Maintenance Manual of 2.0CTI Diesel Engine
JAC 江淮汽车
Maintenance Manual
of
2.0CTI Diesel Engine
Customer Service Department
of
JAC Engine Company
September 20
th
, 2015
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
I
Preface
This manual provides a thorough introduction of the technical
specifications, structural features and other aspects of 2.0CTI diesel engine, and
illustrates the disassembly, installation procedures of engine and relevant
precautions. Meanwhile, it also includes technical data of engine ECU’s failure
analysis for the maintenance personnel’s reference.
To satisfy JAC engine’s customer, maintenance personnel of JAC engine
should operate correctly. Therefore, it is necessary for maintenance personnel to
fully understand the contents of this manual. Please put the manual handy for
reference.
All pictures and technical parameters within this manual are the latest
situation. Should any product improvement that may affect maintenance appears,
JAC will provide technical bulletin or supplement. Thus, the manual user should
focus the JAC product’s latest development.
Any copy or temper of this manual is unaccepted without written
authorization of JAC, which includes but not limited to electronic, paper-based,
phonotape and videotape.
The customer service department of JAC engine company reserves the right
of final explanation and revision for the terms.
Engine Company of Jianghuai Automobile Co. ltd.
December 2015
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
II
Contents
Preface.........................................................................................................I
Contents..................................................................................................... II
Abbreviation............................................................................................. VI
Chapter 1 Introduction of Diesel Engine............................................. 1
I. Engine’s identification code and nameplate......................................1
1.1 Engine’s identification code and nameplate........................ 1
1.2 Illustration of engine’s identification code.......................... 1
II Engine’s technical parameters..........................................................3
2.1 Main technical parameters..................................................... 3
2.2 Main specifications of spare parts.......................................... 4
2.3 Parameters for check and adjustment.....................................4
III Tightening torque........................................................................... 4
IV Maintenance limitation...................................................................9
V Special tools.................................................................................. 15
Chapter 2 Engine’s Mechanical System.................................................... 16
I. Maintenance precautions................................................................16
1.1 General precautions............................................................. 16
1.2 Precaution of sealant............................................................17
II. Front auxiliary drive system..........................................................20
2.1 System diagram................................................................... 20
2.2 Check...................................................................................20
2.3 Disassembly.........................................................................21
2.4 Installation precaution..........................................................22
III Timing system.............................................................................. 25
3.1 system diagram....................................................................25
3.2 Disassembly.........................................................................26
3.3 Check...................................................................................29
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
III
3.4 Installation........................................................................... 30
IV. Air-inlet and air-exhaust system................................................... 35
4.1 System diagram................................................................... 35
4.2 Assembly and disassembly of air-inlet system..................... 36
4.3 Assembly and disassembly of air-exhaust system................ 36
4.4 Assessment of oil leakage on turbo booster’s impeller......... 38
V. Lubrication System....................................................................... 47
5.1 System diagram................................................................... 47
5.2 Disassembly and check........................................................ 48
5.3 Assembly............................................................................. 50
VI. Valve mechanism.........................................................................53
6.1 System diagram................................................................... 53
6.2 Disassembly.........................................................................53
6.3 Check after disassembly...................................................... 54
6.4 Installation........................................................................... 57
VII. Crankshaft Connecting System.................................................. 60
7.1 System diagram................................................................... 60
7.2 Main shaft bushing.............................................................. 60
7.3 Disassembly.........................................................................62
7.4 Check and measurement...................................................... 64
7.5 Assembly............................................................................. 68
VIII Piston rod assembly................................................................... 72
8.1 System diagram................................................................... 72
8.2 Selection of connecting rod..................................................72
8.3 Disassembly.........................................................................74
8.4 Check and measurement...................................................... 75
8.5 Assembly............................................................................. 77
IX Cooling system.............................................................................81
9.1 System diagram................................................................... 81
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
IV
9.2 Disassembly and check........................................................ 81
Chapter 3 Engine’s Electronic Control System..........................................87
I. Matters needing attention............................................................... 87
1.1. Matters needing attention in maintenance process.............. 87
1.2 Matters needing attention in On-board diagnosis of engine..89
II. Structure Principle and Reparation of Engine Control System...... 91
2.1 Explanation of Electronic Control System........................... 91
2.2 Component Function of Electric Control System................. 92
2.3 On-board Diagnostics System..............................................93
III. Engine electronic components structure principle and maintenance100
3.1 Temperature and pressure transmitter.................................102
3.2 Air flow meter....................................................................105
3.3 Coolant temperature sensor................................................107
3.4 Air control valve................................................................ 110
3.5 Crankshaft position sensor................................................. 114
3.6 Camshaft position sensor................................................... 116
3.7 Exhaust temperature sensor................................................119
3.8 EGR valve......................................................................... 122
3.9 EGR bypass solenoid valve................................................125
3.10 VTG electromagnetic valve............................................. 127
3.11 VTG position feedback sensor......................................... 129
3.12 The oil pressure sensor.....................................................130
3.13 Preheating plug................................................................ 131
3.14 Differential pressure sensor..............................................132
3.15 Fuel system...................................................................... 135
3.16 ECM................................................................................ 144
3.17 Engine’s control harness.................................................. 154
Chapter 4. Failure Diagnosis Procedures of Engine’s Control System..... 158
4.1 Common failures and main reasons................................... 158
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
VI
Abbreviation
ECM: Electronic Control Module
EGR: Exhaust Gas Recirculation
VTG: Variable Turbine Geometry
ECU: Electronic Control Unit
PWM: Pulse-Width ModulationIMV:
DPF: Diesel Particulate Filter
DOC: Diesel Oxidation Catalyst
PLV: Pressure Limitation Valve
IQA:
START: Start by keys
Key: Key
AC: Air-conditioner
EPC indicator: Indicator of Electronic Power Control
CAN: Controller Area Network
ROM: Read-Only Memory
Delphi: Delphi system
Measurement units:
1Mpa = 10bar = 1000KPa
1V = 1000mV
1bar = 100KPa
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
1
Chapter 1 Introduction of Diesel Engine
I. Engine’s identification code and nameplate
1.1 Engine
’
s identification code and nameplate
The identification code is printed on the rear face of cylinder block
1.2 Illustration of engine’s identification code
1) Engine’s identification code
HFC4DB2-1D
F4000105
Engine’s
nameplate
Engine’s
nameplate
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
2
Part
Front
Rear
Product ID number
Code
HFC
4
D
B
2
-
1
D
Project
Enterpr
ise
Cylinder
number
Type
Technical
platform
Displa
cement
-
Technol
ogy
Emission
Meanin
g
JAC
4
Diesel
engine
B
2.0L
Longitud
inal
Turbo
boost
National
V
2) Engine’s serial number
Serial number
F
4
000105
Meaning
Year (2015)
Engine type
(diesel engine)
Factory number
3) Year and alphabet
Year
Code
Year
Code
Year
Code
Year
Code
2001
1
2009
9
2017
H
2025
S
2002
2
2010
A
2018
J
2026
T
2003
3
2011
B
2019
K
2027
V
2004
4
2012
C
2020
L
2028
W
2005
5
2013
D
2021
M
2029
X
2006
6
2014
E
2022
N
2030
Y
2007
7
2015
F
2023
P
2031
1
2008
8
2016
G
2024
R
2032
2
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
3
II Engine’s technical parameters
2.1 Main technical parameters
Engine model
HFC4DB2-1D
Main features
Straight, inter-cooling, high-pressure
common rail, double overhead camshafts
Installation position
Longitudinal
Emission level
National V
Fuel type
National V diesel under the GB19147
limitation
Main performance
parameters
Rated/net power (kW)
100/95
Rated speed (r/min)
3600
Cylinder pressure（Bar）
28
Max torque (N·m)
285
Rotate speed under max torque
(r/min)
2200～2600
Low-end torque（N•m@1000rpm）
160
Idle speed（r/min）
750±30
Working environment
altitude：4000m
high temperature：40℃
low temperature：-30℃
Main structural
parameters
Layout type
straight
Cylinder number
4
Valve number
16
Displacement (ml)
1999
Compression ratio
16.5
Cylinder diameter (mm)
83
Stroke distance (mm)
92.4
Cylinder distance (mm)
96
Crankshaft’s rotating direction
(facing flywheel end)
anti-clockwise
Ignition order
1-3-4-2
Lubrication
Integrated compression and splash
Cooling
Hydrocooling
Overall dimension (mm)
680×700×707
Engine’s net weight (kg)
Approximately 220
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
4
2.2 Main specifications of spare parts
Spare part’s name
Technical features
Diesel filter
Full-flow type
Oil filter
Full-flow throw-away type
Oil pump
Outer mesh gear type
Hydrocooling pump
Centrifugal
Thermostat
Wax-type double switch
Generator
AC generator
Starter
Decelerating low-speed high-torque
Fuel injection pump
Electronic controlled
2.3 Parameters for check and adjustment
Engine model
HFC4DB2-1D
Oil pressure (idle speed)
≥98kpa（oil temperature≥80℃）
Main oil line’s temperature
≤120 ℃
Temperature when thermostat is on
82℃
Temperature when thermostat is fully-operational
95℃
Engine’s start performance
Success (engine can be started for 3 three times
under normal temperature, with starting time less
than 5 seconds, and intervals more than 15 seconds)
III Tightening torque
No.
Part no.
Name
Number
Specification
Torque (N.m)
Remark
1002
Cylinder
assembly
Q1840816
Hexagon
flange
bolts
16
23±2
Assembled
with
stiffening
plate of
crankcase
Q1840816F61
Hexagon
flange
bolts
6
23±2
Crankshaft’s
rear oil-seal
support
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
5
1002027FB
Fastening
bolt of
piston
cooling
nozzle
4
M6×1.0×14
10～15
Q1840612F61
Hexagon
flange
bolts
1
10±1
Crankshaft’s
position
sensor
1002041FD020
Cylinder
head bolts
10
M12×1.25×166
（ 50±2 ）
N·m+loosen+
（50±2）N·m+
（ 90±2 ） °+
（ 90±2 ） °+
（ 90±2 ） °+
（90±2）°
1002104FD020
Fastening
bolts of
main
bearing
cap
10
M11×1.5×85
（35±2）N·m+
（135±2）°
1002106FB
Cylinder
chain oil
blocking
1
R2 1/8
20±2
1002107FB
Cylinder
main
chain
blocking
1
R2 3/8
35±5
1002109FB
Cylinder’s
water
drain bolt
R2 1/4
25±3
1003
Cylinder
head
assembly
1003012FE010
10
M8×1.25×45
18±2
GB900_8×25_A_T1F61
2
18±2
Q1841025F61
2
30±4
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
6
1002109FB
5
R2 1/4
20±2
Q1840840
23
20±1
1004
1004013FD020
8
M8×1.0×49
Separately
loosen10±2N·m
separately
tighten（25±2）
+（90～94°）
1005
1005014FB
1
M16×1.5×60
190±10
Q2580614
3
10±1
1005018FB010
8
75±5
1008
1008202FB
4
M6×1.0×60
8±1
Q32008F61
2
18±2
Q32006F61
4
8±1
Q1840830F61
9
18±2
Q1840825F61
5
18±2
Q1840816F61
4
18±2
Q1840620F61
1
8±1
Q1840612F61
2
8±1
1009
Q1840610
8
8±1
1009018GA
1
M14×1.5×20
40±5
Q1840880F61
2
18±2
Q1840825F61
18
18±2
Q1840616F61
1
8±1
1010
Q1420820
2
18±2
1010303FD020
1
M20×1.5/2.0
30～36
1010014FD020
1
M10×1.25
25～31
Q1840616
10
8±1
Q1840820
2
23±3
Q218B0840F61
1
23±3
Q218B0830F61
1
23±3
Q218B0825F61
3
23±3
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
7
Q1840835F61
1
23±3
Q1840620F61
4
10±1
1014
1014031FD020
21
M6×1.25
10±1
Q1840620F61
1
10±1
1021
1021024FB
2
M12×1.5
140±5
1021034FD020
1
M10×1.5
35±5
1021035FD020
4
M8×1.25
23.5±4.5
1007073FA040
1
M14×1.5
65～70
Q218B0612
2
8±1
Q1840650
2
10±1
Q1840640
2
10±1
Q1840630F61
11
10±1
Q1840625F61
4
10±1
Q1840660F61
1
10±1
Q1840845F61
6
23±3
Q1850870F61
4
M10×1.25
23±3
Q1840820
2
18±2
Q1840620
9
8±1
Q1200620F3
2
8±1
Q32006
2
8±1
1025
Q1841055F61
1
30±4
Q18410130F61
1
30±4
Q361C10T2F61
1
Q1851035F61
1
45±5
Q1851060F61
3
45±5
1025201FD020
1
M8×1.25
23±3
Q32008F61
1
23±3
1025202FD020
1
M8×1.25
23±3
1025400FD020
1
M10×1.5
35±5
1025800FD020
1
M10×1.5
35±5
1025300FD020
1
M10×1.5
50±5
Q1840625F61
4
8±1
Q1200818F61
4
23±3
Q32008F61
4
23±3
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
8
Q1840845F61
4
23±3
1026
1026170FB
1
8～12
1026310FA040
1
22±3
1026140FD020
4
10～15
1026321FD020
1
45±5
1026322FD020
1
45±5
Q1840616F61
5
8±1
Q1840612F61
4
8±1
Q1840512
2
8±1
1041
Q1840612F61
4
10±1
Q1840820F61
2
18±2
1041124FD020
1
M8×1.25
23±3
Q32008F61
1
23±3
Q1840840F61
5
23±3
Q1840820F61
2
23±3
Q1840825F61
1
23±3
1042
1042013FB
4
M8×1.25
27±2
1042017FD020
2
M8×1.25
18±2
1044018FB
2
M8×1.25
18±2
Q1840620F61
2
8±1
Q1840625F61
2
8±1
1042063FB
10
M14×1.5
27±2
Q1840612F61
2
8±1
Q1840630F61
1
10±1
1042030FD020
3
M8×1.25
35±5
1043
GB16774.2-
M10X80F61
2
50±2
1044
1044019FB010
2
M10×1.5
45±5
1044012FD020
1
M10×1.5
45±5
1044017FB
3
M10×1.5
45±5
1044018FB
10
M8×1.25
30±5
1044021FB
8
M8×1.25
23±3
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
9
1044402FD020
1
8±1
1044403FD020
4
M8×1.25
19±3
1044404FD020
4
M8×1.25
19±3
1044021FD020
1
M8×1.25
23±3
Q1840820F61
2
23±3
IV Maintenance limitation
No.
