Common Rail System (CRS) Service Manual - Service
Contents
1. s e 3 Sed vec VSOUT 0 Werds VehideSpesd Heal A O PACL GND LEI a PWM Output a MT Vehicles Only UNS c sap E o Exhaust Brake eye oy Control Module o PTODisable SW nr _ Remote PTO Set nn Glow Plug Remote PTO Resume pres ow So TO Set Speed ASW SSPA SW DPFD OC DPF Differential CAB Control Disable SW CCDIS Sw DP FD Tad Pressure Sensor Ignore Brake Clutch SW IGBC SW Exhaust Gas a ONE Cc Me Temperature Sensor 1 Cruise Resume Accel I Sa Catalyst Cruise Set Coast Xhaust Gas NN RER A EE CRSSW_ 5 ter Temperature Sensor 2 PTO has En PTO b Up j SCR PTOSW o o T Low Coolant Level SW l T ide Engine StopEnabe SW 1 PTOEN REL PTOFB SW I mg Diesel Throttle IDM2 0 ME DC Motor aum um eum eu cuo uS Gu Gub UD GO GU GUD GUD GO GUD UD GUD GU GUD GUD GUD GUD UD E GO GUD GUD GUD GU UD CC GO Gu UD Guo Guo cuo Gu cuo cuo cu cuo cum d cu au cu cu um aum cu cum aum cum cuo cuo auo cu euo eus d Bk1 sw GCOMMON1 Injector 1 SI od re Ll ga Clutch SW MT Vehicles D c ew TWV C Inector 4 DPF Regeneration DPFREG Sw COMMON Air Conditioner D Ac cw WB Injector 3 u 7 M Magnetic Clutch D ES Option Circuit Terminals with no extemal circuit commands written in parenthesis are auxiliary circuits UOSBASE Operation Section 1 28 Crankshaft Position Sensor C2. DENSO For Authorized Service Dealers Only ISUZU N Series 4HK1 Engine Common Rail System CRS Service Manual Issued November 2011 DENSO CORPORATION 50000057E 2011 by DENSO CORPORATION All rights reserved This material may not be reproduced or copied in whole or in part without the written permission of DENSO Corporation Table of Contents Table of Contents Operation Section 1 Applicable Vehicles and Parts Information 1 1 ON 212 ata dd na ta hale els A ad 1 1 2 Applicable Venice quera a edicta aad ee eae ee 1 1 1 3 E eM PIMAN aa A euch ee WE een eek 1 2 2 Common Rail System CRS 2 1 GAS OUT ea a A a er a 1 3 3 Supply Pump 3 1 SUI a 1 4 3 2CRS Adapted to Positive Pressure Filter Usel 5 3 3Suction Control Valve SCV 1 7 3 4Fuel Temperature Sensor1 8 4 Rail 4 1 GV S oe etree ty hes age aeons gn Saad Pee Src th wa ei Fee ghee ae E gra PE to te ee ahd Oe aS A ae tree ee GA 1 9 4 2 Rail Pressure SENSORS picks rudo ea dee AIR deca Ag beng dw nis atu ton ed dn 1 9 4 3Pressure Limiter1 10 5 Injectors 5 1 Sup A A ete er ae We Pr pr 1 11 6 Control System Parts 6 1 TUN gt ECU or a pL 1 13 6 2Sensors1 14 7 Exhaust Gas Treatment System 7 1 COUN nes atea ta Sel oran eka ta lito an a elo Oe oie Ses ls a hel ae Ae ee a ie ee eee ees 1 16 7 2Particulate Matter PM Regeneration1 19 7 3Urea Selective Catalytic Reduction SCR 1 20 8 Diagnostic Trouble Codes DTC BI SS RS I
3. O Signal GND I Signal GND_______ I Case GND Q006846E Operation Section 1 29 9 2 Connector Diagram A23 A18 ECT EEG ei Le insinuat a AG A41 A63 x OA A Pa omen eT Fes slasa E mar rca acexjcorcan aSa noe E 11 a beca en ee JC att taa 7 7 Patata ala PB985T POLL Si o o e EHE ur idcm B52 B50 Q006847 service Division DENSO CORPORATION 1 1 Showa cho Kariya shi Aichi ken 448 8661 Japan
4. The SV3 type has the following features A more compact design compared to the SV1 type due to a smaller solenoid Improved valve sliding performance Valve Body Solenoid a 51553 T E Valve L 7 Needle Valve Armature lt External View gt lt Cross Sectional Diagram gt Q006721E Plunger Needle Valve Abo Short Duty ON Duration Long Duty ON Duration gt Large Valve Opening Small Valve Opening Large Suction Quantity gt Small Suction Quantity am A ies MA N ylinder Opening Large Valve Opening Cylinder Q006722E Operation Concept Diagram Operation Section 1 8 3 4 Fuel Temperature Sensor O The fuel temperature sensor detects the fuel temperature