehicle.
output signal.
7 Use the DST-2 active test function to operate Proceed with diagnostics while referencing the
each output device with the ignition switch in the repair manual for the appropriate vehicle.
ON position. Check for any abnormalities in
either the electrical circuits or the output
devices.
8 Was the malfunction cleared?
Return to step 3.
Repair Section
2– 94
2.2 Inquiries
z Use the Common Rail System (CRS) troubleshooting questionnaire to consult with the customer and adequately grasp
the malfunction symptoms.
< NOTE >

Do not ask random questions. Rather, ask questions that will aid in narrowing down the possible malfunctioning system
while making educated guesses based on the actual symptoms.
Questioning points
z Use the following questions as a basis to fully grasp the malfunction.
• What?: Malfunction symptoms
• When?: Date, time, frequency of occurrence
• Where?: Road conditions
• Under what conditions?: Driving conditions, engine operating conditions, weather
• How?: Impression of how the symptoms occurred.
CRS troubleshooting questionnaire
z When the vehicle is received at the service center, it is necessary to verify the "malfunction symptoms" and the "gener-
ated malfunction data" with the customer. Consult with the customer using the CRS troubleshooting questionnaire. The
troubleshooting questionnaire is necessary for the following reasons.
Reasons
• There are cases when the malfunction symptoms cannot be reproduced at the service center.
• The customer's complaint is not always limited to the malfunction.
• If the person performing repairs is not working from the correct malfunction symptoms, man-hours will be wasted.
• The questionnaire can aid the service center in diagnosing, repairing and verifying repair work.
Questioning Results
Inspection Results
Q002315E
Repair Section
2– 95
(1) Questionnaire
CRS Troubleshooting Questionnaire

Vehicle Model Receiving Date Service History No / Yes ( times)
Frame No. Date Registered Registration No.

Occurrence Date Odometer Reading
Previous Vehicles Driven: Main Area and Purpose of Use

Other Customer Information
Indications from the Customer
MIL Illumination No / Yes ( )
System Conditions Driving Conditions Road Surface Other Frequency of Occurrence

Occurrence Speed During Take-Off Flat Accelerator Normal
( ) km/hr While Cruising Uphill Opening Only Once
Shift Position When Accelerating Downhill ( )% Occasionally
( ) Range When Decelerating Dry, Sealed road Outside Air
At Start-Up When Braking Wet, Sealed Road Temperature ( ) Times per Day
Directly after Start-Up When Turning Unsealed Road or (
o
) C ( ) Times per Week
Up to ( ) Minutes after Start When Stopped Rough Road Surface Weather ( ) Times per Month
Questioning Up to ( ) Minutes into Driving No Relationship Snow-Covered or Icy Road ( )
Results When Cold Other ( ) Potholes, Manholes, etc.
When Warm Other ( )
During Operation
Other ( )
Additional Items
DTC Check
Illuminated No Yes DTC Normal Fuel Pressure when Engine is Stopped
Abnormal DTC (All Codes) 1 Minute after Turning Engine OFF
Malfunction Details: Time of occurrence, place and driving conditions during reoccurrence.
Inspection
Results
Reoccurrence Continues to Appear

Occurs Regularly Occurs Occasionally Does Not Reoccur
Conditions After One Occurrence
Q002316E
Repair Section
2– 96
2.3 Non-Reoccurring Malfunctions

z In cases where the malfunction does not reoccur, perform the actions below to determine the cause of the malfunction.
Malfunction Symptom
Idle Speed,
Fully Dis- Engine Stall,
Action Engine will not
charged Bat- Sputtering,
Start
tery Poor Acceler-
ation
Verify that there is no DTC stored in the memory. No Yes Yes
Use the questionnaire as a basis to perform a reoccurrence test in
"Reoccurrence" mode. Use this data (engine ECU voltage value, etc.) Yes Yes Yes
to determine the cause of the malfunction.
Assume that an electrical sys-
tem wiring harness or connector
is the cause of the malfunction.
No Yes Yes
Shake the wiring by hand to
Q002317 check whether a malfunction
occurs and a DTC is generated.
Assume that an electrical system female connector terminal is the
cause of the malfunction and verify that the connection points are not
defective.
No Yes Yes
Recommended Tool: KOWA Precision Handling Insert the male terminal that
Feeler Gauge Set (KLM-10-20) matches the shape of the
Depending on the terminal, a matching female terminal and check
size may not be available for looseness. Q002318
Use a dryer to heat the acceler-

ator pedal position sensor and
other electronic components.
Check for changes in the volt-
Q002319 age value (resistance value).
No No Yes
< CAUTION >
• Do not exceed 60°C (still touchable by hand) when heating.
• Do not remove the component cases and add heat directly to
electronic parts.
Verify whether malfunction symptoms occur under heavy engine