Diagram/contents
Cooperation
(mm)
Wear limit
(mm)
1. cylinder block and bore
– piston’s skirt part
Internal
diameter of
cylinder block
and bore
03.0
0
83
X
External
diameter of
piston’s skirt
part
05.0
08.0
83
Fit clearance
0.07~0.09
0.15
2. piston’s pin-hole –
piston pin
Diameter of
piston’s
pin-hole
010.0
005.0
28
External
diameter of
piston pin
0
005.0
28
Fit clearance
0.005~0.015
0.03
3. piston pin’s external
diameter – connecting
rod’s bushing bore in
small end
External
diameter of
piston pin
0
005.0
28
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
10
connecting
rod’s bushing
bore in small
end
029.0
020.0
28
Fit clearance
0.020~0.034
0.08
4. connecting rod’s hole
in small end –
connecting rod’s
bushing bore’s external
diameter
Connecting
rod’s hole in
small end
025.0
0
31
External
diameter of
connecting
rod’s bushing
in small end
10.0
06.0
31
Fit clearance
interference
0.035~0.10
5. connecting rod’s with
in big end – crankshaft
connecting rod
Width of
connecting
rod’s big end
15.0
2.0
28
Crankshaft
connecting
rod
05.0
05.0
28
Axial
clearance of
connecting
rod’s big end
0.10~0.25
6.groove height of
piston ring – ring height
Groove height
of 1st piston
ring
10.0
08.0
77.1
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
11
Height of 1st
piston ring
0
02.0
77.1
Fit clearance
of 1st ring and
1st ring
groove
0.08~0.12
0.20
Groove height
of 2nd piston
ring
08.0
06.0
5.1
Height of 2nd
piston ring
01.0
03.0
5.1
Fit clearance
of 2nd ring
and 2nd ring
groove
0.07~0.11
0.20
Groove height
of 3rd piston
ring
04.0
02.0
0.3
Height of 3rd
piston ring
0
02.0
0.3
Fit clearance
of 3rd ring
and 3rd ring
groove
0.02~0.06
0.20
7. opening gap of piston
ring
In Φ83.00 ring
gauge
(or cylinder bore)
1st gas ring
0.20~0.40
0.8
2nd gas ring
0.50~0.70
1.0
3rd gas ring
0.25~0.50
1.0
8. crankshaft’s main
axle – main axle’s hole
crankshaft’s
main axle
0
019.0
60
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
12
main axle’s
hole
034.0
026.0
60
Fit clearance
0.026~0.053
0.15
9. crankshaft’s
connecting rod axle –
connecting rod’s hole
Crankshaft’s
main axle
0
016.0
50
Connecting
rod’s hole
030.0
024.0
50
Fit clearance
0.024~0.046
0.15
10. crankshaft’s thrust
axle – main bearing
thrust gear
Crankshaft’s
thrust axle
05.0
0
28
Main bearing
thrust gear
02.0
14.0
28
Crankshaft’s
axial
clearance
0.02~0.19
0.30
11. valve guide’s
external diameter –
cylinder head’s guide
hole
valve guide’s
external
diameter
065.0
055.0
11
cylinder
head’s guide
hole
017.0
0
11
Fit clearance
interference
0.038~0.065
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
13
12. valve guide’s
internal diameter – valve
stem’s diameter
valve guide’s
internal
diameter
1.0
1.0
56
valve stem’s
diameter
inlet：
020.0
035.0
6
outlet ：
030.0
045.0
6
Fit clearance
Intake valve：
0.02~0.047
Exhaust valve：
0.050~0.077
0.10
13. exhaust valve seat’s
external diameter –
valve seat’s hole
exhaust valve
seat’s external
diameter
791.0
775.0
26
valve seat’s
hole
721.0
7.0
26
Fit clearance
interference
0.054~0.091
14. inlet valve seat’s
external diameter –
valve seat’s hole
inlet valve
seat’s external
diameter
491.0
475.0
30
valve seat’s
hole
425.0
4.0
30
Fit clearance
interference
0.050~0.091
15. camshaft’s journal –
camshaft’s hole
Camshaft’s
journal
040.0
053.0
25
Camshaft’s
hole
021.0
0
25
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
14
Fit clearance
0.040~0.074
0.15
16. camshaft’s journal
opening – camshaft
bearing thrust’s width
Camshaft’s
journal
opening
007.0
045.0
17
Camshaft
bearing
thrust’s width
110.0
162.0
17
Camshaft’s
axial
clearance
0.065~0.169
0.3
17. hydraulic lifter’s
hole – lifter’s external
diameter
hydraulic
lifter’s hole
04.0
02.0
12
lifter’s
external
diameter
0
011.0
16
Fit clearance
0.02~0.051
0.07
18. flywheel’s external
diameter – flywheel ring
gear’s internal diameter
Flywheel’s
external
diameter
4.0
348.0
256
Ring gear’s
internal
diameter
052.0
0
256
Fit clearance
interference
0.296~0.4
Maintenance Manual of 2.0CTI Diesel Engine
Introduction
15
V Special tools
No.
Tool’s name
Diagram
Usage
1
Valve spring
compressor
Disassemble engine valve
and relevant parts when it
is unnecessary to remove
cylinder head
2
Crankshaft’s
front oil-seal
director
Guide the direction while
installing crankshaft’s front
oil-seal
3
Crankshaft’s
front oil-seal
installer
Install the crankshaft’s
front oil-seal
4
Oil sump
disassembler
Disassemble the oil sump
5
Crankshaft’s
rear oil-seal
installer
Install crankshaft’s rear
oil-seal
6
Valve
oil-seal
installer
Install the valve’s oil-seal
7
Flywheel
retainer
Fix the flywheel for the
convenience of
disassembly
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
16
Chapter 2 Engine’s Mechanical System
I. Maintenance precautions
1.1 General precautions
1) Engine’s coolant liquid
Engine’s coolant liquid cannot be discharged until the engine is cooled
down.
2) Disconnecting fuel line
①
Release fuel pressure before disconnection or disassembly
② Block the opening and prevent fuel leakage before disconnecting fuel
line
3) Dismantlement and disassembly
① Please use special tools, and notice safe operation, and do not operate
without following instructions
② Do not damage fitting surface or sliding surface
③ If necessary, use adhesive tapes or similar objects to block engine
system’s opening, in order to avoid foreign objects
④ Mark and put the disassemble parts in order for the convenience of
failure recovery and re-assembly
⑤
The basic principle of loosening bolts and nuts is, loosen the outside
first, and its diagonal line position second. If the loosening order is written in the
manual, please follow the instructions.
4) Check, maintenance and replacement
Before maintenance or replacement, check the spare parts thoroughly and
replace parts if necessary.
5) Assembly
①
Use torque wrench to tighten bolts and nuts
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
17
②
The basic principle of tightening bolts and nuts is to tighten the central
first, inside/outside diagonal second, with equal tightness. If the order is
designated in manual book, then follow the instructions.
③ Replace new bearing strip, oil-seal or “O” ring
④ Thoroughly wash, clean and dry each spare part, and check whether any
block exists in engine oil or coolant
⑤
Do not damage fitting surface or sliding surface, and eliminate all
foreign objects. Make sure machine oil has been applied on the sliding surface
before assembly.
⑥ After exhaust all engine coolant, release all air inside the pipeline before
refuel coolant.
⑦
After maintenance, start engine and increase engine speed, then check
whether any leakage exists in engine’s coolant, fuel, machine oil, inlet and
exhaust air.
6) Spare parts that need to be tightened with certain degrees
① The following engine’s spare parts need to be tightened by spanner with
certain degrees:
a. cylinder head’s bolt
b. main bearing cover’s bolt
c. connecting rod nut
② Do not regard the figure above as final tightening figure, as these figures
are applied to pre-tightening only.
③ Ensure the surface of thread and
base is clean and applied with engine oil.
1.2 Precaution of sealant
1) Disassemble the sealant
After disassembling fixing nuts and
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
18
bolts, use scraper to separate fitting surface and remove the old sealant.
Caution:
■
do not make damage on fitting space
■
insert the scraper, knock and slide the side face as the picture shown
■
if it is necessary to use screwdriver, please be careful and do not hurt
the fitting surface
2) apply the sealant
① use scraper to remove the old
sealant on the liner surface and fitting
surface
Caution:
■
remove the old sealant thoroughly
on the applying surface’s groove, fixing bolts and bolt holes
② use unleaded gasoline to wipe the applying and fitting surface of sealant,
and remove any water, lubricating grease and foreign matter above.
③ apply specified sealant on specified
position.
■
if there is groove that can place the
sealant, put the sealant in the groove.
■
generally, the sealant should be put
inside the bolt hole, and only be put outside
occasionally.
■
clean any stain on the sealant
■
do not re-tighten bolts and nuts
after installation
■
add engine oil or coolant 30
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
19
minutes after installation
Caution:
■
if any special instruction is referred in this manual, please follow the
instructions.
1.3 Details of engine sealant
Sealing part
Sealant
Sealant’s
diameter
Bowl-seat – cylinder body
TONSAN 1608 oxygen-weary
sealant for metal
(1±0.5)mm
Crankshaft’s rear oil-seal support
– cylinder body
TONSAN 1608 oxygen-weary
sealant for metal
φ3mm±0.3
Engine oil’s pressure sensor –
cylinder body
TONSAN 1591/1590 surface
silicone sealant
/
Oil sump – cylinder body
LOCTITE 5900 or TONSAN
1590 surface silicone sealant
φ2mm±0.3
Camshaft frame – cylinder head
LOCTITE 5182 or TONSAN
1518 oxygen-weary surface
sealant
φ1.5mm±0.3
Bowl-seat/water pipe – cylinder
head
TONSAN 1608 oxygen-weary
sealant for metal
/
Joint part of camshaft frame,
cylinder head and vacuum pump
LOCTITE 5900 or TONSAN
1590 surface silicone sealant
φ2mm±0.3
Joint part of camshaft frame,
cylinder head and sprocket
chamber
LOCTITE 5900 or TONSAN
1590 surface silicone sealant
φ2mm±0.3
Oil pump – cylinder body
LOCTITE 5900 or TONSAN
1590 surface silicone sealant
φ2mm±0.3
Oil pump – sprocket chamber
LOCTITE 5900 or TONSAN
1590 surface silicone sealant
φ2mm±0.3
Sprocket chamber – chamber
head
LOCTITE 5900 or TONSAN
1590 surface silicone sealant
φ2mm±0.3
Water temperature sensor –
TONSAN 1243 screw thread
/
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
20
cylinder head
sealant
Remark: other products with similar performance are acceptable
II. Front auxiliary drive system
2.1 System diagram
1. Belt 2. Damping belt pulley 3. Cooling fan 4. Air compressor
5. Generator 6. Power steering pump 7. Idle gear I 8. Idle gear II
9. Auto-tensioner of front auxiliary system
2.2 Check
1) Check the mark on the side face of tensioner. If mark A aligns with mark
C, the belt may be over-worn or over-stretched, and needs to be replaced.
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Engine’s Mechanical System
21
2) Check the engine belt’s surface and confirm whether any crack, wear
exists on surface, and replace the belt if yes. Check the timing belt carefully and
replace old timing belt if any following flaw appears:
① belt brakes
② belt wears, and core wire reveals
③ belt edge wears seriously or even falls off
④ belt ages and loses elasticity
⑤ the rubber on the reverse side hardens without elasticity, and doesn’t
have trace after sliding by fingernails
3) Check auto-tensioner; check whether idler runs smoothly, its backlash
and noise level. If necessary, replace the auto-tensioner and idler.
2.3 Disassembly
Wrench the auto-tensioner clockwise and remove the belt.
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Engine’s Mechanical System
22
2.4 Installation precaution
1) If tiny lubricating oil exists on belt, use dry cloth or paper to wipe the oil.
Do not clean the belt with detergent.
2) Before removing belt, remember the belt’s installing position and
direction in case of mis-assembly. During installing procedure, please follow the
reverse order of disassembly.
3) while installing belt on belt wheels, check the fitting situation of belt and
wheels. If the belt and wheels don’t fit well, the belt’s working life will be
affected. After installing and adjusting the belt, check whether the belt runs on
the same surface. If not, it will cause damage to the belt.
Table 1: diagnosis of belt in front auxiliary drive system
Situation
Possible reason
Solutions
Belt edge thickens
1. foreign matters implant in pulley
groove
1. eliminate foreign matter
in groove and replace belt.
2. replace the belt
Edge or belt wears
1. wheels do not align with each other
2. caused by external environment
3. belt pulley corrodes
4. sharp corner or bulge exists on the top
of pulley groove
5. rubber ages
1. align belt pulley
2. clean belt pulley, and
replace belt if necessary
3. replace belt pulley
4. replace belt pulley and
check the belt
5. replace belt
Belt skids
1. inadequate belt tension
1. check and replace
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
23
2. belt or pulley is exposed to materials
that can reduce friction (belt filler,
engine oil, ethylene and glycol)
3. bearing of driven parts is broken
(seizure)
4. heat or over-skidding polishes and
hardens belt
tensioner if necessary
2. replace belt and clean
belt pulley
3. replace broken part or
bearing
4. replace belt
Belt cannot keep
working on correct
position of belt pulley
1. incorrect belt tension
2. belt pulley’s tolerance is out of limit
3. foreign matter exist in pulley groove
4. belt pulleys do not align
5. belt’s heart rope brakes
1. check or replace
tensioner if necessary
2. replace belt pulley
3. eliminate foreign matter
from groove
4.align parts
5. replace belt
Belt brakes
1. incorrect belt’s tension
2. heart rope is broken during
installation
3. seriously unaligned
4. support, belt or bearing is broken
1. check and replace
tensioner if necessary
2. replace belt
3. replace belt pulley
4. replace broken parts or
belt
Noise
(harsh noise or squeak)
1. incorrect belt’s tension
2. bearing’s noise
3. unaligned belt
4. belt and pulley cannot match with
each other
5. driven parts cause vibration
6. belt’s flat surface separates
1. check or replace
tensioner if necessary
2. check and repair
3. adjust and align the belt
4. install the correct belt
5. find the flawed driven
parts and repair
6. replace the belt
Failure (woven fabric
around the belt is
broken or separates
from belt)
1. tensioner’s cover layers make contact
with fixed object
2. woven fabric ages due to overheat
3. the joints of belt’s cover layer are
broken
1. replace belt, and avoid
contact with fixed object
2. replace belt
3. replace belt
Failure of cord’s edge
(the elastic part of
belt’s edge is exposed
or separates from the
belt
1. belt’s tension force is incorrect
2. belt makes contact with fixed objects
3. one or multiple pulley(s) is(are) out of
tolerance
4. the adhesion force between elastic
1. check or replace
tensioner if necessary
2. replace belt and avoid
contact with fixed objects
3. replace pulleys
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
24
part and rubber is inadequate
4. replace belt
The tightening torque of bolts in front drive system
1025
Accessory
system
Quantity
Standard
Tightening
torque
remark
Q1841055F61
Hexagon
flange bolt
1
30±4
Fixing generator’s upper
part
Q18410130F61
Hexagon
flange bolt
1
30±4
Fixing generator’s bottom
part
Q361C10T2F61
Nut
1
Fixing generator’s bottom
part
Q1851035F61
Hexagon
flange bolt
1
45±5
Fixing composite scaffold
Q1851060F61
Hexagon
flange bolts
3
45±5
Fixing composite scaffold
1025201FD020
Power
steering
pump’s bolt I
1
M8×1.25
23±3
Fixing power steering
pump
Q32008F61
Hexagon
flange bolt
1
23±3
Fixing power steering
pump
1025202FD020
Power
steering
pump’s bolt II
1
M8×1.25
23±3
Fixing power steering
pump
1025400FD020
Idle pulley I
(fixing bolt)
1
M10×1.5
35±5
1025800FD020
Idle pulley II
(fixing bolt)
1
M10×1.5
35±5
1025300FD020
Fixing bolt of
tensioner
1
M10×1.5
50±5
Q1840625F61
Hexagon
flange bolts
4
8±1
Fixing vacuum pump
Q1200818F61
Studs
4
23±3
Fixing fan
Q32008F61
Hexagon
flange nuts
4
23±3
Fixing fan
Q1840845F61
Hexagon
flange bolts
4
23±3
Fixing fan support
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
25
III Timing system
3.1 system diagram
1. sprocket chamber’s cover
2. sprocket chamber
3. sprocket chamber’s gasket
4. camshaft sprocket
5. high-pressure oil-pump sprocket
6. crankshaft’s timing sprocket
7. level-1 moving rail
8. level-1 still rail
9. auto-tensioner
10. level-1 chain
11. level-2 chain
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
26
12. level-2 moving rail
13. level-2 still rail I
14. level-2 still rail II
15. locating sleeve of sprocket chamber’s cover
3.2 Disassembly
1) Wrench the auto-tensioner clockwise, take off
the belt and disassemble the auto-tensioner. Check
whether any crack, abnormal abrasion or fall-off
exists on the belt.
2) Disassemble the air compressor and its
support
3) Loosen the generator’s fixing bolt, and take
off the generator
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
27
4) Disassemble the cooling fan, and its belt
pulley and support.
5) Fix the crankshaft, loosen the fixing bolt of
damping pulley and dismantle the damping pulley
6) Dismantle the idle pulley I and II.