and sends corresponding signals to the engine ECU The ECU then uses the signal information to calculate an injection correction suited to the fuel tem perature Reference Temperature Resistance Characteristics Temperature C Resistance k 30 25 40 a poo os 8 054 ea 0318 00 Q006723E Operation Section 159 4 Rail 4 1 Outline Compared to a conventional rail the rail used with the ISUZU 4HK1 engine is adapted to high pressure 200 MPa The rail distributes fuel sent from the supply pump to each injector Fuel Inlet to Injectors Pressure Limiter Rail Pressure Sensor Q006724E 4 2 Rail Pressure Sensor O The rail pressure
5. eration begins O Regeneration judgments and injection control are conducted by inferring the catalyst temperature base on signals from the exhaust gas temperature sensors before and after each catalyst Top Dead Center TDC Main Injection After Injection Pre Injection Q006737E Operation Section 1 20 7 3 Urea Selective Catalytic Reduction SCR Urea SCR adds an aqueous urea solution to the exhaust gas and the SCR catalysts reduces the NOx The aqueous urea solution is not used as is during NOx reduction In actuality the ammonia produced when the solution undergoes hydrolysis is used to reduce the NOx A system that contains an aqueous urea solution is used due to the inherent danger of mounting a source of ammonia directly on the vehicle e The urea SCR ECU controls the urea SCR based primarily on the exhaust gas temperature and the NOx concentration in the exhaust gas Ammonia is generated from the aqueous urea solution by using the ex haust gas heat to conduct hydrolysis As such the following values are required to add the solution from the urea addition valve into the exhaust gas 1 the quantity of urea that will undergo hydrolysis calculated from the exhaust gas temperature and 2 the optimal quantity of solution to be added calculated from the NOx concentration in the exhaust gas 1 NOx Reduction Mechanism Oxidation Catalyst Pre DPF e An oxidation catalyst prior to the urea SCR that initia
6. 30 MPa Actuation Pulse Width TQ Correction Points Using QR Codes 140 MPa 10 Correction Points Q006727E Operation Section 1 13 6 Control System Parts 6 1 Engine ECU e The engine ECU conducts overall engine control The engine ECU for the ISUZU 4HK1 engine is mounted in the cabin and contains a built in injector actuation circuit thereby eliminating the Electronic Drive Unit EDU CAUTI ONI 898160 9812 Operation Section 1 14 6 2 Sensors 1 Crankshaft Position Sensor NE Sensor and Cylinder Recognition Sensor G Sensor e The 4HK1 engine CRS uses a crankshaft position sensor NE sensor and cylinder recognition sensor G sensor Both sensors are Magnetic Resistance Element MRE types VEG GND OUT Crank Position Sensor Cylinder Recognition Sensor NE Sensor G Sensor Q006729E Crankshaft Position Sensor v The crankshaft position sensor detects the crankshaft angle The pulsar has 56 teeth separated at 6 intervals with four missing teeth to detect Top Dead Center TDC for cylinders no 1 and no 4 lt Circuit Diagram gt Engine ECU Sensor 55 x 6 Four Missing Teeth Q006730E Cylinder Recognition Sensor G Y The cylinder recognition sensor identifies the engine cylinders The pulsar has five teeth recognition of TDC for each cylinder recognition of cylinder no 1 Cylinder No 1 Pulsars Recognition lt Circuit Diagram gt Engine ECU Sensor Vece V