No No Yes
loads (headlights, A/C, wiper, etc. switches ON.)
If any commercial electrical products have been installed, remove
Yes Yes Yes
such products and verify whether the malfunction symptoms occur.
Repair Section
2– 97
Malfunction Symptom
Idle Speed,
Fully Dis- Engine Stall,
Action Engine will not
charged Bat- Sputtering,
Start
tery Poor Acceler-
ation
If it is likely that the malfunction
Mist State occurs in rainy or high-tempera-
ture weather, spray the vehicle
with water and verify whether
Q002320E the malfunction occurs.
< CAUTION > No Yes Yes
• Do not spray water directly into the engine compartment.
Spray water in mist form on all surfaces of the radiator to indi-
rectly change temperature and humidity.
• Do not spray water directly on electrical parts.
Repair Section
2– 98
3. DTC READING (FOR TOYOTA VEHICLES)
3.1 DST-2
z The DST-2 can check for DTCs in either normal or check mode. In comparison to the normal mode, the check mode
has higher sensitivity in detecting malfunctions. Check mode is used when detection is not possible in normal mode,
regardless of the assumed abnormality.
3.2 DTC Check (Code Reading via the DST-2)

z Connect the DST-2 to the DLC3 connector.
z Operate the DST-2 in accordance with the instructions shown on the display to view the "DTC check" screen. Select
either the normal or check mode to verify the DTC.
3.3 DTC Memory Erasure (via the DST-2)

z To erase DTC codes, follow the instructions on the display to view the "DTC and Freeze Data Erasure" screen.
DTC (ECD Erasure)

Do you wish to proceed?
NG : - OK : +
Q000916E
< CAUTION >

• If the DTC cannot be erased, cycle the ignition switch OFF and back ON, and then perform code erasure again.
• Do not use the DST-2 to erase the DTC until the cause of the malfunction is clear.
Repair Section
2– 99
4. TROUBLESHOOTING BY SYSTEM
4.1 Intake System Diagnosis

Clogged air cleaner element
1 Clogged air cleaner element Clean or replace the air cleaner.

NG
OK
2 Check the suction path for leaks. Repair or replace the malfunctioning compo-
• Suction path joints NG nent.
• Suction pipes, hoses
OK
Normal
4.2 Fuel System Diagnosis

1 Fuel system check (remaining fuel quantity, fuel Add fuel or replace components (clean tank.)
properties) NG
• Check the amount of fuel remaining in the
tank.
• Check the condition of the fuel. Request
engine analysis from a third party as neces-
sary.
- Color (no color, brownish, milky)
- Odor (kerosene, heavy oil, irritating odor)
- Separation of materials (water, foreign
objects)
- Viscosity (high/low viscosity, wax consis-
tency)
OK
Repair Section
2– 100
2 Fuel tank interior check (modification/additions, Restore the fuel tank.

position of fuel pipe inlet/outlet, clogging and NG
holes)
• Check the tank for modifications or additions.
Consult with the user.
- Fuel inlet/outlet position, tank piping
- Foreign material inside the tank, water sep-
aration
- Tank-internal Zn cladding
- Check the tank-internal fuel piping for the
following.
- Inlet/outlet position (below position "E")
- Inlet clogging, bent or deformed piping
(crushed pipe)
- Crushed piping connections
OK
3 Tank-external fuel path conditions (crushed Repair or replace the hose.

hose, clogging, air introduction at hose connec- NG
tion)
• Check the condition of the hose.
- Crushing around bands, over-bending
- Pinched or crushed by other parts
• Air introduction through fuel system connec-
tion points
- Looseness
- Hose deterioration (Verify by hand or visu-
ally that there is no rubber hardening/split-
ting.)
< CAUTION >
Be cautious when vacuum pressure is
present, as air will be drawn into the
hose.
OK
4 Primary filter, sedimentor check Replace the filter, and drain water from the sedi-
• Check for primary filter clogging and dirt. NG mentor.
• Check sedimentor water volume.
OK
5 Looseness at priming attachment point check Tighten or replace the priming pump.
• Check the following. NG
- Looseness at the priming attachment point
- Does the piston stick out?
- Fuel leakage (oozing)
OK
Repair Section
2– 101
6 Filter (supply pump inlet) clogging Clean the gauze filter, fuel filter and fuel piping
• Fuel filter NG system, or replace the filters.
- Check for fuel delivery from the priming
pump.
• Gauze filter
- Visually check for clogging due to foreign
material.
OK
7 Oil level increase (engine internal leak) Check the engine.