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
28
7) Dismantle the power steering pump assembly
8) Loosen the fixing bolt of sprocket chamber’s
cover, and take off the cover
9) Turn the crankshaft and check the timing situation of fuel-injection
pump’s sprocket and camshaft’s sprocket. There are three timing marker (copper
sheets) on the level-2 timing chain, which are corresponded to timing point of
air-inlet/outlet camshaft sprocket, and high-pressure oil pump sprocket. Loosen
the fixing bolts of auto-tensioner and take off auto-tensioner, level-2 chain,
level-2 moving rail, level-2 still rail I and II.
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
29
10) Loosen the fixing bolts of sprocket chamber and dismantle its cover.
Check the timing situation of crankshaft sprocket and high-pressure oil pump
sprocket. There are two timing marker on the level-1 chain. One is a copper
sheet mark and corresponds to the timing mark of crankshaft sprocket; the other
are three adjacent copper sheet mark and correspond to the timing mark of
high-pressure oil pump sprocket. Loosen the fixing bolts of auto-tensioner and
take off the tensioner, level-1 chain, level-1 moving rail and still rail.
3.3 Check
1) Check the tooth gears of camshaft, crankshaft, fuel-injection pump and
auto-tensioner, and confirm whether any abnormal abrasion, crack, or damage
exists. Replace the gears if necessary
2) Check the exposed length of tensioner’s tappet (the plug is pulled off and
no oil-supply). If the exposed length is less than 6.4mm, then replace the
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
30
tensioner.
3.4 Installation
1) Install the level-1 chain
① Turn the crankshaft with 90 degrees to the top center compression
position, in which the timing mark of crankshaft sprocket is located in the
vertical position
② Align the slot of high-pressure oil pump sprocket with locating pin on
oil-pump shaft, then tighten and fix the blots. Align the timing mark of oil-pump
with the mark on oil-pump’s body
③ Assemble the level-1 chain and make sure
the timing mark on the chain aligns with that on the
sprocket (there are two timing marks on the level-1
chain. One is the copper sheet mark, which aligns
with the timing mark of crankshaft sprocket. The
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
31
other are three copper sheet marks, which aligns with the timing mark of
high-pressure oil-pump sprocket)
④ Install the level-1 still rail and moving rail
⑤ Install the auto-tensioner
2) Install the sprocket chamber
① Thoroughly clear the glue on the oil-pump’s
body and sprocket chamber
② Check whether there is any knock mark,
scratch, glue or other foreign matter on the junction
surface of oil-pump’s body and sprocket chamber,
and make sure the surface is intact without foreign
matters.
③ Apply LOCTITE 5900 or TONSAN 1590 surface silicon rubber sealant
to the junction surface of oil-pump body and sprocket chamber.
Notice: the sealant should be consecutive and even, and its diameter should
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
32
be 2mm.
④ Apply LOCTITE 5900 or TONSAN 1590 surface silicon rubber sealant
to the joints of camshaft, cylinder head and sprocket chamber
⑤ Fix and tighten the fixing bolt of sprocket chamber. The tightening
order should be cross-tightening, and clear the excessive sealant.
3) Install the level-2 chain
① Use special timing tool to fix the camshaft to the timing mark
② Align the sprocket slot of air inlet/outlet camshaft with camshaft’s
locating pin. Place the sprocket into camshaft journal, and tighten the fixing
bolts
③ Assemble the level-2 chain and promise the chain’s timing mark aligns
with the sprocket mark, under the prerequisite that the timing marks of two
camshafts and sprocket chamber aligns with each other.
④ Assemble the level-2 still rail I and II, and install level-2 moving rail
and auto-tensioner.
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
33
4) Install the cover of sprocket chamber
① Clean the glue on the sprocket chamber and its
cover
② Check whether any bump, scratch, glue or
other foreign matters exists on the junction surface of
sprocket chamber and its cover. Make sure the
junction surface is intact without foreign matters.
③ Apply LOCTITE 5900 or TONSAN 1590 surface silicon rubber sealant
to the junction surface of sprocket chamber and its cover
Notice: the sealant should be consecutive and even, and the diameter
should be 2mm
④ Install and tighten the fixing bolts of sprocket chamber. The tightening
order should be cross-tightening. Clean out excessive sealant.
Table of tightening torque of bolts in timing system
1021
Timing system
Quantity
Standar
d
Tightening
torque
Remark
1021024FB
Fixing bolts of
camshaft sprocket
2
M12×1.
5
140±5
1021034FD020
Fixing bolt of
moving rail
1
M10×1.
5
35±5
1021035FD020
Fixing bolts of still
rail
4
M8×1.2
5
23.5±4.5
1007073FA040
Fixing nut of
high-pressure
oil-pump
1
M14×1.
5
65～70
Q218B0612
Hexagon socket
screw
2
8±1
Fixing level-2
chain’s still rail II
Q1840650
Hexagon flange
bolts
2
10±1
Fixing level-2
tensioner
Q1840640
Hexagon flange
bolts
2
10±1
Fixing level-1
tensioner
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
34
Q1840630F61
Hexagon flange
bolts
11
10±1
Fixing sprocket
chamber cover
Q1840625F61
Hexagon flange
bolts
4
10±1
Fixing sprocket
chamber cover
Q1840660F61
Hexagon flange
bolt
1
10±1
Fixing sprocket
chamber cover
Q1840845F61
Hexagon flange
bolts
6
23±3
Fixing the bottom
of sprocket
chamber
Q1850870F61
Hexagon flange
bolts
4
M10×1.
25
23±3
Fixing the bottom
of sprocket
chamber
Q1840820
Hexagon flange
bolts
2
18±2
Fixing the top of
sprocket chamber
Q1840620
Hexagon flange
bolts
9
8±1
Fixing the top of
sprocket chamber
Q1200620F3
Studs
2
8±1
Fixing the top of
sprocket chamber
Q32006
Nuts
2
8±1
Fixing the top of
sprocket chamber
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
35
IV. Air-inlet and air-exhaust system
4.1 System diagram
Air inlet system:
1. gasket of air-inlet pipe 2. air-inlet manifold assembly 3. support
of air-inlet manifold 4. EGR and cooler assembly 5. EGR water-return hose
Air exhaust system:
1. gasket of air-exhaust manifold 2. air-exhaust manifold 3. support of
air-exhaust manifold
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Engine’s Mechanical System
36
4. super-charger 5. support of super-charger 6. thermal shroud I, II of
air-exhaust pipe
7. catalyst assembly
4.2 Assembly and disassembly of air-inlet system
1) Dismantle the EGR’s cooling water-inlet and water-return pipe
2) Dismantle the EGR corrugated pipe
3) Dismantle the support of air-inlet manifold
4) Disassemble the EGR and cooler assembly
5) Loosen the fixing bolts of air-inlet manifold,
and dismantle the air-inlet manifold assembly and
the gasket of air-inlet pipe
6) During the installation of air-inlet system,
please follow the reverse order of disassembly.
Notice: check whether all spare parts are intact, and all pipes are clear.
4.3 Assembly and disassembly of air-exhaust system
1) Dismantle the thermal shroud and support of air-exhaust manifold
2) Dismantle the fixing bolts of air-exhaust manifold, and take off the
air-exhaust manifold and catalyst assembly
3) Check whether the surface of turbo-charger’s impeller is smooth without
abrasion. Check whether the impeller’s axial clearance is excessive, or the
impeller runs smoothly. If any failure exists, replace the turbo booster, and check
whether any leakage exists in the spare parts or pipeline of air-inlet system, so as
to prevent the booster from damage.
4) During the installation of air-exhaust system, please follow the reverse
order of disassembly.
Notice: check whether all spare parts are intact, and all pipes are clear.
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
37
Table of tightening torque of bolts in air-inlet and air-exhaust system
1008
Intake manifold
assembly
Quantity
Standard
Tightening
torque
Remark
1008202FB
Throttle body valve’s
studs
4
M6×1.0×60
8±1
Q32008F61
Hexagon flange bolts
2
18±2
Fixing
air-intake
manifold
Q32006F61
Hexagon flange bolts
4
8±1
Fixing air
control valve
Q1840830F61
Hexagon flange bolts
9
18±2
Fixing
air-intake valve
Q1840825F61
Hexagon flange bolts
5
18±2
Fixing EGR
assembly
Q1840816F61
Hexagon flange bolts
4
18±2
Fixing T-MAP
Q1840620F61
Hexagon flange bolt
1
8±1
Fixing harness
support
Q1840612F61
Hexagon flange bolts
2
8±1
1044
1044019FB010
2
M10×1.5
45±5
1044012FD020
1
M10×1.5
45±5
1044017FB
3
M10×1.5
45±5
1044018FB
10
M8×1.25
30±5
1044021FB
8
M8×1.25
23±3
Fixing
thermal-proof
cover
1044402FD020
1
8±1
Connecting
with booster
1044403FD020
4
M8×1.25
19±3
After-sale use
1044404FD020
4
M8×1.25
19±3
1044021FD020
1
M8×1.25
23±3
Connecting
booster and its
support
Q1840820F61
2
23±3
Connecting
booster support
and cylinder body
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
38
4.4 Assessment of oil leakage on turbo booster’s impeller
If the turbo booster doesn’t work well, check the situation of booster’s
impeller first and confirm whether the impeller’s situation is normal. If the
impellers work well, then carry out the following checks: oil leakage check of
booster’s compressor end, oil leakage check of booster’s turbine end, and check
of booster’s abnormal noise.
1) Check method when the booster’s impellers are damaged by foreign
matters
Remove the failed booster from the engine and check the damage situation
of turbine and impellers. Check whether any trace of foreign matter exists, or
any foreign matter exist in the air-inlet and air-exhaust end of booster.
Normal impeller impeller damaged by hard objects
Impeller damaged by particulates Impeller damaged by particulates
Liability judgment:
All failures of booster’s impellers are not caused by the booster’s internal
quality problems, but the user’s responsibility, inappropriate maintenance or
operations.
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
39
The possible reasons are listed as follow:
① the booster hasn’t been maintained for a long time
② inferior filter
③ the pipeline between oil-gas separator and air-inlet tube is unplugged,
and air enters into turbo booster without filtration, so that the impellers are
damaged by dust.
2) Check method when oil leakage exists on booster’s compressor end
① oil leakage at compressor end due to turbo booster’s internal reasons
A: booster’s impellers are damaged
B: impellers are stagnated or booster’s axle is worn
② oil leakage at compressor end due to other reasons
Many factors are relevant to oil leakage at compressor end. Sometimes it is
not the booster’s internal failure, but other factors that cause oil leakage. The
possible reasons come as follow:
A: machine oil enters into the air-inlet tube of crankshaft’s breath system
B: blocking exists in the booster’s breathing system
C: air leakage exists in the pipeline between booster’s compressor and
engine’s air-inlet tube
D: the booster’s oil-return is not fluent
E: the engine runs in idle speed for long time
③ Check method when oil leakage exists in the turbo booster’s
compressor end
A: check the impellers’ situation
The impeller’s situation can be checked visually through its appearance.
The normal vane angle doesn’t have rounded corners. If rounded corner exists, it
indicates that tiny particulates exist in the inlet air of booster, as the picture
shown below. As the impeller is a part that rotates in high-speed, even the tiny
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
40
particulates in the inlet air will cause high-speed friction, and lead to rounded
corner. Also, these tiny particulates will enter into the internal parts of booster,
accelerate its wear and cause booster’s oil leakage.
Liability judgment:
If the oil leakage happens with impeller’s rounded corner exists, then it can
be confirmed that the inlet-air’s inferior quality leads to the oil leakage, which is
the user’s responsibility, not the booster’s internal quality problem
The possible reasons are listed as follow:
a: the filter hasn’t been maintained for long time or broken, when causes
the air enters into booster directly
b: inferior filter
c: the pipeline between oil-gas separator and air-inlet tube is unplugged,
and air enters into turbo booster without filtration, so that the impellers are
damaged by dust.
Note: if the rounded corner is tiny, it is unnecessary to replace the booster,
but the engine’s air-inlet system still needs to be checked. Check whether the air
filter and air-inlet line are clean, and replace filter or clean air-inlet pipeline if
necessary.
B: check whether the impellers are stagnated
If the booster’s impellers work normally, please check whether there is
intervention between booster’s impeller and case, as the picture shown below. If
the intervention exists in booster, the impeller’s rotating speed will reduce
sharply or even stop running, which makes booster unable to compress the air.
Meanwhile, as the engine keeps bringing air, the compressor will turn from
positive pressure to negative pressure, which will suck the engine oil inside the
booster from the seal ring of rotor shaft.
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
41
Intervention between impeller and booster case serious intervention between impeller and case
Rotate the impeller with hand and check whether any intervention or
stagnation exists. If yes, hold the impeller’s two sides with fingers, and waggle
the impeller in different directions. If the impeller shaft’s axial or radial
clearance is excessive, or the impeller can reach the booster’s case, it indicates
the abrasion has exceeded the limit, which means the booster is broken.
If abrasion exists on the booster’s impeller shaft, the axial and radial
clearance of impeller shaft will increase, meanwhile the booster’s oil leakage
will increase. The leakage quantity depends on the abrasion loss. With more
abrasion comes bigger axial or radial clearance, which lead to more leak
quantity.
If the impellers are jammed and no intervention exists, it means the
impeller shaft has been locked.
Liability judgment:
If the intervention exists, but the impeller shaft’s axial and radial clearance
is normal, then the responsibility lies on the booster’s internal quality problem
If the intervention exists and the impeller shaft’s clearance exceeds the
limit, it indicates the excessive shaft abrasion leads to the intervention.
Unqualified machine oil and inappropriate maintenance should be the main
factors,and the liability is on user’s side.
The impeller shaft’s blocking is also relevant to machine oil’s quality and
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booster’s maintenance, which is the user’s liability and irrelevant to the
booster’s quality.
The booster axle’s rotating speed is very fast, so unqualified machine oil or
foreign materials will accelerate the wear rate. During the wearing process, the
axial clearance will be larger, and the axle may be blocked.
C. Check whether machine oil enters into the booster’s intake-pipe
Dismantle the intake-pipe of compressor, and check whether the machine
oil exists inside the pipe or air-inlet. If the oil exists in both the pipe and air-inlet,
it indicates the residual machine oil has entered into the booster, so that the oil
also appears in inter-cooling system, which leads to the false appearance of
booster’s oil leakage. Because one end crankcase’s ventilation hose is connected
to engine’s cylinder head cover, some machine oil will be exhausted through the
hose with the crankcase’s exhaust gas. Meanwhile, the hose’s other end will
connect with the booster’s intake-pipe, which also makes the false appearance of
booster’s oil leakage.
If the checking method mentioned above cannot solve the problem, please
disconnect the breath hose and cylinder head cover, and plug up the hose with
cork. Then clean the booster and all pipelines, connect all parts and carry out the
test drive. If no machine oil exists in inter-cooling system, then it can be
confirmed that the oil inside the breath system enters into the booster. Should
some machine oil still exists, it means breath system is irrelevant to the oil
leakage, and further checks are necessary to be implemented.
Liability judgment:
The oil inside the crankcase’s ventilation hose will leads to the false
appearance of booster’s oil leakage if it enters into booster. In this situation, the
booster itself is in normal condition and is unnecessary to be replaced. Just solve
the problem of crankcase’s over-pressure.
D. Check whether any jamming exists in the booster’s air-intake system
Serious jamming inside the booster’s air intake system will cause negative
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effects on engine’s dynamic performance, while tiny jamming may not. If both
the engine’s poor performance and booster’s oil leakage exists, it indicates the
air intake system may be blocked. Tiny jamming will not affect engine’s power,
but all kinds of jamming will cause booster’s oil leakage. If booster’s air-intake
is blocked, the intake vacuum will increase and compressor’s exhausting
pressure will decrease. The machine oil will be sucked out by low intake
pressure through booster’s split ring.
Liability judgment:
If the booster’s oil leakage is caused by the jamming of air intake system,
then the booster is normal without damage and is unnecessary to be replaced.