7. control from the urea SCR ECU Calculates the optimal urea addition quantity based on signals from the NOx sensor exhaust gas temperature sensor urea SCR etc Controls the urea Urea SCR ECU feed device and urea addition valve so that the optimal amount of urea is added to the system In addition outputs urea SCR system diagnosis to the engine ECU Exhaust Gas Temperature Sensor The exhaust gas temperature sensor detects the exhaust gas temperature in the vicinity of the catalyst A thermistor is used for actual temperature detection a fns Temperature Resistance Characteristics 265600 125 DPF Side 106 kQ 346 kQ Of e l 287 kQ 265600 126 The only difference between the two SCR Side sensors is the thread pitch The specifications are the same Q006735E Operation Section 1 18 Differential Pressure Sensor The differential pressure sensor detects the difference in exhaust gas pressure across the DPF The sensor is a semiconductor type device that uses a characteristic of silicone crystals in which electrical resistance changes when the pressure applied to the crystals is varied Voc VP GND Output Voltage V 0 100 Fuel Pressure kPa Q006736E Operation Section 1 19 7 2 Particulate Matter PM Regeneration O The following is an outline of PM regeneration control in the 4HK1 engine CRS PM regeneration can be performed both m
8. R EES ne ee oe ss ONE 1 21 9 Control System Component Information 9 1 Engine ECU Terminal Layout Diagrams srta Hr re ae ee es 1 27 9 2 AGORMECIOn Diada s Ste ie A 1 29 Table of Contents Operation Section 14 1 Applicable Vehicles and Parts Information 1 1 Outline As aresult of a model change to the ISUZU 4HK1 engine beginning from May 2010 the Common Rail Sys tem CRS has also changed This manual describes items specific to the parts used in the CRS for the 4HK1 engine For CRS basics refer to the COMMON RAIL SYSTEM SERVICE MANUAL OPERATION Doc ID 00400534EA Compliance with Exhaust Gas Regulations e The CRS for the 4HK1 engine has undergone the following improvements to comply with US10 exhaust gas regulations Combustion Improvements e System pressure Increased to 200 MPa e Supply pump Operating pressure of 200 MPa uses positive pressure system Rail Operating pressure of 200 MPa Injectors Uses the G3 type Improved Post Processing Particulate Matter PM reduction Diesel Particulate Filter DPF NOx Reduction Urea Selective Catalytic Reduction SCR 1 2 Applicable Vehicle Vehicle Manufac Production Start Vehicle Name Engine Type Exhaust Volume turer Date ISUZU N SERIES 4HK1 May 2010 Operation Section 1 2 1 3 List of Primary Parts DENSO Part Num Manufacturer Part Part Name Remarks ber Number pai wwe ewovmeo Engne OU MEET easier Cranks
9. anually and automatically o PM regeneration is normally conducted automatically when the system determines that a set quantity of PM has accumulated in the DPF However there are cases in which PM regeneration does not take place au tomatically due to driving conditions When PM is not being regenerated automatically the following two indicator lights flash 1 the light built into the switch for the exhaust gas purification device and 2 the ex haust gas purification device light located inside the meter panel These indicator lights are alerts prompting the user to press the exhaust gas purification device switch and begin manual PM regeneration When an alert occurs press the exhaust gas purification device switch near the driver s seat to manually start PM regeneration Control O The accumulated quantity of PM is inferred from the differential pressure sensor signals difference in ex haust gas pressure across the DPF PM regeneration occurs when the accumulated PM quantity is deter mined to be high a large differential pressure across the DPF e In PM regeneration mode after injection has been added to the normal injection pattern pre injection main injection Injection is also performed from the fuel addition valve The actual control sequence adds the after injection first to raise the catalyst temperature Next when the catalyst temperature reaches a set value injection occurs from the fuel addition valve and full scale regen