• Verify whether the oil level increases on the NG
oil level gauge.
OK
8 High-pressure piping and CRS component Repair leaking high-pressure piping or replace
(injector supply pump, rail) fuel leaks (engine NG leaking parts.
external leak) (Refer to "(2) Fuel leak check".)
• Connect the DST-2 to the diagnostic connec-
tor. Activate the "Fuel Leak Check Function"
within the active test.
• Visually check and specify areas that leak
fuel.
< CAUTION >
In the event of a large fuel leak down-
stream of the flow damper, be aware
that fuel flow will stop and the leak will
cease due to flow damper operation.
OK
Normal
(1) Fuel pressure test procedure

• Connect the DST-2 to the vehicle-side test connector.
- With the vehicle idling, verify the rail pressure displayed on the DST-2.
System selection screen: Rail a ECU Data Monitor
Item Name (Abbrevi- Explanation Check Conditions Reference Value Items of Importance
ated) During an Abnormal-
ity
Rail Pressure (RP) • Displays the fuel Following engine Fuel pressure in the PCR1, PCR2 signals
pressure in the rail. warm-up, when the rail is displayed within (rail assembly)
• Display range: 0 engine is rotating a range of 30 MPa to
MPa to 255 MPa 160 MPa.
Repair Section
2– 102
(2) Fuel leak check

• Connect the DST-2 to the vehicle-side test connector.
• With the vehicle idling, perform the active test by following the instructions on the DST-2 display.
System selection screen: TCCS a Active Test
Item Name Description Control Conditions

High-Pressure Fuel System Check Raise engine speed to 2000 rpm, and • Following engine warm-up, when
then use the active test to place the the engine is at idle speed
fuel inside the rail under high pres- • The vehicle speed sensor is operat-
sure. ing normally, and speed is 0 km/h.
< CAUTION >
Engine speed cannot be
raised by stepping on the
accelerator pedal.
• Verify that there are no fuel system leaks during the active test (when fuel pressure is being applied to the rail.)
4.3 Basics of Electrical/Electronic Circuit Checks

(1) ECU terminal voltage and waveform measurements
• When measuring the voltage and resistance of each terminal, insert the multimeter probe into the rear side of the
wiring harness connector. If connectors are too small for the probe to be inserted easily, insert a fine metal wire into
the rear of the connector and touch the wire to the probe.
< NOTE >

The number of each terminal can be seen from the rear side of the wiring harness.
Engine ECU Side
Ground
Ground Wiring Harness

Side
Ground
Q002326E
Repair Section
2– 103
(2) Open circuit check

• When dealing with a wiring harness open circuit like that depicted in diagram 1, check continuity and/or voltage to
determine the location of the open circuit.
Diagram 1 Engine ECU
Open
Sensor Circuit
1 1 1 1
2 2 2 2
C B A
Q002327E
Continuity Check
1) Remove connectors "A" and "C", and then measure resis-
Diagram 2
tance between the two.
Engine Standard Value 1Ω or less

ECU
< NOTE >
1 1
Sensor Measure resistance while gently shaking the wiring har-
2 2 2
ness up and down, and side-to-side.
C B A
Q002328E 2) As shown in diagram 2, there is no continuity (open circuit)

between terminal 1 of connector "A" and terminal 1 of con-
nector "C". However, there is continuity between terminal 2
of connector "A" and terminal 2 of connector "C". Therefore,
there is an open circuit between terminal 1 of connector "A"
and terminal 1 of connector "C".
3) Remove connector "B" and measure the connector resis-

Diagram 3
tance.
Engine
ECU 4) As shown in diagram 3, there is continuity between terminal
Sensor 1 of connector "A" and terminal 1 of connector "B1". Howev-
er, there is no continuity (open circuit) between terminal 1 of
connector "B2" and terminal 1 of connector "C". Therefore,
1 1 1 1
2 2 2 2 there is an open circuit between terminal 1 of connector "B2"
C B2 B1 A and terminal 1 of connector "C".
Q002329E
Repair Section
2– 104
Voltage Check
1) For the circuit that applies voltage to the ECU connector ter-
Diagram 4
minals, check for an open circuit by performing a voltage
check.
2) As shown in diagram 4, with all connectors connected, mea-

5V
0V sure the voltage for the ECU 5 V output terminal between
Sensor 5V
the body ground and terminal 1 of connector "A". Next mea-
1 1 1
2 2 2 sure voltage for terminal 1 of connector "B" and terminal 1 of
C B A
connector "C" in the same fashion.
Q002330E 3) The faulty circuit and measurement results are shown be-
low.
• Voltage between terminal 1 of con-

nector "A" and the body ground is 5
V.
Measurement
nector "B" and the body ground is 5
Results
V.
nector "C" and the body ground is 0
V.
There is an open circuit in the wiring