Eliminating the choke point is necessary:
a. Check whether the filter is dirty or blocked;
b. Check the pipeline between air filter and booster’s air-inlet, and
eliminate the jamming if necessary;
Note: the jamming part often stays in the air filter.
E. Air leakage exists in the pipeline of booster’s compressor and engine’s
air intake pipe
If air leakage appears in engine’s inter-cooling pipeline, as is shown in
picture 16, the compressor’s pressure will decrease. The pressure of turbine and
compressor will be imbalanced, and oil leakage will appear in booster.
Meanwhile, some machine oil will be exhausted with the compressed air
through the leakage point. It will attach to the leakage point and cause ugly
appearance.
Also, sometimes oil leakage exists in the juncture of intake-tube and inlet
elbow, as this part hasn’t been installed with gasket. This will greatly reduce the
inlet-air’s pressure and lead to further serious leakage.
Please check every juncture of inter-cooling pipeline, if the machine oil
attaches to the juncture point, it means leakage exists at this point and needs to
be eliminated.
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If no apparent leakage point is spotted, please check the hidden part of
pipeline and inter-cooler. Use your hands to feel the leakage point. The
inter-cooler’s installing position may bring difficulties to the leakage point check,
so if necessary, remove the inter-cooler from the vehicle and check carefully.
You can use water to check the leakage by plugging up the cooler from one end
and filling up water, then check the water level. If the level decreases, then the
leakage exists. Judging the leakage by observing whether any water leaks from
the inter-cooler is also acceptable.
Liability judgment:
If the booster’s oil leakage is caused by the air leakage of inter-cooling
pipeline, it is irrelevant to the booster’s internal quality problem and there is no
need to replace the booster. You can solve the oil leakage by handling the air
leakage point.
F. Booster’s slack oil-return
When the booster’s oil-return is slack, the oil pressure inside the booster
will increase, and oil will leak from the split ring of turbine and compressor. If
the oil leakage is serious, the oil in the oil pan will greatly reduce.
a: check whether the crankcase’s internal pressure is excessive. As the
booster’s oil-return depends on gravity, excessive pressure inside the crankcase
will obstruct the oil-return. When the engine runs for some time, unplug the
dipstick and check whether there is gas injection. If yes, then the crankcase’s
pressure is excessive.
b: check whether the booster’s oil-return pipe blocks. Observe whether the
oil-return hose twists, as the twisted hose will affect the oil-return. If the hose is
normal, remove the oil-return pipe and check carefully.
Liability judgment:
If the oil leakage is caused by booster’s slack oil-return, it means the
booster doesn’t have internal quality problem and is unnecessary to be replaced.
Solve the jamming part of oil-return pipe and the engine will back to normal
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condition. Of course, the jamming of oil-return pipe will cause serious oil
leakage in booster, so clean the machine oil in booster and inter-cooling pipeline
thoroughly.
G: the engine works in idling speed for a long time
When the engine works in idling speed for long time, the air pressure inside
the compressor will be lower while the pressure of inter-body will be higher.
This will make machine oil leaks from the split ring of impeller. Also, when the
engine works in idling situation, the turbine’s side surface may leak oil.
If all checks mentioned above is OK, it is necessary to watch out the use’s
habits. Users may make engine work in idling speed for long time. Please
inquire user’s usage habit, and inform users not run the engine in idling situation
for long time.
Liability judgment:
The booster is unnecessary to be replaced if the booster’s oil leakage is
caused by engine’s long-time operation in idle speed, as the booster doesn’t have
internal quality problems.
3) checking method for the leakage on booster’s turbine end
① turbo booster’s internal reason
A: turbine’s impellers are damaged;
B: turbine’s impellers are stagnated;
C: booster’s axle is worn
② other reasons
Oil leakage at turbine’s end is relevant to many factors, and sometimes it is
not the booster’s internal quality, but other factors that cause the leakage. The
relevant factors are listed as follow:
A: the engine works in idle situation for long time;
B: the booster’s slack oil-return;
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C: engine’s serious oil leakage makes machine oil enter into turbine motor
from exhaust pipe
③ oil leakage of booster’s turbine end
A: turbine’s impellers are damaged
B: turbine’s impellers are stagnated
C: turbo booster’s shaft is worn
D: the engine works in idle situation for long time
E: booster’s oil-return is slack
All failures above are similar to the oil leakage of booster’s compressor.
Please refer to “Check method when oil leakage exists in the turbo booster’s
compressor end” for details
F: the machine oil enters from exhaust pipe to booster’s turbine motor due
to engine’s serious oil leakage
When engine’s oil leakage is serious, extra engine oil may enter into
booster’s turbine motor from exhaust pipe, which causes the false appearance of
oil leakage in booster’s turbine motor. At this time, please check whether the
machine oil leaks from turbine’s end or somewhere else. Meanwhile, check
whether any machine oil exists on the air-inlet of booster’s turbine motor. If yes,
then the oil enters into turbine motor through engine’s exhaust pipe. If not, then
there is no machine oil in the exhaust pipe, or the oil doesn’t have effects on
booster.
Note: check carefully whether oil leakage exists in compressor end or not.
If serious leakage exists in compressor end, some machine oil will enter into
cylinder from engine, while extra machine oil cannot be exhausted from exhaust
pipe.
Liability judgment:
If the machine oil leaks from exhaust pipe, it is irrelevant to the booster,
and there is no need to replace the booster.
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V. Lubrication System
5.1 System diagram
1. Booster’s oil-inlet 2. Oil pump 3. Oil cooler 4. Oil filter 5.
Oil sump assembly 6. Booster’s oil-return pipe 7. Oil strainer 8. Oil
dipstick
The 2.0CTI engine’s lubrication system consists of oil sump, oil pump,
filter, oil-cooling module, pipelines and etc. The oil pump is external-gearing
type, which is driven by bent axle; the piston cooling jet is positioned on main
oil gallery so as to achieve steady oil-cooling, which can effectively reduce the
piston’s thermal load. The picture below is the sketch map of 2.0CTI’s
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lubrication system.
5.2 Disassembly and check
1) Open the engine’s oil filter cap, loosen the
purge cock on oil sump and exhaust the engine oil;
Note:
■ It is forbidden to operate procedures above
when the oil temperature hasn’t cooled down;
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■ Put a basin below the cap to collect the engine
oil.
2) Loosen the tightening bolt of engine’s oil sump
and disassemble oil sump
3) Use special tools to remove oil filter, connecting
shaft and oil cooler.
4) Loosen the tightening bolt, and remove oil pump
assembly
After disassembly, please check:
■ Whether any oil hole of pump’s case is blocked, and clean the holes if
necessary.
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■ Whether any crack or other damage exists on pump’s case, and replace
the case of necessary.
■ Whether the oil seal is worn, broken or aged, and replace the oil seal if
necessary.
5.3 Assembly
1) Clean the adhesive tape on engine body and oil pump assembly;
Note:
■ make sure there is no greasy dirt, scratch or foreign matters on the
junction surface of engine body and pump assembly
2) Apply Loctite5900 or TONSAN1590 surface sealing silicon sealant
Note:
■ the glue’s diameter should be 2±0.3mm, and the glue should be even
without accumulation
3) Tighten the tightening bolt of oil pump’s case and clean the extra sealant;
4) Install the oil strainer;
5) Install oil cooler and oil filter;
Note:
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■ While installing oil filter, place the rubber seal ring into seal groove
uniformly. Apply some diesel engine oil on the ring before tightening to avoid
oil leakage.
6) Apply Loctite 5900 and TONSAN1590 surface silicon sealant on the oil
sump assembly.
Note:
■ the glue’s diameter should be 2±0.3mm, and the glue should be even
without accumulation
7) Apply sealant on the side face of cylinder block to avoid oil leakage
8) Install the oil sump, and tighten the bolts of oil sump assembly in order
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List: tightening torque of all bolts in lubrication system
1010
Lubrication
system
Quantity
Standard
Tightening
torque
Remark
Q1420820
Spring’s bolts
2
18±2
Fix filter assembly
1010303FD020
Filter’s
tightening bolt
1
M20×1.5/2.0
30～36
1010014FD020
Bolt of
booster’s
oil-inlet tube
1
M10×1.25
25～31
Q1840616
Hexagon flange
bolts
10
8±1
Fixing oil pump
assembly
Q1840820
Hexagon flange
bolts
2
23±3
Fixing oil pump
assembly
Q218B0840F61
Hexagon
socket screw
1
23±3
Fixing oil pump
assembly
Q218B0830F61
Hexagon
socket screw
1
23±3
Fixing oil pump
assembly
Q218B0825F61
Hexagon
socket screws
3
23±3
Fixing oil pump
assembly
Q1840835F61
Hexagon flange
bolt
1
23±3
Fixing oil pump
assembly
Q1840620F61
Hexagon flange
bolts
4
10±1
Fix booster’s
oil-return pipe
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VI. Valve mechanism
6.1 System diagram
1. Camshaft frame 2. Machined part (with valve container and conduit) 3.intake
valve 4. Exhaust valve 5. Valve key 6. Valve seat (above) 7. Valve spring 8.
Valve oil-seal 9. Valve seat (below)
6.2 Disassembly
1) Loosen the tightening bolt of fuel injector’s tightening
block, and remove the fuel injector and injector’s tightening
block;
2) Loosen the tightening bolt of cylinder head’s cover, and
remove the coverof cylinder head;
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3) Loosen the tightening bolt of camshaft frame. Slightly waggle, then dismantle the
camshaft and its frame;
4) Remove the rocker arm and hydraulic tappet, and place all parts separately;
5) Loosen the tightening bolt of cylinder head in order. Remove the bolts of cylinder
head and place them in order. Then remove the cylinder head and its gasket;
6) Use valve spring compressor to compress valve spring, then remove the locking plate,
valve spring and its retainer;
Note:
■ Make marks of cylinder number and position on the
dismantled valve, valve spring and other spare parts,
and mark the position of piston’s top center.
7) Use pliers to remove the valve’s oil-seal;
Notice:
■ Do not re-use the valve’s oil-seal
6.3 Check after disassembly
1) Valve guide pipe
Check the clearance between valve rod and
guide pipe. Replace the air valve or cylinder head
if the clearance exceeds the limit. The standard
range and limitation are listed below:
Standard:
■ intake valve: 0.035-0.062mm
■ exhaust valve: 0.050-0.077mm
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Limitation:
■ intake valve:0.1mm
■ exhaust valve:0.1mm
Restoration of valve retainer:
① Check whether the valve guide pipe is worn
or not by correction, and replace the cylinder head if
necessary. Then correct the retainer;
② Use valve seat’s guide bar and reamer to
correct the valve seat;
③ After correction, grind the valve and valve seat thoroughly with
abrasive taste
2) Check on cylinder head
① Check whether any crack, damage or leakage exists on cylinder head. If
the crack exists, please replace the cylinder head assembly;
② Clean the foreign matters, residue and
carbon deposit thoroughly, and use
compressed air to ensure that the oil pipe
hasn’t been blocked.
③Check the flatness of cylinder head’s
base plane: put the flatness measuring
instrument on the base plane and record the figure. You can also put a ruler on
the surface and use feeler gauge to measure the clearance between ruler and
surface. The flatness tolerance cannot exceed 0.10mm.
Flatness of cylinder head:
■ standard clearance -- less than 0.05mm
■ maintenance limitation -- 0.1mm
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④ Check whether any erosion or broken part exists on cylinder gasket, and
replace the gasket if necessary;
⑤ Check the surface of cam and shaft neck through visual observation,
and replace the camshaft if any abrasion or peeling exists;
Note:
■ the replaced gasket must be original, or the fault of incorrect compression
ratio may appear.
3) Check the camshaft
Measure the diameter of camshaft’s shaft neck:
The axial diameter of camshaft should be
040.0
053.0
25
, and the abrasion loss cannot exceed 0.05;
Measure the cam lift:
Use the micrometer to measure the cam’s height on the
peach-tip direction, and the cam’s base diameter on the cam’s
base direction. The cam lift’s figure is the difference value.
Measure the camshaft hole:
The diameter of camshaft hole should be
021.0
0
25
;
Note:
■ when measuring the camshaft hole, it is necessary to place the camshaft
frame on the cylinder head, and tighten the bolt with standard tightening torque.
Please use inside dial indicator or feeler gauge to measure the bore diameter.
Calculate the clearance between camshaft hole and the camshaft’s axial
diameter. The clearance should range from 0.040 to 0.074, and the wear limit
should be 0.15mm.
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6.4 Installation
1) Clean all spare parts, and apply oil on the parts which needs rotation or
movement during operation;
2) Use special tools to install the new valve oil-seal to the specified
position;
3) Apply machine oil on every air-valve, insert the air-valve into guide
pipe. Do not use too much force to insert the air-valve into oil-seal. After
insertion, check whether the air-valve can move smoothly;
4) When installing valve springs, make the painted end towards the
spring’s upper seat;
5) Use appropriate tools to compress the air and install the valve key. After
installing air-valve, check whether the valve key is installed correctly;
Note:
■ before installation, spot test should be carried out on the elasticity of each
batch of valve spring, and the elasticity’s tolerance range should meet the
demand of blueprint
■ the valve key should be installed correctly. After installation, use wooden
or plastic hammer to knock the valve rod’s end lightly to ensure the valve key is
installed in right position.
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For the fitted valve seat and air-valve, it is necessary to carry out leakage
check with special instruments;
6) Install the hydraulic tappet and valve rocker;
Note:
■ before installation, make sure there is no stagnation among hydraulic
tappet, valve rocker and clips
7) Apply Loctite 5900 or TONSAN 1590surface silicon sealant on the
joint surface of cylinder head and camshaft frame;
Note:
■ the sealant’s diameter should be 1.5±0.3mm, and the sealant should be
even without interruption or accumulation.
8) Install the camshaft and its frame, tighten the bolts by following the order below, and
wipe the redundant glue thoroughly;
Tightening torque: 18±2N·m
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Note:
■ after the two surfaces contact with each other, make sure there is no more
large relative sliding
9) Measure the camshaft’s axial clearance:
While moving the camshaft in axial direction, use dial indicator to measure
the axial clearance.
Note:
■ the standard range of camshaft’s axial clearance: 0.08-0.177mm
■ if the axial clearance is excessive, then replace the cylinder head if
necessary. If the camshaft’s thrust surface is broken, then replace the camshaft.
10) Make the cylinder gasket’s marked side
towards the cylinder head’s direction;
11) Align the cylinder head to the locating pin
carefully, and install the cylinder head on the engine
body;
12) Tighten the cylinder head’s bolts by
following the order. If the torque is not in
controlling range, replace the bolt and carry out the
above procedures again.
Tightening procedures:
（50±2）N·m + loosen +（50±2）N·m +（90±2）°+（90±2）°+（90±2）°+
（90±2）°
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VII. Crankshaft Connecting System
7.1 System diagram
1. Damping pulley 2. Crankshaft’s timing sprocket 3. Connecting
rod 4. Piston 5. Crankshaft 6. Flywheel ring gear 7. Signal panel of
crankshaft’s rotate speed 8. Flywheel
7.2 Main shaft bushing
1) Selection of main shaft bushing
Choose the bearing bush by referring to the group number of main journal
and main bearing. If these parts cannot be identified by size, or the main
bearings suffer abrasion,then it is necessary to measure the crankshaft’s main
journal, and choose the bearing bush according to practical size and fit tolerance.