10. correlation bank 1 Exhaust brake valve stick P0027 Exhaust throttle valve stick P003A Variable Geometry Turbo VGT module wiping too wide error Sagas VGT module motor circuit short and GND short position control abnormal power supply voltage high error Rail pressure low during power enrichment Rail pressure too high P0088 Fuel pressure regulator 1 performance P0098 Intake manifold temperature sensor 2 circuit high POOAF VGT module memory access abnormal Mass Air Flow MAF meter rationality low P0101 MAF meter rationality high Operation Section 1 22 Rail pressure sub sensor signal keeping the middle range PO18B Rail pressure sub sensor performance 1 Rail pressure sub sensor performance 2 PO18C Rail pressure sub sensor circuit low voltage P018D Rail pressure sub sensor circuit high voltage Rail pressure sensor signal keeping the middle range P0191 Rail pressure sensor performance 1 Rail pressure sensor performance 2 Injector 1 quantity increase failure PO20A Injector 1 quantity decrease failure Injector 2 quantity increase failure PO20B Injector 2 quantity decrease failure Injector 3 quantity increase failure PO20C Injector 3 quantity decrease failure Injector 4 quantity increase failure PO20D Injector 4 quantity decrease failure Engine overrun P0219 Engine overrun 2 Injector 4 TWV 4 load short coil short terminal sh
11. et Posion Sensor 99979081 sereoo Cylinder Recognition Sensor 949979 169 8 98019024 0 TT Fuel Pressure Fuel Pressure Sensor 499000 829 8 98105928 0 MEN Exhaust eo Temperature Sen 265600 125 8 98004329 0 DPF Side Exhaust Gas Temperature Sen 265600 126 8 98004330 0 SCR Side sor Differential Pressure Sensor 104990 101 8 97359985 2 Operation Section 1 3 2 Common Rail System CRS 2 1 CRS Outline The CRS for the ISUZU 4HK1 engine uses the following fuel flow path to prevent air from mixing with the fuel The feed pump for the supply pump draws in fuel that is then initially sent to a main filter outside of the supply pump Air inside the fuel is released from the air bleed valve on the main filter Next the fuel is re turned again to the supply pump and then sent to the rail under high pressure Fuel Temperature Vehicle Speed Accelerator Position Boost Pressure Intake Air Temperature k Coolant Temperature Crankshaft Position Cylinder Recognition Signal gt Intake Air Mass 4 Injector Engine ECU Rail Pressure Sensor Suction Control Valve SCV Supply Pump Sub Filter Fuel Tank Negative Pressure Type to Fuel Addition aio Suction Valve DPF Air Bleed Valve Discharge Fuel Temperature Sensor gy Main Filter gt Feed Positive Pressure Type Return Fuel Tank Q006718E Operation Sectio
12. ief valve to adjust the fuel returning to the supply pump e A check valve to increase priming performance to the newly added fuel flow path i e to the main filter Feed Pump The feed pump cover and feed pump plate have changed Moreover the discharge port on the feed pump plate is blocked off Feed Pump Plate Discharge Side Port Obstruction Feed Pump Cover Rear Cover Rear Cover Relief Valve Check Valve Q006720E Operation Section 1 6 Fuel Flow Path O n a conventional supply pump fuel is sent directly through the following flow path feed pump gt SCV gt plunger chamber rail However in the supply pump adapted to positive pressure filter use the fuel flow path is as follows feed pump gt main filter gt SCV gt plunger chamber gt rail Flow Path for Supply Pump Adapted to Positive Pressure Filter Use Air Bleed Valve Main Filter Regulator Valve SCV Suction Valve Plunger Chamber Check Valve S GT a Relief Valve Discharge Valve Cam Chamber Priming Pump Sub F i ter Feed Pump Feed Pressure Filter Pressure Suction Negative Pressure Flow Path for a Conventional Supply Pump Regulator Valve Suction Valve Plunger Chamber Rail Pressure Atmospheric Pressure Feed Pump m AS Discharge Valve Cam Chamber Priming Pump Fuel Filter Q004898E Operation Section 3 3 Suction Control Valve SCV e The SCV used with the ISUZU 4HK1 engine is a normally open SV3 type