Faulty Item harness between terminal 1 of connec-
tor "B" and terminal 1 of connector "C".
(3) Short circuit check

• As shown in diagram 5, if there is a short in the wiring harness ground, perform a "Ground Continuity Check" to de-
termine the cause of the short.
Diagram 5 Engine ECU
Sensor Short
Circuit

% $ #
Q002331E
Repair Section
2– 105
Ground Continuity Check

1) Remove connector "A" and connector "C", and then mea-
Diagram 6
sure the resistance respectively between terminals 1 and 2
of connector "A" and ground.
Engine
ECU
Standard Value 1Ω or less
1 1 1
Sensor < NOTE >
2 2 2
Measure resistance while gently shaking the wiring har-
C B A
ness up and down, and side-to-side.
Q002332E
2) As shown in diagram 6, there is continuity between terminal
1 of connector "A" and the body ground (short circuit). How-
ever, there is no continuity between terminal 2 of connector
"A" and the body ground. Therefore, there is a short circuit
between terminal 1 of connector "A" and terminal 1 of con-
nector "C".
3) Remove connector "B" and measure the resistance be-

Diagram 7
tween terminal 1 of connector "A" and the body ground, and
Engine
ECU between terminal 1 of connector "B2" and the body ground.
Sensor 4) The faulty circuit and measurement results are shown be-
low.
1 1 1 1
2 2 2 2 Measurement • There is no continuity between termi-
C B2 B1 A Results nal 1 of connector "A" and the body
ground.
Q002333E
• There is continuity between terminal
1 of connector "B2" and the body
ground.
Faulty Item There is a short circuit between terminal

1 of connector "B2" and terminal 1 of
connector "C".
Repair Section
2– 106
(4) Connector connection fault verification method

• Simultaneously perform the data monitor and connector voltage measurements.
Ex.) Coolant temperature sensor
1. Read the "Coolant Temperature Output Voltage" value using the DST-2 data monitor.
2. Measure the voltage directly from the corresponding ECU terminal.
If "1" is unsatisfactory and "2" is satisfactory, the connector connection is judged as faulty.
Since some malfunctions only occur intermittently, measure voltage while pulling and shaking the
wires in order to try to get the malfunction to reoccur.
Voltage Measurement
No.2 - 34P No.5 - 31P
35 41 137 143
62 69 162 167
Q002334E
Repair Section
2– 107
5. TROUBLESHOOTING
5.1 Troubleshooting According to Malfunction Symptom (for TOYOTA Ve-

hicles)
(1) Malfunction Indicator Lamp (MIL) is lit.
Description
The check engine warning light is lit when the engine is running, or before the engine is started.
Possible Cause
The DTC is recorded in the engine ECU.
1 Connect the DST-2 and read the DTC. Inspect the check engine warning light circuit.
NG
OK
Troubleshoot the corresponding DTC.
(2) The engine is hard to start.
Description
The starter turns at normal speed, but the engine takes too long to start.
Possible Cause
• Start signal circuit
• Glow control system
• Crankshaft position sensor
• Engine ECU power supply circuit
• Injector
• Supply pump
• Cylinder recognition sensor

1 Use the DST-2 to verify whether the coolant Repair the glow control system. (Refer to the
temperature is at the glow system operating NG glow control system check procedure issued by
temperature. In addition, verify whether battery the vehicle manufacturer.)
voltage is being supplied to the glow plugs at
the designated times.
OK
2 Use the DST-2 to monitor engine speed while Check the crankshaft position sensor. (Refer to
cranking the engine. Verify whether engine NG the crankshaft position sensor check procedure
speed is being correctly output. issued by the vehicle manufacturer.)
Repair Section
2– 108
OK
3 Verify the output waveform of the cylinder rec- Repair or replace the cylinder recognition sen-
ognition sensor. (Refer to the cylinder recogni- NG sor and/or the corresponding circuit.
tion sensor check procedure issued by the
vehicle manufacturer.)
OK
4 Check each injector. (Refer to the injector check Repair or replace the injector and/or the corre-
procedure issued by the vehicle manufacturer.) NG sponding circuit.
OK
5 Verify whether there is a start signal when Repair the start signal circuit.
cranking the engine by checking the engine NG
ECU start signal terminal.
OK
6 Check the engine ECU power supply. (Refer to Repair the engine ECU power supply.
the engine ECU power supply circuit diagram NG
issued by the vehicle manufacturer.)
OK
7 Check the supply pump and the supply pump Repair or replace the supply pump and drive cir-
drive circuit. (Refer to the supply pump drive cir- NG cuit.
cuit diagram issued by the vehicle manufac-
turer.)
OK
Troubleshooting complete
Repair Section
2– 109
(3) The engine stalls when idling.
Description
The engine stalls after starting or when idling.
Possible Cause
• Injector
• Supply pump
• Engine cooling system