Selection scheme of engine’s main bearing bush
size
scheme
Hole of
engine’s main
bearing
Main shaft
bushing’s
upper part
Crankshaft’s
main journal
Main shaft
bushing’s
bottom part
Fit clearance
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1
64
006.0
0
（1）
2
0.013
0.018
（red）
60
0
0.006
（1）
2
0.013
0.018
（red）
0.026～0.048
2
60
0.006
0.012
（2）
2
0.008
0.013
（yellow）
0.027～0.049
3
60
0.012
0.018
（3）
2
0.003
0.008
（blue）
0.028～0.05
4
64
012.0
006.0
（2）
2
0.008
0.013
（yellow）
60
0
0.006
（1）
2
0.013
0.018
（red）
0.027～0.049
5
60
0.006
0.012
（2）
2
0.008
0.013
（yellow）
0.028～0.05
6
60
0.012
0.018
（3）
2
0.003
0.008
（blue）
0.029～0.051
7
64
018.0
012.0
（3）
2
0.003
0.008
（blue）
60
0
0.006
（1）
2
0.013
0.018
（red）
0.028～0.05
8
60
0.006
0.012
（2）
2
0.008
0.013
（yellow）
0.029～0.051
9
60
0.012
0.018
（3）
2
0.003
0.008
（blue）
0.03～0.052
2) Group number’s printing position
① printing position for main journal: on the crankshaft’s first
counterbalance block.
“B” means the beginning, the first four numbers correspond to rod journal’s
group, and the five numbers after correspond to crankshaft journal’s group
② printing position for main spindle bore:air intake grid
The first four numbers correspond to the internal diameter of cylinder bore,
and the five numbers after correspond to the internal diameter of main spindle
bore.
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View illustration of P side
7.3 Disassembly
1) Use flywheel lock to lock the flywheel, loosen
the flywheel’s connecting bolt and remove the flywheel
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assembly；
2) Remove the crankshaft’s rear oil-seal oil-seal
frame;
3) Remove the cylinder head, please refer to
“valve mechanism” chapter;
4) Dismantle the crankcase’s stiffening plate;
5) Dismantle the connecting rod bolt, take off
the piston rods and place the rods in order;
Note:
■ during the assembly process, the piston rod
assembly, which is in the same cylinder, should be
installed on the original one. So we advise you to
mark the spare parts or place them in order, and
prevent misassembly.
6) Loosen the bolts of main bearing cover;
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7) Take off the main bearing cover, main bearing
bolts, and place them in order;
8) Turn the crankshaft and take out the thrust plate;
remove the crankshaft and push out the main shaft
bushing, then check whether abnormal abrasion exists
on the crankshaft’;s signal plate;
9) Loosen the fixing bolts and remove the piston’s
cooling jet.
7.4 Check and measurement
1) Crankshaft
Wash and clean the crankshaft thoroughly,and dry the oil hole with
compressed air. Measure the main journal and rod journal.
Standard value:
■ diameter of main journal:
0
019.0
60
mm ;
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■ diameter of rod journal:
0
016.0
50
mm ;
Calculate the clearance between crankshaft’s main journal and the hole of
main spindle bush: the fit clearance is the difference value of main journal’s
diameter and main spindle bush hole’s diameter.
■ the standard fit clearance range is 0.026-0.053mm, and the abrasion
limitation is 0.15mm.
Note:
■ when measuring the diameter of the main spindle bushing hole, please
assemble the bearing cover and bearing bush on the bearing pedestal, and use
standard torque to fix the bolts. Then use internal dial gauge to measure the pore
diameter.
2) Bearing bush
The anti-wear material on the bearing bush’s surface cannot be scratched or
embedded with foreign materials; pay attention to the lubrication, or the bearing
bush may be jammed or the anti-wear material may peel off; during re-assembly
process, please keep all spare parts clean.
Measure the oil-film clearance:
Oil-film clearance is figured out by comparing main journal’s external
diameter and bearing bush’s internal diameter.
Standard value:
■ crankshaft’s main bearing bush: 0.026-0.053mm
■ connecting rod’s bearing bush: 0.024-0.046mm
■ limitation: 0.15mm
The usage of plastic measure gauge
Generally, we use plastic measure gauge to
measure the oil-film clearance. First, clean out the
machine oil, grease and other foreign matters on
bearing bush and main journal, then put in the plastic
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measure gauge which has the same width of main bearing bush, keep it parallel
to the journal and avoid machine oil hole. Assemble the crankshaft, main
bearing bush and main bearing cover, and tighten them with standard torque.
During this process, do not rotate the crankshaft. Take down the main bearing
cap, and measure its width by identifying the widest trace left on the plastic
measure gauge. If the measured figure of oil-film clearance exceeds the
limitation, then it is necessary to replace the bearing bush, or apply the one with
a smaller size.
Note:
■ when installing new crankshaft, be sure to use the bearing bush with
standard size. If the oil-film clearance cannot reach standard after replacing
bearing bush, then it is necessary to reduce the size of main journal and rod
journal. Meanwhile, please choose the bearing bush with corresponding size.
3) Check the cylinder bore:
When the abrasion of engine’s cylinder bore
reaches some degrees, the engine’s technical
performance will deteriorate, with reduced power and
increased fuel/lubricating oil consumption. Generally,
the cylinder bore’s abrasion degree can be detected by
measuring cylinder’s cylindricity and roundness after
abrasion.
Checking method of cylinder’s cylindricity
and roundness:
① choose appropriate extension rod according to the size of cylinder
bore’s diameter, and fix the rod on the bottom part of cylinder bore gauge
② adjust the bore gauge’s size, and measure the sections of upper edge,
middle part and bottom edge with cylinder bore gauge. Each section should be
measured twice. One is parallel to the crankshaft’s axial direction, the other is
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perpendicular to the axial direction.
Note:
■ while using cylinder bore gauge, the
measuring bar should perpendicular to cylinder’s axis,
or the figure may be inaccurate.
③ figure out the error of roundness and
cylindricity. The roundness error equals to the half
difference value of maximum and minimum diameter, which are measured from
the same section; the cylindricity error equals to the half difference value of
maximum and minimum diameter, which are measured from any direction on
the cylinder surface.
When the cylinder’s roundness error exceeds 0.04mm, or the cylintricity
error exceeds 0.08mm, please replace the cylinder body.
The group number of new cylinder bore’s internal diameter, which are four
four capital letters, is printed on engine body’s bottom surface. The cylinders are
sorted from first to fourth in alphabetical order. The piston’s external diameter,
by referring to the demand of cylinder-fitting clearance, is determined by bore
hole’s diameter. Please refer the sheet for details.
size
scheme
Cylinder
bore’s
diameter
Piston’s
external
diameter
Cylinder-fitting
clearance
A
83
01.0
0
83
07.0
08.0
0.07～0.09
B
83
02.0
01.0
83
06.0
07.0
C
83
03.0
02.0
03.0
02.0
83
05.0
06.0
■ the oil clearance between piston and cylinder bore: 0.07-0.09mm, and the
limitation is 0.15mm.
4) Check the flatness of engine body’s upper surface. If the figure exceeds
the limitation, replace the upper surface.
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■ standard value: 0-0.55mm
■ limitation: 0.1mm
Note:
■ when installing cylinder head, it is acceptable when the abrasion doesn’t
exceed 0.2mm
7.5 Assembly
1) Install the piston’s cooling jet: install the
piston’s cooling jet on the engine body, and tighten the
inner hexagon screws. Tightening torque:
12.5±2.5N·m;
2) Assemble upper main shaft bearing: align the
seam of upper main shaft bearing to the slip groove of
engine’s main bearing seat, and assemble the five upper
main shaft bushing in place;
Note:
■ when assembling main shaft bushing, please identify the upper and
bottom bushing. The upper part has oil groove while the bottom part doesn’t
have. Misassembly is unacceptable.
3) Assemble bottom main shaft bushing: align the seam of bottom main
shaft bearing to the slip groove of engine’s main bearing seat, and assemble the
five bottom main shaft bushing in place;
4) Apply some cleaning machine oil on the upper bearing bush; assemble
the crankshaft on engine’s body.
Assemble thrust plate: hold the thrust plate’s positioning end, place the
plate in the clearance of positioning surface and crankshaft, rotate the plate until
the positioning end stops at the positioning surface of thrust plate;
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Note:
■ during assembly, place the end with oil groove outside.
5) Add oil: add cleaning machine oil on the crankshaft’s main journal,
main shaft bushing and thrust plate. Rotate the crankshaft and check whether it
rotates smoothly; assemble the five main bearing cover in order and correct
position; slightly knock the main bearing cover to check whether the assembly is
in position;
6) Place the bolts of main bearing cover, which
are applied with machine oil, and pre-screw 2-3
threads; tighten the bolts of main bearing cover one by
one, from the middle part to both ends. Please apply
monitoring method of torque control and angle, and the
tightening torque and angle range should be:
（32±2N·m）+135°±2°;
Note:
■ during assembly, ensure all main bearing covers correspond to main
bearing seat by referring marks, and pay attention to the direction during
assembly.
7) Check the crankshaft’s axial shift
■ the axial clearance range is : 0.02-0.19mm
When the crankshaft moves to the dead-end with
scale indicator, check the clearance between middle
main shaft bushing and crank arm.
■standard: 0.05-0.18mm
■ limitation: 0.25mm
If the measured figure exceeds the limit, replace
the middle main shaft bushing, and measure the
clearance again. If the figure still exceeds limit, please
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
70
replace the crankshaft until the axial shift meets the standard.
8) Use special tools to assemble the new oil-seal into the engine’s rear part,
and the tightening torque is 10-12N.m;
9) Assemble the rear dam-board on the engine body. Install the flywheel
assembly and tighten the flywheel bolts. The standard torque: 75±5 N·m.
List: tightening torque of all fastening bolts
1002
Cylinder block
group
Quan
tity
Standard
Tightening torque
Remark
Q1840816
Hexagon flange
bolts
16
23±2
Assemble the
crankshaft
case
Q1840816F61
Hexagon flange
bolts
6
23±2
Crankshaft’s
rear oil-seal
frame
1002027FB
Tightening bolt
of piston’s
cooler jet
4
M6×1.0×14
10～15
Q1840612F61
Hexagon flange
bolt
1
10±1
Crankshaft’s
position
sensor
1002041FD020
Bolts of
cylinder cover
10
M12×1.25×166
（50±2）N·m+松开+
（50±2）N·m+
（90±2）°+（90±2）°+
（90±2）°+（90±2）°
1002104FD020
Tightening
bolts of main
bearing cover
10
M11×1.5×85
（35±2）N·m+
（135±2）°
1002106FB
Blocking of
cylinder block’s
chain
oil-gallery
1
R2 1/8
20±2
1002107FB
Blocking of
cylinder block’s
main oil-gallery
1
R2 3/8
35±5
1002109FB
Cylinder
1
R2 1/4
25±3
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Engine’s Mechanical System
71
block’s
drainage bolt
1005
Crankshaft’s
flywheel
assembly
1005014FB
Crankshaft’s
tightening bolt
1
M16×1.5×60
190±10
Q2580614
Hexagon
lobular socket
sunk screws
3
10±1
Fix the signal
wheel
1005018FB010
Flywheel’s
tightening bolts
8
75±5
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
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VIII Piston rod assembly
8.1 System diagram
1. Piston 2. Connecting rod assembly 3. Upper connecting rod
bearing 4. Bottom connecting rod bearing 5. Piston pin 6. Snap ring
7. First valve ring 8. Second valve ring 9. Compound oil ring
8.2 Selection of connecting rod
Match the connecting rod according to the size of crank bore and
connecting rod’s shaft neck. Be sure to measure the accurate size when the size
groups cannot be identified or the abrasion is serious, and match the connecting
rod by referring to fitting clearance.
size
scheme
Crank bore
Upper
connecting rod
bearing
Connecting
rod’s shaft
neck
Bottom
connecting rod
bearing
Fitting clearance
1
53
006.0
0
（1）
1.5
011.0
016.0
（red）
50
0
006.0
（1）
1.5
011.0
016.0
（red）
0.022～0.044
2
50
006.0
011.0
（2）
1.5
006.0
011.0
0.023～0.044
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Engine’s Mechanical System
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（yellow）
3
50
011.0
016.0
（3）
1.5
001.0
006.0
（blue）
0.023～0.044
4
53
012.0
006.0
（2）
1.5
006.0
011.0
（yellow）
50
0
006.0
（1）
1.5
011.0
016.0
（red）
0.023～0.045
5
50
006.0
011.0
（2）
1.5
006.0
011.0
（yellow）
0.024～0.045
6
50
011.0
016.0
（3）
1.5
001.0
006.0
（blue）
0.024～0.045
7
53
018.0
012.0
（3）
1.5
001.0
006.0
（blue）
50
0
006.0
（1）
1.5
011.0
016.0
（red）
0.024～0.046
8
50
006.0
011.0
（2）
1.5
006.0
011.0
（yellow）
0.025～0.046
9
50
011.0
016.0
（3）
1.5
001.0
006.0
（blue）
0.025～0.046
Diagram of crank bore’s size group
Diagram of shaft neck’s size mark
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
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View illustration of P side
8.3 Disassembly
1) use screw driver to pry the piston pin’s
retainer;
Note:
■ when using screw driver, user hand to pin down the
piston pin’s retainer
2) Take out the retainer manually or by using
special tools;
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Engine’s Mechanical System
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3) Take out the piston pin and connecting rod
8.4 Check and measurement
1) Measure the piston’s diameter:
Standard value: external diameter of piston’s skirt
part
05.0
08.0
83
;
The abrasion cannot exceed 0.05mm;
2) Check whether scratch, abrasion or other faults exists on piston, and
replace the defective piston if necessary. The piston ring must be replaced with
the piston. Also, check the piston pin’s assembly situation. The piston pin should
be moved smoothly in pin hole under indoor temperature.
3) Measure the piston ring
① Measure the piston ring’s height:
■ first piston ring’s height:
0
02.0
77.1
■ second piston ring’s height:
01.0
03.0
5.1
■ oil ring’s height:
0
02.0
0.3
② Measure the piston ring’s backlash
Use thickness gauge to measure the end clearance between piston ring and
each groove. If the measured figure exceeds the limit, replace with new piston
ring and measure its backlash. If the figure still exceeds limit, then replace the
piston and piston ring simultaneously. If the backlash is below the limit, replace
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
76
the piston ring only.
Standard value of piston ring’s backlash:
■ end clearance of first piston ring: 0.08-0.12, abrasion limit:0.20mm
■ end clearance of second piston ring: 0.07-0.11, abrasion limit:0.20mm
■ end clearance of oil ring: 0.02-0.06, abrasion
limit:0.20mm
③ Piston ring’s gap clearance:
Put the piston ring into the engine’s bore holes,
and use piston to slightly push the ring down to the
appropriate position. Check the gap clearance by
using measure gauge, and if the gap clearance exceeds
the limit, replace the piston ring.
Standard value of piston’s gap clearance:
■ gap clearance of first piston ring: 0.20-0.40, abrasion limit: 0.80mm
■ gap clearance of second piston ring:0.50-0.70, abrasion limit: 1.0mm
■ oil ring’s gap clearance: 0.25-0.50, abrasion limit 1.0mm
4) Check the connecting rod’s abrasion situation,
and replace the rod if the assembly surface is damaged
5) Measure the piston pin’s diameter:
■ piston pin’s external diameter:
0
005.0
28
■ the abrasion cannot exceed 0.015mm
6) Measure the small end of connecting rod:
■ bushing bore of connecting rod’s small end:
029.0
02.0
28
■ fitting clearance of piston pin’s external diameter and small end:
0.025-0.043mm, abrasion limit:0.08mm
7) Measure the bushing bore of connecting rod’s big end:
030.0
024.0
50
■ bushing bore of connecting rod’s big end:
030.0
024.0
50
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
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Note:
■ when measuring the bushing bore of connecting rod’s big end, please
assemble the bearing bush and bearing cover on the corresponding rods, and
tighten the fixing bolts of bearing cover with standard torque. Use the internal
dial gauge to measure the internal diameter of connecting rod’s bearing bore
8) Check the connecting rod’s bearing bush:
The anti-wear material on the bearing bush’s surface cannot be scratched or
embedded with foreign materials; pay attention to the lubrication, or the bearing
bush may be jammed or the anti-wear material may peel off; during re-assembly
process, please keep all spare parts clean.