13. ion Catalyst gt Exhaust Gas Temperature Sensor T Differential Pressure Sensor a Exhaust Gas Temperature Sensor Urea SCR Catalyst Urea SCR Oxidation Catalyst ECU EK i Feed Device Urea Tank S Addition Valve Q006734E Operation Section 1 17 Parts and Functions Oxidation Catalyst Pre Conducts HC and CO purification as well as NOx oxidation NO NO DPF Adding NO2 promotes NOx reduction Diesel Particulate Filter DPF Traps PM and conducts PM oxidation treatment Urea SCR Catalyst Uses urea added to the exhaust gas to reduce the NOx Oxidation Catalyst Post Urea Purifies any urea ammonia not used in NOx reduction SCR Catalyst Measures the exhaust gas temperature at the DPF and then outputs corre Exhaust Gas Temperature sponding signals to the engine ECU The engine ECU controls DPF regen Sensor DPF eration based on the aforementioned signals Measures the difference in exhaust gas pressure across the DPF and then outputs corresponding signals to the engine ECU The engine ECU calcu Differential Pressure Sensor lates the quantity of PM accumulated in the DPF based on the aforemen tioned signals and then determines whether or not to conduct PM regeneration tion in the exhaust gas before passing through the catalyst Exhaust Gas Temperature Mounted upstream of the urea SCR catalyst to measure the exhaust gas Urea Feed Device valve The pumping pressure is based on
14. lly oxidizes NO into NO2 This catalyst promotes the NOx reduction reaction when NO increases Urea Addition Valve e Adds the aqueous urea solution to the exhaust gas after it has passed through the DPF The added aque ous urea solution is hydrolysized by exhaust gas heat and converted into ammonia and CO Urea SCR Catalyst Uses the ammonia generated from the aqueous urea solution to reduce and convert the NOx into Ne ni trogen and H2O water Oxidation Catalyst Post Urea SCR Catalyst Purifies any ammonia not used in NOx reduction Oxidation Catalyst Urea Addition Valve Urea SCR Catalyst Oxidation Catalyst Li bd D us D D NNO Oxidized into NO2 Ammonia Generation NOX Reduction Purifies an 2NO 02 2N02 CO NH22 H20 2NHs C02 NO NO2 2NH3 2N2 3H20 1 ammonia not An aqueous urea solution is hydrolysized uj 4NO 4NH3 02 4N2 6H20 2 deb in NOX sing the exhaust gas heat to generate 6N02 8NH3 7N2 12H20 3 reduction Aimed at the NOX a ammonia 2N02 2NH3 02 3N2 6H20 4 Four reduction reactions are triggered in the catalyst to reduce the NOX However the reaction 1 is the most efficient Reaction in the Urea SCR Catalyst o Reaction SS f 33 Catalyst Q004928E 02 No Reaction Operation Section 1 21 8 Diagnostic Trouble Codes DTC 8 1 DTC List Detection Item POOOF Rail pressure too low P0016 Crankshaft position intake camshaft position