1 Verify that the engine is not overheated. Repair the engine cooling system.
NG
OK
2 Check the crankshaft position sensor output Repair or replace the crankshaft position sensor
waveform. (Refer to the crankshaft position sen- NG and/or the corresponding circuit.
sor check procedure issued by the vehicle man-
ufacturer.)
OK
OK
OK
OK
turer.)
OK
Repair Section
2– 110
(4) The engine cranks normally, but does not start.
Description
The engine is cranked at the normal speed, but does not start.
Possible Cause
• Injector
• Supply pump

1 Use the DST-2 to verify whether the coolant Repair the glow control system. (Refer to the
temperature is at the glow system operating NG glow control system check procedure issued by
temperature. In addition, verify whether battery the vehicle manufacturer.)
voltage is being supplied to the glow plugs at
the designated times.
OK
2 Monitor engine speed while cranking the Check the crankshaft position sensor. (Refer to
engine. Verify whether engine speed is being NG the crankshaft position sensor check procedure
correctly output. issued by the vehicle manufacturer.)
OK
OK
OK
OK
turer.)
OK
Repair Section
2– 111
(5) Idle instability following engine start
Description
Idle speed after starting the engine is abnormal.
Possible Cause
• Injector
• Supply pump
• Fuel filter
• Engine ECU
• Rail pressure sensor

OK
2 Check the fuel filter. Replace the fuel filter.

NG
OK
turer.)
OK
4 Check the rail pressure sensor and the corre- Repair or replace the rail pressure sensor and
sponding circuit. (Refer to the rail pressure sen- NG the corresponding circuit.
sor check procedure issued by the vehicle
manufacturer.)
OK
Repair Section
2– 112
(6) The engine returns to idle speed too slowly, or does not return at all.
Description
The time required for the engine to return to idle speed is longer than normal, or the engine does not return to idle
speed.
Possible Cause
• Accelerator position sensor
• Injector
• Supply pump

1 Perform the accelerator pedal position sensor Repair or replace the accelerator position sen-
function check. (Refer to the accelerator posi- NG sor and/or the corresponding circuit.
tion pedal sensor check procedure issued by
the vehicle manufacturer.)
OK
OK
turer.)
OK
Repair Section
2– 113
(7) Rough idle
Description
Idle speed fluctuates, causing the engine to vibrate.
Possible Cause
• Engine
• Supply pump
• Injector

1 Check parts that may be a source of abnormal Repair the engine.
engine vibration. NG
OK
OK
NG
OK
4 Check the crankshaft position sensor. (Refer to Repair or replace the crankshaft position sensor
the crankshaft position sensor check procedure NG and/or the corresponding circuit.
OK
turer.)
OK
Repair Section
2– 114
(8) The engine stalls when decelerating.
Description
The engine suddenly stops when decelerating.
Possible Cause
• Supply pump
• Injector

NG
OK
OK
OK
OK
OK
turer.)
OK
Repair Section
2– 115
(9) Poor engine output, poor acceleration
Description
Deficient engine performance.
Possible Cause
• EGR system
• Injector
• Mass Air Flow (MAF) meter
• Accelerator position sensor
• Boost pressure sensor
• Supply pump
• Air cleaner, duct

1 Check for air cleaner clogging and/or damage. Replace the air cleaner or repair the air duct.
NG
OK
NG
OK
OK
OK
OK
6 Check the MAF meter and the corresponding Repair or replace the MAF meter and/or the cor-
circuit. (Refer to the MAF meter check proce- NG responding circuit.
dure issued by the vehicle manufacturer.)
OK
Repair Section
2– 116
7 Check the Exhaust Gas Recirculation (EGR) Repair or replace the EGR system.
system. (Refer to the EGR system check proce- NG
OK
8 Perform the accelerator pedal position sensor Repair or replace the accelerator position sen-
function check. (Refer to the accelerator posi- NG sor and/or the corresponding circuit.
tion pedal sensor check procedure issued by
OK
9 Check the boost pressure sensor and the corre- Repair or replace the boost pressure sensor
sponding circuit. (Refer to the boost pressure NG and/or the corresponding circuit.
sensor check procedure issued by the vehicle
manufacturer.)
OK
turer.)
OK
Repair Section
2– 117
(10) Knocking, abnormal noise
Description
Abnormal combustion occurs, and a knocking sound is generated.
Possible Cause
• Engine
• Injector
• Glow control system

1 Repair the glow control system. (Refer to the Repair the glow control system.
glow control system check procedure issued by NG
OK
OK
OK
4 Check engine parts that may be a source of Repair the engine.