8.5 Assembly
1) Use press-fitting tools to assemble the piston
pin’s retainer
Note:
■ the opening position of piston pin’s retainer
should be assembled in position, and please avoid the main thrust surface;
2) Put the rod assembly into piston, and pay
attention to the connecting rod’s position. When the
piston’s top surface is marked on the front, the slip
groove is on the air-inlet side. Press the piston pin into
pin bore and connecting rod’s small end bore;
3) Use press-fitting tools to assemble the second
piston pin’s retainer. If no special tools are available, it
is acceptable to use screw driver to assemble the retainer on the snap ring groove;
be careful to avoid the retainer to hurt people;
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Engine’s Mechanical System
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4) Use piston ring caliper to assemble oil ring and
two valve rings in piston’s ring groove, and the valve
ring’s side with alphabets must be up;
5) Add appropriate machine oil on each fitting
surface, rotate the piston ring until the machine oil is
fully distributed in piston’s ring groove;
6) When checking piston ring’s assembly, please confirm the mark on ring
surface is up, and the openings are staggered by 120 degrees. The three piston
rings should not stagnate in the ring groove.
7) Turn the engine body to the accumbent situation, and rotate the
crankshaft until the connecting rods of cylinder 1 and 4 are at bottom dead
center position; use piston slide to assemble the piston connecting rod assembly
in position;
Note:
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Engine’s Mechanical System
79
■ the arrow on piston’s top side must direct to engine’s front side, and the
connecting rod assembly should rotate smoothly after being assembled into
engine body; the slip groove’s direction is on air-inlet side.
8) Dip the cleaning machine oil on connecting rod’s bolts, assemble
connecting rod’s cover and bolts while paying attention to their directions; the
connecting rod and its cover should match in number without replacement, and
the slip groove should be assembled on the same direction; rotate the connecting
bolts manually until the cylinder rod cover and rod are fully fitted; tighten the
connecting rod’s bolts with monitoring method of torque & angle control. The
tightening torque and turning angle’s range should be: （25±2N·m）+（90°-94°）;
after installing the piston connecting rod assembly for cylinder 1 and 4, rotate
the crankshaft until the shaft necks of cylinder 2 and 3 stop at bottom dead
center position, then install the piston connecting rod assembly of cylinder 2 and
3;
9) Check the connecting rod’s backlash.checking
method: use hand to rotate the shaft neck in axial
direction and check the clearance of connecting rod’s big
end (the connecting rod’s axial clearance should be
0.10-0.25mm). The crankshaft should be rotated smoothly without stagnation;
■ standard value: 0.10-0.25mm
■ limit: 0.4mm
If the connecting rod’s backlash exceeds the limit, the connecting rod must
be replaced. After replacing connecting rod, if the measured figure still exceeds
limit, replace the crankshaft immediately.
10) Check the crankshaft’s gyroscopic torque: rotate the crankshaft in at
least 360 degrees, and the gyroscopic torque should not exceed 20N.m;
11) Check the convexity quantity: while checking, please check the bulgy
height of 4 points, which are perpendicular to each other and scattered on the
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
80
piston’s upper circle whose diameter is 74mm. The average value of four
measured value (Hn) is the convexity of this piston (n=1, 2, 3, 4)
12) Choose the maximum value (Hmax) from Hn, and match the cylinder
gasket by referring Hmax.
Group mark
Thickness of gasket cylinder
(mm)
Piston’s convexity (Hmax)
(mm)
A
1.15±0.05
＜0.47
B
1.25±0.05
0.47-0.53
C
1.35±0.05
＞0.53
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Engine’s Mechanical System
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IX Cooling system
9.1 System diagram
1. Water pump 2. Thermostat’s valve seat 3. Thermostat 4. Valve seat’s gaske 5.
Water-inlet pipe 6. Water-exhaust pipe 7. EGR cooling water-inlet pipe 8. EGR cooling
water-return pipe 9. Oil cooler’s water-inlet pipe 10. Oil cooler’s water-exhaust pipe
9.2 Disassembly and check
1) Disassembly
① Dismantle the front driving belt (please refer
to “front drive system”);
② Remove the EGR cooling water-return pipe,
oil cooler’s water-inlet and water-return pipe;
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82
③ Remove the water-inlet pipe and take out the
thermostat;
④ Loosen the tightening bolt of thermostat’s
valve sear, and remove the valve seat and water pump
assembly.
2) Check the thermostat:
① Hang the closed thermostat in the container
filled with water, and do not make the thermostat have
contact with the container’s bottom part. Heat the
container and observe the water temperature.
② Check whether the valve operates normally
according to the temperature.
Standard:
■ temperature when the valve is open: 80-84°C, and 93-97C when the
valve is fully open. (the valve’s stroke should exceed 8mm when fully open).
The temperature should exceed 77C when the thermostat is closed.
3) Check the water pump:
① check whether any crack, aging or broken parts exist on belt;
② check whether the water pump’s impeller rotates normally without
stagnation or bearing’s peel-off
③ Check whether the pump’s bearing is broken, with abnormal sound or
rotates tardily, and replace the water pump if necessary;
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Engine’s Mechanical System
83
④ Check whether any leakage exists on sealing elements, and replace the
water pump if necessary;
⑤ Check whether the engine’s coolant leaks. If yes, replace the water
pump’s sealant immediately
4) Assembly
Assemble spare parts according to the disassembly order, and add coolant
according to the demand
Note:
■ after assembly, all fixing bolts should be tightened without looseness; the
water pump should rotate smoothly without contact or stagnation; no leakage
should exist in the joint parts of cooling pipeline
List: tightening torque for the fixing bolts in cooling system
1041
Cooling
system
Quantity
Standard
Tightening torque
Remark
Q1840612F61
Hexagon
flange bolts
4
10±1
Tighten the
water pump’s
belt pulley
Q1840820F61
Hexagon
flange bolts
2
18±2
Tighten the
water-inlet
pipe
1041124FD020
Studs of
thermostat’s
valve seat
1
M8×1.25
23±3
Tighten the
valve seat of
thermostat
Q32008F61
Hexagon
flange nut
1
23±3
Tighten the
valve seat of
thermostat
Q1840840F61
Hexagon
flange bolts
5
23±3
Tighten the
valve seat of
thermostat
Q1840820F61
Hexagon
flange bolts
2
23±3
Tighten the
water-exhaust
pipe
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Engine’s Mechanical System
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Q1840825F61
Hexagon
flange bolt
1
23±3
Tighten the
water-exhaust
pipe
Diagnosis sheet of cooling system
Symptoms
Possible reasons
Low thermometer’s reading
1. Any DTC that indicates the thermometer is jammed?
2. Is the thermometer connected with the engine?
3. Does the thermometer work normally?
4. The coolant’ liquid level is low under low temperature,
and the heater’s effect is poor
5. The heater’s inner wind door or controller works
abnormally
Thermometer's reading is
high or the coolant warning
light is on. The coolant may
leak in the cooling system
1. When pulling trailer or driving on steep slope / in heavy
traffic; engine is working idly under high environmental
temperature with air-conditioner on; high altitude will
deteriorate the situation.
2. Is the thermometer’s reading correct?
3. Does the water temperature’s warning light works
unnecessarily?
4. When the coolant is recycled in overflow tank or
radiator, is it in low liquid level?
5. The radiator’s pressure gap is not tightened. If the
pressure gap is loosen, the coolant’s boiling point will
decrease. Please refer to the following procedure 6
6. The radiator gap is not tightened.
7. Radiator’s liquid level is low, but the overflow tank’s
liquid level is normal. This indicates that when the engine is
cooling, the radiator doesn’t pump coolant from overflow
tank.
8. Incorrect coolant concentration
9. The coolant doesn’t flow through cooling system
10. Radiator or the cooling fin of air-conditioner is dirty or
hjammed
11. Radiator core has been corroded or jammed
12. Brake stagnation
13. Insect-proof board or paper board obstruct the air flow
14. The thermostat is partly or fully closed
15. The cooling fan is in malfunction
16. Leakage exists in cylinder gasket
17. Leakage exists in heater’s core
Thermometer’s reading is
unstable (in fluctuation,
circulation or random)
1. When working in cold weather, and the heater is in the
position with much hear, the reading may decline a little
2. The thermometer or the thermometer’s sensor on engine
loses efficiency or in short circuit, or the circuit’s wire is
corroded or loosen.
3. When the vehicle stops after driving in heavy capacity
while the engine is still working, the thermometer’s reading
will rise
4. When re-start the engine that had been heated before,
the reading will be high
Maintenance Manual of 2.0CTI Diesel Engine
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5. Radiator’s liquid level is low (air will accumulate in
cooling system, which causes the thermometer to work
slowly)
6. Cylinder gasket leaks and air will enter into cooling
system, which may cause the thermometer to work slowly
7. The joint part of water pump’s impeller and axle is
loosen
8. Accessory drive belt is loosen (the water-pump slips)
9. Leakage exists in the water pump’s suction part, which
will accumulate air in cooling system and cause the
thermometer to work slowly.
Steam spurts from radiator’s
pressure gap / coolant enters
into overflow tank
Thermometer’s reading may
exceed the standard a little,
but the coolant’s liquid level
in overflow tank is high
The pressure relief valve on radiator’s gap is ineffective
Coolant drips to the
ground,with no steam
spurting from radiator’s
pressure gap. The
thermometer’s reading is
HIGH or HOT
Liquid explosion or
pre-ignition (not caused by
ignition system); the
thermometer’s reading may
be high or not.
1. Coolant may leak in radiator, cooling system’s hose,
water pump or engine.
2. Engine is overheating
3. Radiator’s freezing point is incorrect. The mixture
liquid may be in too high or low concentration
One or multiple hoses may
shrivel when engine is
running
When the engine is cooling, the vacuum produced by cooling
system hasn’t been compensated by coolant recycle / overflow
system
Noise exists in cooling fan
1. Fan blades are loosen
2. Fan blades have contact with surrounding objects
3. The air inside the radiator or air-conditioner’s
condenser is jammed
Heater’s effect is
insufficient, and the
thermometer loses effect
1. Any diagnostic trouble code (DTC) is settled?
2. Coolant’s liquid level is low
3. Heater’s hose / joint is jammed
4. Heater’s hose is twisted
5. The water pump doesn’t pump water for heater’s core.
When the engine is fully warmed up, the heater’s two hoses
should be warm. If only one hose is hot, then the water pump
may be in malfunction or jammed. The accessory drive belt
may slip, which leads to the pump’s malfunction
The engine is fully warmed
up in moist weather. The
thermometer’s reading stays
in normal range
When the thermostat is open in moist weather ( snow, ice or
agglomerated in), the radiator’s surrounding moisture will be
evaporated. The hot water will enter into radiator when the
thermostat is on. When the moisture contacts with hot
radiator, it will be evaporated. This phenomenon may happen
in cold weather, with no fan or air flow blowing away steam.
Coolant’s color
Coolant’s color is not the inevitable indication of corrosion or
anti-freezing. Do not judge the cooling system’s situation
through the coolant’s color
The change of coolant’s
liquid level in recycle /
overflow tank. The water
The coolant’s volume will change with the engine’s
temperature, so the liquid level of overflow tank will change
too. If the liquid level is between FULL and ADD when
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
86
temperature is normal
working in normal temperature, it will go back to normal
range after working in high-temperature situation
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Electronic Control System
87
Chapter 3 Engine’s Electronic Control System
I. Matters needing attention
1.1. Matters needing attention in maintenance process
If transducer，actuator，control circuit, ECM and any other components in
electronic control system break down, it will lead to some difference to the
operation of engine. Because of the the self-diagnosis function of ECM, when in
maintenance, ECM can be connected to computer monitor to find the reason of
breakdown in electronic control system by reading the fault code or data flow.
But in most situations, this methods can only estimate the rough scope of
breakdown. To confirm the accurate scope of breakdown, the circuit diagram,
detection methods, detecting steps, standard number and other related
technical materials provided in service manual must be used to investigate and
make confirmation.
In order to make sure the reliability of engine’s operation, most components
of it are designed to be hermetic, indecomposable and unmendable after
breakdown. The main work of the service of the electronic control system is to
find out the broken components and replace them.
1)Electronic control system can only be diagnosed by automobile special
diagnostic tool(such as digimer, automotive oscilloscope, diagnostic apparatus
an so on ).
2)Please use the quality goods of JAC components in maintenance
operation, otherwise, the proper functioning can not be made sure.
3)Please obey the standard maintenance and diagnosis process in
reparation.
4)Disintegration of components are banned in reparation process.
5)Placing electronic components(ECM,transducer and so on ) must be very
careful in reparation..
6) Set up the awareness of environment protection and make effective
Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Electronic Control System
88
dispose of waste produced in reparation process.
7)When ignition lock is on, detaching or plugging the Wiring Harness Plug
is forbidden, in order to prevent the inductance element produce the induced
voltage in the moment of outage or electrify which would lead to the breakdown
of ECM.
8)Please firmly connect the Wiring Harness Plug or ECM may be broken.
9)Before dismounting accumulator or using the circumscribed accumulator
to jump starting, the ignition lock must be closed first. Great attention must be
paid to the correct position of the positive and negative electrode of the
accumulator.
10)Engine can not be switched on when the contact of accumulator is not
tight. And cable can not be removed when the engine is operating, otherwise the
voltage of engine would oversize which would lead to the breakdown of
components in electronic control system.
11)When switch on engine to check the cylinder compression pressure, the
power source of oil atomizer should be cut or pull up all the wiring harness plug
of oil atomizer to prevent the unburned oil from entering exhaust pipe leading to
the breakdown of three-way catalyst.
12)The temperature of ECM must be below 80
℃
when doing heat state
simulation or other work which may lead to the up of temperature.
13)Fuel supply pressure in electronic fuel injection system reaches as high
as 1800bar, all the oil fuel pipe are using high pressure resistant pipe. Even if the
engine is not on, oil fuel pipe still remains high pressure. So, in the process of
reparation, do not easily tear down the oil fuel pipe. When in the situation of
needing repair the fuel system, the pressure of fuel system should be released
before tearing down.
14)Impaling the epidermis of wire to check the in-out electrical signal is
banned.
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1.2 Matters needing attention in On-board diagnosis of engine
ECM carries an On-board diagnosis system. In order to warn the driver of
the breakdown caused by the aging of drain down system, fault indicating lamp
will be on.
The ignition lock must be on the position of OFF and disconnect the
negative pole wiring before start any repairing and checking. The open
circuit or short circuit of related switches, sensors, solenoid valves and so on
would lead to the on of fault indicating lamp.
After work, connector must be firmly connected and locked. Unfirmly
connected connector may cause the open circuit which would lead to the on
of fault indicating lamp.(needing to confirm that there is no water or grease
and other pollutants and no curve or breakage of stitch in the connector)
After work, the wire must be correct placed and anchored. If the stand or
wire intervene, it may cause open circuit or short circuit which would lead to
the on of fault indicating lamp.
The previous breakdown information in ECM must be eliminated before
send the vehicle to customer.(the reparation has finished)
Storage battery of 12V must be used as the power resource.
The wire of storage battery can not be disconnected when engine is in
operation.
The ignition lock must be on the position of OFF and disconnect the
negative pole wiring before connect or disconnect the wire connector,
otherwise, ECM may be broken because even if the ignition lock is switched
to the position of OFF, the battery still supplies the power for ECM.
The ignition lock must be on the position of OFF and disconnect the
negative pole wiring before tearing components down.
Please do not disintegrate ECM.
When connecting the connector of ECM, the pulling bar should be pushed
into bottom in order to tightly lock ECM.
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When pulling the wire plug into ECM or pulling out the wire plug from
ECM, do not break the pin ports(curve or breakage). ECM pin ports should
be confirmed with no curve or breakage before connecting pins.
Connecting ECM wire plug tightly. Improper connection would lead to high
pressure on coil and capacitor and damage ECM.
Keep the components of electric control system and wire dry.
Even a small leak in air intake system may lead to serious breakdown, so, do
not change intake air pressure sensor at will.
Forbidding shaking or vibrating camshaft position sensor or crankshaft
position sensor.
Reading the fault code to ensure that there is no fault code after reparation.