15. n 3 Supply Pump 3 1 Outline e The supply pump used with the ISUZU 4HK1 engine is an HP3 type adapted to positive pressure filter use In comparison to conventional supply pumps the 4HK1 engine supply pump includes a feed pump outlet port and main filter pump inlet port Positive pressure is applied to the main filter by sending fuel from the feed pump to the main filter In addition the supply pump uses a normally open SV3 type Suction Control Valve SCV Fuel Inlet from Main Filter Suction Control Valve SCV Fuel ou O Overflow T to Fuel Tank Fuel Outlet to Main Filter TD Sg Fuel Temperature Sensor Fuel Outlet Fuel Inlet Overflow to Fuel Tank Supply Pump Adapted to Positive Pressure Filter Use from Sub Filter Conventional Supply Pump Operation Section 3 2 GRS Adapted to Positive Pressure Filter Use e The 4HK1 engine CRS has been adapted to positive pressure filter use to achieve the following effects Stabilize the fuel supply by placing the fuel filter under positive pressure Suppress filter clogs and increasing filter life Reduce diagnostic abnormalities caused by pressure fluctuations that arise when air intermixing is sup pressed Rear Cover A rear cover has been added to supply pumps adapted to positive pressure filters since the fuel drawn into the supply pump is sent to an external main filter Rear cover construction features the following items A rel
16. oc G Input Circuit Q006731E Operation Section 1 15 2 Fuel Pressure Sensor e The 4HK1 engine CRS is equipped with a fuel pressure sensor to detect fuel pressure between the feed pump outlet on the supply pump and the main filter Sensor output determines correction control for the fuel addition valve and whether a main filter clog exists The fuel pressure sensor is a Semiconductor type device that uses a characteristic of silicone crystals in which electrical resistance changes when the pres sure applied to the crystals is varied Engine ECU Vo Vco V Output Voltage 1 6 Fuel Pressure MPa Q006732E 3 Engine Oil Pressure Sensor The engine oil pressure sensor detects engine oil pressure If engine oil pressure reaches an abnormally high value the sensor stops the engine Engine ECU Vc Voc V o O O gt gt o 2 O 0 GND 1 0 Oil Pressure MPa Q006733E Operation Section 1 16 7 Exhaust Gas Treatment System 7 1 Outline e The 4HK1 engine CRS adds a Diesel Particulate Filter DPF to eliminate Particulate Matter PM and uses urea Selective Catalytic Reduction SCR to reduce NOx Urea SCR adds urea to the exhaust gas and the SCR catalyst reduces the NOx The exhaust gas temperature sensor and differential pressure sensor used in the 4HK1 engine exhaust gas treatment system are made by DENSO IE al C3 Fuel Addition Valve O i JE 8 Oxidat
17. ort P0267 Injector 2 TWV 2 load short coil short terminal short Operation Section 1 23 Detection Item PO2E3 ITHR DC motor output short to battery short to GND motor short Intake throttle stuck closed Intake throttle stuck open PO2E7 Intake throttle open learning error Intake throttle closed learning error Wait to start light control module internal circuit short to BATT Wait to start light control module internal circuit open load short to GND EGR duty error EGR brushless motor circuit too high P0403 EGR brushless motor circuit too low EGR brushless motor circuit too open High target idle speed Operation Section 1 24 Engine ECU processor main CPU fault Engine ECU processor watchdog IC fault Battery 5 V reference 1 circuit high Glow plug module control circuit P064C Glow plug module INTST BER Glow plug module MEEPST Malfunction Indicator Lamp MIL control circuit monitoring short to BATT MIL control circuit monitoring open load short to GND Supply pump protection P1085 Supply pump exchange P1102 Rail pressure sensor performance correlation abnormal Operation Section 1 29 Capacitor charge up circuit malfunction insufficient charge Capacitor charge up circuit malfunction excessive charge Exhaust injector circuit BATT short Exhaust injector circuit load short Exhaust injector pressure sensor performance high Exhaust injector pre