abnormal combustion. NG
OK
Repair Section
2– 118
(11) Poor fuel economy
Description
More fuel than normal is being consumed.
Possible Cause
• Engine
• Injector
• Supply pump

OK
turer.)
OK
3 Check parts that may be a source of poor fuel Repair the engine.
economy. NG
OK
R e p a i r S e c t i o n
2– 119
(12) Black Smoke
Description
Black smoke is being exhausted.
Possible Cause
• Injector
• Supply pump
• EGR system
• Engine ECU
• Electronic control throttle
• Mass Air Flow (MAF) meter
• Boost pressure sensor

1 Check for air cleaner clogging and/or damage. Replace the air cleaner or repair the air duct.
NG
OK
2 Check the electronic control throttle and the cor- Repair or replace the electronic control throttle
responding circuit. (Refer to the electronic con- NG and/or the corresponding circuit.
trol throttle check procedure issued by the
OK
3 Check the MAF meter and the corresponding Repair or replace the MAF meter and/or the cor-
circuit. (Refer to the MAF meter check proce- NG responding circuit.
OK
OK
5 Check the boost pressure sensor and the corre- Repair or replace the boost pressure sensor
sponding circuit. (Refer to the boost pressure NG and/or the corresponding circuit.
sensor check procedure issued by the vehicle
manufacturer.)
OK
manufacturer.)
Repair Section
2– 120
OK
OK
OK
turer.)
OK
Repair Section
2– 121
(13) White smoke
Description
White smoke is being exhausted.
Possible Cause
• Fuel filter
• Injector
• Supply pump
• EGR system
• Engine ECU
• Electronic control throttle

1 Check the fuel filter. Replace the fuel filter.
NG
OK
OK
OK
turer.)
OK
manufacturer.)
OK
6 Check the electronic control throttle and the cor- Repair or replace the electronic control throttle
responding circuit. (Refer to the electronic con- NG and/or the corresponding circuit.
trol throttle check procedure issued by the
OK
Repair Section
2– 122
5.2 Other Malfunction Symptoms

Malfunctions caused by components other than the CRS
z There are occasions when a malfunction that appears to be generated by the CRS is actually caused by a different com-
ponent or system. For instance, engine mechanical parts and the fuel system may cause malfunction symptoms iden-
tical to symptoms generated by the CRS. When troubleshooting, do not simply assume that the source of a malfunction
is the CRS. Consider all causes should be exhaustively considered while verifying the list below.
Malfunction Faulty Item Cause Action

Symptom
Intake system Clogged air cleaner element Clean or replace the air cleaner element.
Air mixed with the fuel system Perform fuel system air bleeding.
Faulty fuel filter Replace the filter.
Fuel system Insufficient fuel Add fuel and perform fuel system air
Insufficient
bleeding.
Power
Improper fuel Switch to the correct fuel.
Compression pressure abnormality Refer to the engine repair manual.
Engine
Piston, cylinder liner and/or piston ring
Other Overheat
Intake system Clogged air cleaner element Clean or replace the air cleaner element.
Insufficient fuel Add fuel and perform fuel system air
bleeding.
Improper fuel Replace the filter.
Fuel system clog Clean the fuel system.
Fuel system
Air introduction through fuel system con- Tighten all connections.
Faulty starting nection points
Fuel filter clog Replace the fuel filter.
Loose injection piping connections Tighten connecting nuts.
Faulty battery Check the battery.
Electrical sys- Faulty starter wiring Replace the starter wiring.
tem Loose battery cables Tighten the battery terminal connections,
or replace the cables.
Electrical sys- Faulty starter operation Replace the starter assembly.
tem Faulty glow plug system Replace the glow plugs.
Lubrication Excessive engine oil viscosity Replace with oil of appropriate viscosity.
system
Burnt pistons Replace the piston, piston ring and cylin-
Faulty starting
der liner.
Engine
Burnt bearings Replace the bearing and crankshaft.
Low compression pressure Overhaul the engine.
Ring gear damage Replace the ring gear and/or starter pin-
Other
ion gear.
Repair Section
2– 123
Malfunction Faulty Item Cause Action

Symptom
Poor valve clearance Adjust the valve clearance or replace the
bearing.
Poor valve seat contact Break in, or replace the valve and valve
Faulty idling Engine seat.
Low coolant temperature Perform warm-up operation.
Large difference in cylinder-to-cylinder Overhaul the engine.
compression pressure
Repair Section
2– 124
6. DIAGNOSIS CODES (DTC)
6.1 DTC Chart (Example)