When using circuit tester to check ECM, never let two tester contact(probe
contact accidentally will lead to short circuit and damage the power
transistor of ECM ).
Make sure fuel pipes have installed in place according to the standard.
When in starting, forbid stepping accelerator pedal.
After starting, forbid improve the engine speed at once.
Please do not accelerate before turn off the engine(prevent the turbocharger
from damage because of unable to lubricate ).
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II. Structure Principle and Reparation of Engine Control System
2.1 Explanation of Electronic Control System
1
Oil tank
15
EGR cooler (bypass)
2
Fuel filter
16
Bypass vacuum solenoid
valve
3
Fuel level sensor
17
DC motor type EGR valve
4
fuel pump
18
VTG vacuum solenoid valve
5
Oil inlet metering valve
19
Differential pressure sensor
6
Fuel temperature sensor
20
DPF temperature sensor
7
Oil rail
21
Coolant temperature sensor
8
Rail pressure sensor
22
Camshaft position sensor
9
Rail pressure limiter
23
Crankshaft position sensor
10
Injector
24
Vortex front temperature
sensor
11
Air flow meter
25
ECM
12
Variable section turbocharger (with
position feedback)
26
Accelerator pedal position
sensor
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13
Boost pressure, temperature sensor
27
Preheating plug
14
Air control valve
Notice:
this picture is just the schematic diagram control system, if some sensors do
not accord with the physical location, please in kind prevail.
2.2 Component Function of Electric Control System
Engine electronic control system is the generic term of the electronic control
unit which are installed on the engine ( connected to the engine) , and its
functions is to control the operation of different system of engine and make
engine have good power performance, fuel economy and emission performance.
In terms of assembly unit, engine electric control system can be divided into
senors, ECM and actuators. ECM is the control center of engine electronic
control system, different senors on EECS measure engine speed, extent of air
control valve, water temperature, air inflow temperature and other parameters,
analyze, judge and calculate according to the program set in ECM, give
command signal to fuel injection pump, fuel injector, air control valve,
electromagnetic valve EGR valve, vacations and other actuators to control the
operation of different systems in engine.
The control scope of control system has expanded to fuel injection system,
EGR valve control system, air intake system, discharge system and other
systems of engine.
1)Fuel Injection Control System
Using Delphi high pressure common rail system, fuel enters high-pressure
oil pump through two-stage filtration, generate high-pressure fuel to form high
pressure fuel circuit and erupt through high-pressure nipples. According to the
needed fuel-injection quantity as well as air-fuel ratio to correct fuel quantity
and precisely control injection pressure, injection time, injection phase. Each
working cycle single cylinder could finish 4-6 times injection according to the
need.
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2)Intel Control System
Intel control system makes up by air filter, turbocharger, air control valve,
intake manifold and related pipelines. Intel control system reaches optimal
air-fuel ratio through the control of supercharging pressure, throttle opening to
control air inlet volume of air cylinder, and effectively control air control valve
to guarantee the function of EGR and the recycle of DPF.
Using VTG supercharger and VTG supercharger position feedback
transducer to realize closed-loop control which would guarantee the operation of
VTG in high efficiency.
3)Emission Control Systems
In order to decrease the emission pollutant of engine, warm by-pass EGR
system+DOC+DPF system. DOC could effectively deal with HC, CO and
produce NO2 and oxidized fuel for DPF’s passive regeneration and high
temperature condition for DPF’s active regeneration. DPF can filter grains up to
90%.
2.3 On-board Diagnostics System
1) Explanation
on-board diagnostics system(simplified as OBD) refers to the system
integrated in engine control system which can monitor the fault components
which affect the exhaust emissions and diagnosis engine main function status.
This system uses CAN communication with standard 16 needle fault
diagnosis socket(see below), read related data by decoder according to some
design standard.
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Standard diagnosis connectors
Fault diagnosis socket has four terminals connected to the engine ECM,
including terminal 4 and terminal 5 as bonding,16 terminal connect battery
anode, with 6, 14 as data transmission terminal, respectively, two high-speed
CAN bus line, CAN High and CAN Low.
2) Function Introduction
The functions of diagnosis mainly include monitoring function, fault code
storage and warning function, the failure protection function and data output
function.
1
Monitoring function. Diagnosis system monitoring object is mainly
various sensors, actuators and control process in engine electronic control
system and fault self-diagnosis system continuously monitoring signals related
to electric control system in the process of vehicle running, when a signal is
beyond the scope of the preset value, and this phenomenon has not disappeared
in a certain period of time, fault self-diagnosis system will determine the signal
of the circuit or component fails.
Used to diagnose components which have input or output
relationship with controller (sensors and drivers), mainly for circuit testing
parts, including sensor input value rationality judgment at the same time.
System testing, used in the diagnosis of systemic failure, such as fire,
catalytic converter degradation, cooling system failure, etc.
Control element detection, diagnose and control hardware failure
data of components, communication failures, memory state.
2 Fault code storage and warning function. Fault self-diagnosis system
once finds malfunction in the electronic control system, would light up the fault
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warning lights immediately, and remind the driver to send car to repair shop to
check maintenance timely, so as not to cause more damage.
Fault self-diagnosis system will detect the fault content in the form of fault
code stored in the memory of the ECM. As long as not dismantle car battery,
detected fault code would store in the ECM. During maintenance, inspection
personnel can use certain methods to read the fault code stored in the ECM to
provide the accurate basis for the malfunction parts.
number
name
Icon
Remarks
1
Engine fault lamp
Tips for engine
related faults
2
EPC fault lamp (system fault
repair lamp)
Prompt vehicle
system fault
3
DPF tips
Post treatment
regeneration
Tips:
Mandatory is applicable to multiple active regenerative incomplete when
instrument desk mandatory renewable lamp lights up . Specific instructions are
as follows:
1 In normal regeneration, the mandatory renewable lamp stay in the
poisition of OFF state, when trigger condition of mandatory renewable ,
mandatory renewable lamp lights and flashes, reminding customers to do
mandatory renewable operation. In the process of mandatory renew, mandatory
renewable lamp light is normally on, mandatory renewable lamp is off after the
completion.
2
When the mandatory renewable lights flashes, the driver needs to start
the regeneration according to the following operation methods for regeneration.
And the vehicle should be parked in the safety area,
3 Mandatory regeneration operation method: mandatory renewable
button locate on the instrument stage, as shown in the picture below. When
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vehicles need for mandatory regeneration, it should be parked in the safety area
(below and around the vehicle of no inflammable, explosive and in wide open
spaces, do not to park the car in the place as underground parking, parking
garage, indoor small airtight place), the user press the START button, press and
hold for 3 seconds or more than 3 seconds, and the engine run time has more
than 20 s, mandatory regeneration begins.
4 Matters needing attention in the process of mandatory regeneration
Must keep the vehicle in parking state, engine in idle running;
Open air conditioning before start up is suggested (to increase the
engine load, which is beneficial to the exhaust temperature);
Transmission must be placed in neutral;
Keep clutch pedal in release status;
Keep brake pedal in release status;
Keep accelerator pedals in release status;
Water thermometer have more than one grid.
Any one item does not meet the above will lead to the program terminating.
If the regeneration succeeds, regeneration lights extinguished; If
regeneration lights are still in flashing status, it is suggested to press the manual
switch to perform regenerative operation once again.
If "regeneration lights flashing" still appears after two manual regeneration
operation, it is suggested to go to 4s shops to do further examination of DPF .
⑤ The failure protection function. In view of the different monitoring
objects, fault self-diagnosis system would take different protection measures
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when the error occurs.
⑥Data storage output function. Data is stored in the unit ROM and RAM
respectively in ECM, and the program stored in ROM is based on precise
calculation and a lot of experimental data. And the inherent application,
constantly compares with the collected sensor signal and calculate when engine
work to realize the control of the engine.
In automotive electronic control system, the circuit has a special diagnostic
socket. As long as the car ECM decoder and the diagnostic socket connect, you
can access the storage unit of the ECM to read fault code.
In addition, the fault self-diagnosis system still can reflect the data stream of
automobile electronic control system by diagnosing the socket .
3) Explanation of trouble lamp and control strategy
1 Malfunction Indicator Lamp(MIL): regulatory requirements for
emissions related instructions when the component or system failures, MIL is a
common lamp which can be displayed on the dashboard to meet the
requirements of laws.
2 The activation of the MIL light follow the following principles:
a. Ignition switch keeps in the "ON" state (not starting), MIL lasts light.
b. After starting engine 3 seconds, if no need to light up MIL in the fault
memory request, MIL is extinguished.
c. If the fault memory requests to light MIL or ECM external requires to
light MIL , MIL lights up.
d. When the ECM external requests MIL to flash, or fire reason requests
MIL flash, or the fault memory requests MIL flash , MIL are shining
with the frequency of 1 HZ.
3
EPC failure indicator: used in the indication of the related fault of
full vehicle.
4 Under different mode, EPC lamp working conditions are:
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a. Under normal mode and fault memory is empty, open the ignition
switch to the ON state, ECU is initialized immediately. Since the
initialization, EPC lights put out after 4 seconds. If in this 4 seconds
starting, when finding the engine speed, EPC immediately lights off.
b. Under normal mode and fault memory has fault, open the ignition
switch to the ON state, EPC lights on continuously. If the fault
memory requires EPC lights under the failure mode, the EPC lights
subsequently in the driving cycle; If the fault memory does not require
the EPC lights in failure mode, the EPC lamp lights after finding
engine speed.
c. Under flashing mode and the fault memory is empty, if the ECU
detects EPC lamp flickering mode, EPC will flash to display the
corresponding fault code in fault memory. From open the ignition
switch to the ON state, EPC will be on for 4 seconds, and then after 1
second intervals, EPC blinks with 2 HZ frequency to indicate the
trouble-free until the engine starts and finds the speed.(mainly used for
ECM security and related breakdown tips)
4) Troubleshooting steps
1 For vehicles with OBD functions, fault maintenance generally follow
the following steps:
OBD troubleshooting steps table
1. Connect diagnostic test
equipment to diagnostic connector,
switch on diagnostic test equipment.
2. Ignition switch on.
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3. Read the fault information
(fault codes, freeze frame, etc.); Query
maintenance manual to confirm fault
components and types. Make
maintenance plan according to the
experience of the fault information
4. removal of fault.
5.Eliminate malfunction memory:
operate the vehicle appropriately,
operation must meet the conditions of
the corresponding fault diagnosis; read
the fault information to confirm the
fault has been ruled out.
2
Commonly used diagnostic equipment of fault diagnosis testing
Compared with the mechanical system, maintenance of electric control
system has a fundamentally difference. Relying on electronic equipment and use
the self-diagnosis system information in fault diagnosis is the necessary means.
Commonly used equipment for electric control system including automotive
computer detector and digital multimeter, etc.
Connecting computer detector data cable to the car diagnostic socket can
establish connection with auto ECM and access to fault diagnosis data in the
ECM memory, including fault code, data flow, etc., to know the car trouble
self-diagnosis system monitoring results and the performance of the electric
control system, providing the basis for quick troubleshooting. Besides this, it can
do action test, etc.
a. Read and clear fault codes
Connecting the car computer monitor with fault diagnosis on the car seat
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can easily read the fault code stored in the ECM. By reading the fault code code,
maintenance personnel can find out most sensors of the automobile electronic
control system and their control circuit of the short circuit, open circuit fault, etc.
After ruling out the fault, computer detector can be used to give order to the car
the electric control system to eliminate the ECM stored fault code and light off
the fault warning lights.
b. Read the data flow
Connect car computer detector to the electric control system to read the
operation situation of ECM in the working process of the automobile electronic
control system and all kinds of input and output electric signal, instantaneous
data (such as the sensor signal, the calculation results of the ECM’s calculation,
control mode, control signals, etc.). Computer monitor these values in the form
of data table and displays on the monitor screen, so the working condition of the
whole control system could be clear at a glance. Maintenance personnel can
judge whether system work is normal according to the change of various data, or
compare specific working conditions of various numerical with standard value
of the signal, so as to accurately judge fault type and location.
c. Motion tests
Action test is to give work instructions to the ECM of automobile electronic
control system through the computer detector, drive or stop some actuators work
to detect the working condition of the actuator and find out the defective
actuator or control circuit.
Besides these basic functions, automotive computer detector also has the
function of reading car computer and do the basic set, etc.
d. Input IQA code
To write different oil atomizers’ IQA code to ECM through computer
detector.
III. Engine electronic components structure principle and maintenance
The main electronic components related in this chapter include sensors,
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actuators and ECM. This chapter mainly introduces the working principle,
structure of electronic components, circuit and related maintenance.
The basic circuits of sensors usually have 3 wires including power supply,
signal and bonding. Some sensors do not need power, or built power supply
circuit in the ECM, which only have two wires including signal and bonding. If
using the shell bonding, it may only has a link ECM signal line, so that the
circuit is very simple. And some of the sensors’ circuits are very complicated.
The complexity of the sensor circuit depends on the type of sensor itself and
structure principle of the sensor. Sensors in the engine electronic control system
mainly include the switch type, resistance type, pulse type, voltage type
and other types.
Switch sensor is a kind of sensor of the most simple structure, usually has
two terminals. The circuit of it has bonding type and electric power type, in
which bonding type circuit switch connect to the ground, and the electric power
circuit switch connect to a power source.
Resistive sensors are widely applied in the electric control system. And its
structure has variable resistor type, potentiometer type, etc. It usually generat
electrical signals by the principle of the direct-current circuit partial pressure. in
order to guarantee the precision of the signal, the size of a constant reference
voltage is provided by the ECM as its working voltage ( usually 5V).
Variable resistance sensor has two terminals and generally uses bonding
circuit. One end is signal side and the other end is bonding side. Potentiometer
type sensor has three terminals including power supply side, signal side,
bonding side.
Pulse sensor has a variety of different principle and structure form, such as
electromagnetic type of electromagnetic induction principle, photoelectric type
of photoelectric principle, Hall type of Hall effect, magnetic resistance type of
magnetic resistance and so on. The circuit is much complicated.
Voltage sensor usually uses the electrochemical principle, piezoelectric
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effect and so on to test the parameter changes into electromotive force. Most of
the voltage sensors work without power supply.
Actuators of electric control system mainly include electromagnetic valve,
motor, relay, triode switch circuit, indicator light, etc. The circuit of it is
relatively simple and normally has only two wires: power supply and bonding
wire. The ECM uses bonding control way for most actuators. This kind of
actuator power supply come from the battery and bonding wire is connected to
the ECM.
3.1 Temperature and pressure transmitter
1) Summary
Intake manifold absolute pressure and temperature sensor is one of the main
components which indicates actual engine intake status and characterization of
the engine operation condition and load state when the engine is running.
2) Operating principle
The function of pressure and temperature sensor is to integrate the pressure
sensor and temperature sensor in the same overall.
Pressure sensor (MAP) uses the principle of piezoelectric technology. When
sensing pressure, it would produce an output signal which is proportional to the
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input pressure. High and low pressure directly represent the current load and
work condition of engine. It has a decisive influence output control state of the
engine management system.
Temperature sensor’s core temperature sensing element makes up by a
negative temperature coefficient of semi-conductor thermistor feature. The
temperature characteristics is the output of the negative temperature coefficient
(NTC) thermistor resistance decreased. When the temperature falls, the
thermistor resistance increases.
Engine electronic control module (ECM) provides 5V direct current signal
for engine air intake temperature sensor by its own circuit and measures the
dropof the voltage. Engine management system will determine the actual
working condition of the engine in accordance with the voltage signal.
3) Installation position
Inlet pressure and temperature sensors is installed above the intake
manifold.