18. sensor detects fuel pressure inside the rail There are two rail pressure sensors to provide a backup in case of a malfunction In addition the output signal for each sensor system is offset GND2 Vout2 Vout Vol Vout2 Vc2 V V AS 0 886 VC1 Vout GNDI 0 22 Rail Pressure MPa Q006725E Operation Section 1 10 4 3 Pressure Limiter The pressure limiter used with the ISUZU 4HK1 engine is adapted to a pressure of 200 MPa The pressure limiter opens to release fuel from the rail when the internal pressure becomes abnormally high Pressure limiter construction and characteristics are as shown in the figure below Housing Spring Valve 241 MPa 2458 kg cm to Fuel Tank r Open Valve a Valve Body Q004915E Operation Section 1 11 5 Injectors 5 1 Outline o The 4HK1 engine CRS uses G3 type injectors G3 injectors are designed to support a system pressure of 200 MPa to improve responsiveness and to increase resistance against foreign material adherence to the nozzle G3 type operation and QR code ID code injection quantity corrections are the same as for G2 type with conventional QR codes However the QR code correction points differ High Pressure Fuel Solenoid Valve from Rail J S Ji Pressure Pin AR jL Nozze Spring Neds ED L LI Nozzle Needle Q006726E Operation Section O gt pz 2 O c Q O a 100 MPa
19. ssure sensor performance low P2147 COM 1 output short to GND TWV 1 or 3 or 5 output short to GND P2148 COM 1 output short to BATT TWV 1 or 3 or 5 output short to BATT Operation Section 1 26 Detection ltem VGT slow response up side VGT slow response down side P226B Turbo supercharger engine overboost EGR slow response ON P2413 EGR slow response OFF er Exhaust gas temperature sensor before oxidation catalyst too high Exhaust gas temperature sensor before oxidation catalyst too low P244B DPF PM over accumulation P244C DPF deterioration P244D Exhaust gas temperature sensor before DPF too high Exhaust gas temperature sensor before DPF too low P2453 DPF pressure sensor performance P2263 P2564 VGT hole IC sensor circuit low P2565 VGT hole IC sensor circuit high P256C Idle Air Control IAC valve control circuit low voltage P254D Auxiliary engine RPM sensor circuit high P256D IAC valve control circuit high voltage U0307 GPCM engine ID diagnostic Operation Section 1 27 9 Control System Component Information 9 1 Engine ECU Terminal Layout Diagrams m P N SW mH STA REL A DPF Exhaust on 2 um m ba m A Soknoid Valve EXBCUT SW Q Meter sx Malfunction Indicator Lamp _ e T Twisted Pair pens 11 Lp rn a IDLUP VCC vei IDLUP Twisted ee O ES IO IDLUP aS pao 7 am a Sensor ae EC Hb Position Sensor pr
20. ylinder Recognition Sensor Manifold Absolute Pressure sensor Rail Pressure Sensor Rail Pressure Sensor2 Diesel Throttle Position Sensor Mass Air Flow Meter Coolant Temperature Fa g Sensor 9 Fuel Temperature 34 Sensor q EGR Temperature 534 Sensor IN 9 EGR Temperature 73 g Sensor OUT 9 INTAKE MANIFOLD A AO SENSOR ur a em e Oil Pressure 4 Sensor x2 2 qp a t_____ Option Circuit NE VCC SCVHI D NE GND SCVLO 4 G VCC SCVLO 6 G GND Twisted Pair PB VCC EX TPID 444 EXTPIP EET FueAddion Vale PFUEL1 VCC ISOH o ISO CAN AES ie OE PFUEL1 ak ac dl SAE CON DCU PFUEL1 GND PFUEL2 VCC SAG THCAN o n PFUEL2 THCAI GND S i M PFUEL2 GND O CAC Out lg THCAO1 GND Aeon ui THCOT Compressor Outlet O ung THOTE D empero MAF GND THA GND THW THW GND EXPS VCC EXPS PS GND T THL GND THEGRI THEGRI GND THEGRO EGRPOS VCC THEGRO GND EGRPOSU IMT EG REOSV iiie EGRPOS W EGRPOS GND P GND P GND P GND P GND GND GND CASE GND POIL VCC POIL GND Terminals with no extemal circuit commands written in parenthesis are auxiliary circuits THCAO2 GND Q ar Fuel Addition Valve X Pressure Sensor A SA EGR Valve Drive DC E er O ee E Brushless Motor ooo T Y o Power GND IPowerGND____________z_ IPowerEND___________ jPowrGND gt
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