DTC Structure
z P####: Powertrain-related (engine, drive system)
z U####: Network-related (vehicle communication)
DTC Assignment
z PO###: Determined by SAE/ISO
z P1###: Determined by manufacturer
z P2###: Determined by manufacturer
z P3###: Mixture of items determined by SAE/ISO and items determined by the vehicle manufacturer.
DTC Chart (example for HINO and TOYOTA vehicles)
z DTC codes that apply to the CRS are listed below (compatible with the DST-2.)
DTC DTC Description

P0006 Fuel shutoff valve "A" control circuit low voltage
P0007 Fuel shutoff valve "A" control circuit high voltage
P0016 Crankshaft position sensor, cylinder recognition sensor correlation
P0030 A/F sensor heater control circuit
P0031 A/F sensor heater control circuit low voltage
P0032 A/F sensor heater control circuit high voltage
P0036 A/F sensor heater control circuit
P0037 A/F sensor heater control circuit low voltage
P0045 Turbo/supercharger control solenoid open circuit
P0049 Turbo/supercharger overspeed
P0087 Fuel/rail pressure too low
P0088 Fuel/rail pressure too high
P0093 Fuel system leak maximum quantity detection
P0095 Intake air temperature sensor 2, circuit related
P0097 Intake air temperature sensor 2 circuit low voltage
P0098 Intake air temperature sensor 2 circuit high voltage
P0100 Mass Air Flow (MAF) meter, circuit related
P0101 MAF meter circuit range/performance
P0102 MAF meter circuit low input
P0103 MAF meter circuit high input
P0105 Boost pressure sensor, circuit related
P0107 Boost pressure sensor circuit low input
P0108 Boost pressure sensor circuit high input
P0112 Boost pressure sensor 1 circuit low voltage
P0113 Boost pressure sensor 1 circuit high voltage
P0115 Coolant temperature sensor, circuit related
P0117 Coolant temperature sensor circuit low voltage
Repair Section
2– 125
DTC DTC Description

P0118 Coolant temperature sensor circuit high voltage
P0119 Coolant temperature sensor circuit intermittent operation
P0120 Accelerator position sensor, switch "A" circuit related
P0121 Accelerator position sensor switch "A" circuit range/performance
P0122 Accelerator position sensor switch "A" circuit low voltage
P0123 Accelerator position sensor switch "A" circuit high voltage
P0124 Accelerator position sensor switch "A" circuit intermittent operation
P0168 Fuel temperature too high
P0180 Fuel temperature sensor, "A" circuit related
P0181 Fuel temperature sensor "A" circuit range/performance
P0182 Fuel temperature sensor "A" circuit low voltage
P0183 Fuel temperature sensor "A" circuit high voltage
P0184 Fuel temperature sensor "A" circuit intermittent operation
P0185 Fuel temperature sensor, "B" circuit related
P0186 Fuel temperature sensor "B" circuit range/performance
P0187 Fuel temperature sensor "B" circuit low voltage
P0188 Fuel temperature sensor "B" circuit high voltage
P0189 Fuel temperature sensor, "B" circuit intermittent operation
P0190 Rail pressure sensor, circuit related
P0191 Rail pressure sensor circuit range/performance
P0192 Rail pressure sensor circuit low voltage
P0193 Rail pressure sensor circuit high voltage
P0194 Rail pressure sensor circuit intermittent operation
P0200 Injector open circuit
P0201 Injector open circuit- #1 cylinder
P0217 Engine overheat
P0218 Transmission overheat
P0219 Engine overrun
P0230 Fuel pump, primary circuit related
P0234 Turbo/supercharger overboost
P0237 Boost pressure sensor circuit low voltage
P0263 Cylinder correction quantity error- #1 cylinder
Repair Section
2– 126
DTC DTC Description

P0299 Turbo/supercharger supercharge deficiency
P0335 Crankshaft position sensor, "A" circuit related
P0339 Crankshaft position sensor "A" circuit intermittent operation
P0340 Cylinder recognition sensor, "A" circuit related
P0400 EGR flow volume abnormality
P0404 EGR control circuit range/performance
P0405 EGR sensor "A" circuit low voltage
P0406 EGR sensor "A" circuit high voltage
P0407 EGR sensor "B" circuit low voltage
P0408 EGR sensor "B" circuit high voltage
P0500 Vehicle speed sensor, "A" circuit related
P0501 Vehicle speed sensor "A" circuit range/performance
P0504 Brake switch "A", "B" correlation
P0510 Throttle position switch closed
P0524 Engine oil pressure too low
P0540 Intake air heater "A" circuit
P0544 Exhaust gas temperature sensor, circuit related
P0545 Exhaust gas temperature sensor circuit low voltage
P0546 Exhaust gas temperature sensor circuit high voltage
P0560 Battery voltage
P0605 Engine ECU internal malfunction
P0607 Engine ECU internal malfunction
P0611 EDU malfunction
P0617 Starter relay circuit high voltage
P0627 Fuel pump "A" open control circuit
P0686 Engine ECU power supply relay control circuit low voltage
P0704 Clutch switch input circuit abnormality
P0710 Transmission oil temperature sensor, "A" circuit related
P0715 Turbine speed sensor, "A" circuit related
P0753 Shift solenoid "A" actuation related
P0758 Shift solenoid "B" actuation related
P0850 Parking/neutral switch, input circuit related
P2002 Particulate Matter (PM) capture efficiency at or below specified value
P2031 Exhaust gas temperature sensor, circuit related
P2032 Exhaust gas temperature sensor circuit low voltage
P2033 Exhaust gas temperature sensor circuit high voltage
P2047 Exhaust gas fuel addition valve abnormality
P2120 Accelerator position sensor, switch "D" circuit related
P2121 Accelerator position sensor switch "D" circuit range/performance
Repair Section
2– 127
DTC DTC Description

P2122 Accelerator position sensor, switch "D" circuit low input
P2123 Accelerator position sensor, switch "D" circuit high input
P2125 Accelerator position sensor, switch "E" circuit related
P2127 Accelerator position sensor, switch "E" circuit low input
P2128 Accelerator position sensor, switch "E" circuit high input
P2138 Accelerator position sensor, switch "D"/"E" circuit voltage correlation
P2226 Atmospheric pressure sensor, circuit related
P2228 Atmospheric pressure sensor circuit low voltage
P2229 Atmospheric pressure sensor circuit high voltage
Repair Section
2– 128
Published : August 2004
Second Issu: September 2007
Edited and published by:

DENSO CORPORATION
Service Department
1-1 Showa-cho, Kariya, Aichi Prefecture, Japan

Sumitomo Maintenence

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Service Support SH200

(Anti-theft protection ON)

(Anti-theft protection OFF) (Authentication OK)

(Model selection not completed)

* Screen on which the engine

Hold down for

Hold down for

MAIN / MNT... Section select switch Page (-)

Mode select switch

1) Mode select switch; switching with travel high-speed switch

[2] Temperature and pressure

[3] Load and boost

[8] Pilot pressure

Hydraulic circuit input/output state ( ○ = OFF, ● = ON)

1 Pressure sensor; Arm in 5 Solenoid; Free swing/beacon 9 Relay; Travel alarm E

[10] Electrical circuits; Input/output

Electric circuit input/output state ( ○ = OFF, ● = ON)

1 Switch; Anti-theft 6 Glow signal

* UTC (universal time coordinate) is the global standard time. Japan is +9

GPS continuous position measurement time

Event send setting

0156 Enabled Inhibited Inhibited

0220 Enabled Enabled Inhibited

0188 Enabled Inhibited Enabled

0060 Inhibited Inhibited Enabled

Engine start enable setting

Input/output state ( ○ = OFF, ● = ON)

1 Solenoid; Power save 9 Relay; Feed pump 17 Switch; Pressure (Option)

Input/output state ( ○ = OFF, ● = ON)

1 Solenoid; Power save 4 Solenoid; Swing brake 7 Solenoid; Free swing

[3] Potentio-meter voltage

[4] Potentio-meter and sensor voltage (resistance)

[6] PWM data

[7] PWM data

[8] Frequency and communication

Input/output state ( ● = receiving)

1 Computer S reception state

Input/output state ( ○ = OFF, ● = ON)

Input/output state ( ○ = OFF, ● = ON)

1 Solenoid; Lever lock

[3] Potentio-meter voltage

[4] Potentio-meter and sensor voltage (resistance)

[6] PWM data

[7] PWM data

[8] Frequency and communication

Input/output state ( ● = receiving)

1 Computer S reception state

Input/output state ( ○ = OFF, ● = ON)

1 Working light 7 Switch; Travel high-speed select 13 Switch; Washer

1 Status occurrence count 4 Diagnostic trouble code

7002 (faulty N1 pressure sensor)

For details on diagnostic trouble code, see the

Maximum display count

2 Page forward / back

[2] Electrical parts operation time

[3] Idle time

[4] Pressure switch operation count

[6] Work mode

[7] Breaker usage time

[8] Crusher usage time

[9] P1 pressure (P) distribution

[10] P2 pressure (P) distribution

[12] N2 pressure (P) distribution

[14] Oil temperature (T) distribution

Boost cut * * * Fixed to OFF (13) * * * * * *

Auto brake Fixed to OFF (14) Fixed to OFF (14) * * * * * * *

Swing brake solenoid Swing lock Fixed to ON (15) Fixed to ON (15) * * * * * * *

Anti-theft Fixed to ON (16) Fixed to ON (16) * * * * * * *