4) Technical characteristic parameters
The reference for pressure signal of air intake pressure sensor :
Inlet pressure 50 kpa - 0.5 V Inlet pressure 50 Kpa - 1.07V
Inlet pressure 200 kpa - 2.21 V
The reference for temperature signal of the inlet pressure and temperature
sensor :
Computer channel resistance（2-3）
temperature
（℃）
Standard resistance（Ω）
-30
24907-27309
-10
9015-9775
10
3656-3927
40
1139-1209
80
315-329.9
Terminal definition:
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Pin 1: grounding
Pin 2: temperature signal
Pin 3: power supply + 5V
Pin 4: pressure signal
5) Matters needing attention in installation
Inlet pressure and temperature sensor bolt tightening torque: 6 + 2
N · m
Ban brutal removal
6) The fault phenomenon and judgment method
1 General cause of the problem: sensor internal circuit breaking or dirt
accumulation and incorrect signal caused by admission line leakage.
2 Fault phenomena: when the failure comes up, the phenomena may
include: the engine fuel injection of the ECM are dysfunctional, mixture is too
thick or too thin, engine idle speed or accelerate is abnormal, exhaust smoke and
so on.
3 Maintenance notice: prohibit opening sensor.
4 Maintenance methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
good appearance, make sure no punctures. Check if the sensor hole blocked or
not.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.
B．Open the ignition switch, use digital multimeter measuring sensor to test
wiring harness plug terminals respectively.
a．Measure sensor power terminal, voltage reference should be 5V. If the
voltage is not correct means control circuit or ECM having fault, further test is
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needed.
b．Measure bonding sensor terminal, the resistance between battery cathode
should be less than 3 Ω , if there are any exception, bonding wire should be
repaired.
If the check is not normal, shut off the ignition switch, unplug the
connection end wire of the ECM, check whether there is open circuit or the
doubling phenomenon of the cabletree between the sensor connection end and
the ECM end.
3.2 Air flow meter
1) Summary
Air flow sensor is installed between the air filter and the supercharger to
measure the air inflow and inlet temperature of engine. ECM calculates fuel
injection volume according to the air inflow volume, the engine speed and load
and other parameters and controls fuel injection which forms the best proportion
of injector with air inflow. And the ECM controls electric EGR valve opening
through the calibration of the MAP and the air inflow volume and other
parameters. According to the control system requirements, integrated
1
2
3
4
5
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temperature sensor, measuring the air temperature before supercharge, often
used in all kinds of compensation calculation such as drift of flowmeter, rail
pressure control temperature control for reference, trigger condition of air
system, etc.
2) Working principles
The air flow sensor of hot film is an air quality sensor with logic output. In
order to get air flow, the sensor diaphragm on sensors is heated by the heating
resistor which is installed in the middle. The distribution of diaphragm
temperature will be measured by temperature resistance which is installed
parallel with heating resistance. The airflow through the sensor changed the
temperature distribution on the diaphragm, thus making the temperature of the
two temperature resistance different. Resistance difference depends on the
direction of the direction and flow, so the air flow sensor has higher
requirements of air flow and direction. Micro mechanical manufactured sensor
element of small size and low heat capacity of the sensor’s response time should
be < 15 ms.
3) Installation location
Above the air filter inlet connection pipe.
4) Technical parameters
Terminal definition (along the installation direction from left to right
from 1 to 5) :
Pins1:12V power supply (not connect the ECM, the main relay power
supply)
Pin 2: grounding
Pin 3: temperature signal
Pin 4: 5V signal of correction
Pin 5: flow signal
5) Matters needing attention in installation
Be sure to install on inlet direction of the air flow meter.
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Ensure the cleaning in the air flow meter.
6) The fault phenomenon and judgment method
1 General cause of the problem: installed backwards, sensor broken
2 Maintenance method:
a．Check whether the sensor is installed backwards, arrow direction of the
sensor shell is the air flow direction;
b．Inspect appearance of sensor to see if there is any breakage, check
whether the plug-in is loose, whether wire is fractured.
c．Check whether the splice pieces of 12V and 5V correction are in good
condition, check whether the bonding wire is in good condition; Switch
checking can be done after confirmed.
d．Fault code diagnosis: diagnose with the fault diagnostic instrument,
through the fault code to determine the cause of the fault including whether the
power supply or grounding is normal.
3.3 Coolant temperature sensor
1）Summary
Engine coolant temperature sensor detects the engine cooling fluid
temperature and sends the signal to the ECM to control the injection timing,
injection pulse width when in the state of start, idle speed and normal
1
2
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operation of. At the same time, it provides the temperature signal to
instrument for water temperature display instrument.
2) Working principles
Coolant temperature sensor is used to detect the working temperature
of engine.ECM will provide the best control scheme for the engine
according to the different temperature. In the cooling water temperature
sensor, there is a negative temperature coefficient (NTC) thermistor
connected in the partial pressure of 5V power supply circuits. Voltage drop
on the resistance is inputted into the ECM through one analog to digital
converter (ADC), and it is a measurement of the temperature as well. ECM
microprocessors have a characteristic curve circuit to make the temperature
as the function of the given voltage value.
3) Installation location
Water temperature sensor is installed below the cylinder head.
4)Technical parameters
Resistance value
temperature
/℃
resistance/kΩ
temperatu
re/℃
resistance/kΩ
standard
value
minimum
value
Maximum
value
standard
value
minimum
value
Maximum
value
-40
45.313
40.490
50.136
60
0.596
0.573
0.618
-30
26.114
23.580
28.647
70
0.435
0.421
0.451
-20
15.462
14.096
16.827
80
0.323
0.313
0.332
-10
9.397
8.642
10.152
90
0.243
0.237
0.250
0
5.896
5.466
6.326
100
0.186
0.182
0.191
10
3.792
3.542
4.034
110
0.144
0.140
0.148
20
2.500
2.351
2.649
120
0.113
0.109
0.116
25
2.057
1.941
2.173
130
0.089
0.086
0.093
30
1.707
1.615
1.798
140
0.071
0.068
0.074
40
1.175
1.118
1.231
50
0.834
0.798
0.870
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Terminal definition
Pin 1: Coolant temperature signal output
Pin 2: Grounding
5）Matters needing attention in installation
Tightening torque: 19-25 N*m
Using Kesai new 1243 thread sealant or equivalent performance products to
seal.
6)The fault phenomenon and judgment method
① General cause of the problem: Short circuit, open circuit, the output signal
voltage and standard values do not meet.
② Fault phenomena: When the water temperature sensor comes up
malfunction , it would affect the concentration of the mixture of air. When the
water temperature sensor sends the signal to ECM lower than the actual engine
water temperature and lead to the situation of rich concentration of air, exhaust
smoke, hot car idle instability and other failures. When the water temperature
sensor sends signal to ECM higher than the actual engine water temperature, it
would lead to the situation of thin concentration of air, difficulty in cold start,
cold car idle instability and other failures. When the water temperature sensor is
in short circuit, open circuit, fault self-diagnosis of ECM circuit can detect the
fault and light up the engine fault warning light. At the same time, the ECM
will start failure protection function. If the water temperature sensor fails to
feedback temperature deviation, the preheating plug does not work, which
causes the difficulty in engine cranking.
③ Maintenance notice: After the installation is complete, use the state of the
idle running to see whether has the presence of leaks.
④ Maintenance methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong and
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reliable or not. Sensors installed whether loose or fall off or not. Whether good
appearance, make sure no punctures.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.
B ． Open the ignition switch, use digital multimeter measuring sensor to test
wiring harness plug terminals respectively.
a．Measure sensor power terminal, voltage reference should be 5V. If the voltage
is not correct means control circuit or ECM having fault, further test is needed.
b ． Measure bonding sensor terminal, the resistance between battery cathode
should be less than 3 Ω , if there are any exception, bonding wire should be
repaired.
7) Performance test
Unplug the water temperature sensor wiring harness plug, remove the water
temperature sensor, put it in the water and heat the sensor, at the same time,
measuring the water temperature sensor resistance between terminals at different
temperatures. If it do not meet the corresponding standard value, replace the
sensor.
3.4 Air control valve
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1) Summary
Air control valve is arranged in front of the intake manifold, by adjusting
the intake draught head to optimize combustion efficiency and reduce emissions
pollution. And to improve the comfort of engine compartment by blocking
intake to reduce vibration when the engine is off. At the same time, on the
engine equipped with DPF realizes the propose of the control of the particulate
filter regeneration temperature by controlling the air intake volume size (the
essence of which is to control the air-fuel ratio) and comply with additional fuel
injection (pilot injection and after pilot injection) when the particulate filter is in
regeneration program.
2) Working principles
Air control valve consists of drive motor, drive gear mechanism, the
necessary mechanical transmission components and special air control valve
position sensor which is more powerful in function and reliability.
Air control valve motor can turn to different direction under the control of
ECM, make the air control valve opened or closed through the reduction of gear
drive air control valve shaft, drive air control valve position sensor rotor rotate at
the same time, and convert the air control valve position to electrical signals
which would be sent to ECM. Return spring in the air control valve motor can
turn down the air control valve to close or close to the initial position when the
electric current of the air control valve motor was cut off (for example, when the
ignition switch off). And the air control valve remain the small opening at this
time.
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3) Installation location
Air control valve is installed between the connecting pipe of the intake
manifold and supercharging pressure.
4) Technical parameters
The opening of air control valve
Low mechanical stop bit: 12.5~17.5%
High mechanical stop bit: 87.5%~92.5%
Full open: 92.5%~95%
Motor driving voltage: 10-16V
Resistance range of sensor output(2~3): 10-100KΩ
Terminal definition:
Position sensor 5V power supply
Position sensor bonding
Position sensor feedback signal
empty
Motor control +
Motor control -
5) Matters needing attention in installation
Tightening torque: 7-9 N*m
Ban brutal operation and damaging the shell and related sensors.
6) The fault phenomenon and judgment method
① General cause of the problem: the potentiometer in the sensor is in
circuit breakage or short circuit, motor fault lead to open and close
abnormally, too much carbon deposition in the air control valve, ECM’s
control function abnormal.
② Fault phenomena: air control valve failure will cause abnormal
engine idle speed (such as idle speed too high or too low, unstable idle
speed and easy to flameout) or engine speed is abnormal (e.g., trembling
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when the accelerate the engine, sluggish response when accelerate, etc.).
And sometimes the engine appears intermittent jitter in the process of
operation.
③ Maintenance notice: after the installation, cleaning and replacement
of air control valve or the ECM, self learning must be done.
Self learning of air control valve: the engine is not starting in the
state of Key-on, stepping the accelerator completely closed or open in 5
seconds to activate the self learning for the first time. Since the self study
need 5 seconds to complete, the related operations can not be done
within the 5 seconds.
④ Maintenance methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
good appearance, make sure no punctures. Trigger the valve, check whether the
rotation is the smoothing, with or without binding. Check the air control valve to
see whether is too much carbon deposition.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.
B．Open the ignition switch, use digital multimeter measuring sensor to test
wiring harness plug terminals of position respectively.
a． Measure sensor power terminal, voltage reference should be 5V. If the
voltage is not correct means control circuit or ECM having fault, further test is
needed.
b．Measure bonding sensor terminal, the resistance between battery cathode
should be less than 3 Ω , if there are any exception, bonding wire should be
repaired.
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7) Testing of position sensor resistance
Position sensor resistance can be tested by electronic multimeter. The
testing methods as follows:
1
Close the ignition switch, unplug the wiring harness plug on sensor.
2 Use the multimeter to measure the all-in resistance of the
potentiometer on the harness socket of the sensor. If the open circuit, short
circuit or resistance value is not in accordance to the standard, it means the
malfunction of potentiometer.
3 Measuring the resistance between potentiometer sliding contact with
bonding side, the resistance should be open or closed smoothly with air control
valve change, otherwise, it means the potentiometer is fault.
Position sensor performance test
To test its performance by measuring the output signal voltage in the
working state. The test method is as follows:
Open the ignition switch, but do not starting the engine.
Let air control valve in different opening, at the same time, use the voltmeter
to measure the change of the signal in the sensor signal output wires. Voltage
resistance should be able to increases with the increase of the opening
3.5 Crankshaft position sensor
2
1
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1) Summary
The crankshaft position sensor is the magnetoelectric sensor. The position of
the piston in the combustion chamber decide fuel injection start time. The piston
connect to the crankshaft through the connecting rod. The crankshaft position
sensor can provide the data of all the piston position, speed to confirm the
crankshaft revolutions per minute.
2) Working principles
The crankshaft is attached of a ferromagnetic trigger wheel of 60 teeth. In
the actual use, the trigger lacks of the two teeth on the wheel. The big gap
correspond one specified position of the crankshaft. The crankshaft position
sensor records the tooth sequence of the trigger tooth. It consists of a permanent
magnet and belt copper coils set of soft iron core. The magnetic flux sensor
changes with the change of the pass-gear and interstice to produce a sinusoidal
voltage. Its amplitude increased dramatically with the engine(crankshaft) speed.
3) Installation location
Installed in the bottom of the cylinder
4) Technical parameters
Working clearance: (0.65-1.37) mm
Resistance: 860±10%Ω
Terminal definition: 1- signal positive, B-signal negative
5) Matters needing attention in installation
Fastening bolt tightening torque: 7-9 N•m.
6) The fault phenomenon and judgment method
A.General cause of the problem:
a.sensor internal component damage or internal wiring in open circuit, short
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circuit and cannot produce signals.
b.sensor external circuit in open circuit or short circuit.
c.the position of the sensor installation is not correct, clearance is too large
between the rotor which leads to the abnormal signal output.
B.Fault phenomenon:Power is not enough and the vehicle can not start.
C.Testing methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
the distance between the Hall component and signal wheel meets the standard
and whether there are dirt and scrap iron between them. If yes, clean it.
Resistance inspection
Inspect the resistance of the sensor, if the resistance is two high or too low,
the sensor is broken.
Electric circuit inspection
a.Close the ignition switch, inspect the connector clips of the wiring
harness plug on sensor.
b. Inspect whether the resistance between control harness of ECM and
connector clip is less than 3Ω.
3.6 Camshaft position sensor
1 2 3
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1) Summary
The camshaft position sensor can sense and detect the relative rotation angle
position off engine camshaft timely and accurately in the process of engine
operation, and provide it to the electronic engine control module (ECM) in the
form of electrical signals. So that the engine electronic control module combines
with the crankshaft position signal input by the crankshaft position sensor,
determines the moment of each cylinder engine phase correctly to make the
system control fuel injection and ignition sequence in accordance with the
provisions of the engine working sequence. Thus, the control of combustion
process of engine can be more precisely and reduce harmful emissions from
combustion.
2) Working principles
The camshaft position sensor determines the position of
the camshaft by hall effect. A ferromagnet trigger wheel
rotates with the camshaft, the Hall effect integrated circuit is
mounted between the trigger wheel and a permanent magnet,
permanent magnet produces magnetic field which is
perpendicular to the hall element. If one of the trigger tooth
changes the strength of the magnetic field which is
perpendicular to the Hall element through streamline sensor element
(semiconductor chip). Which will make the electron, which is driven under the
direction of long axis voltage, deviate to the direction perpendicular to the
current to produce a short signal voltage (Hall voltage). And the computing
circuit integrated by sensor and Hall integrated circuit hands with the signal and
outputs the signal in the form of square wave.
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3) Installation location
The camshaft position sensor is installed on the cylinder head cover.
Technical parameters:
output voltage (high level) : 4.75 ~ 5.25 V.
output voltage (low level) : 0.
working clearance : (0.597 1.403) mm.
voltage from the ECM power supply : 4.75 ~ 5.25 V.
terminal definition: 1 - output , 2 - ground, 3 - power supply.
4) Matters needing attention on installation
fastening bolt tightening torque: 9-11 N•m.
5) The fault phenomenon and judgment method
A.General cause of the problem:
a.sensor internal component damage or internal wiring in open circuit, short
circuit and cannot produce signals.
b.sensor external circuit in open circuit or short circuit.
c.the position of the sensor installation is not correct, clearance is too large
between the rotor which leads to the abnormal signal output.
B.Fault phenomenon: if the signal input by the camshaft position sensor is
wrong, it will leads to the phenomenon of engine misses, unstable idle speed,
accelerating disability and etc.
C.Testing methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
the distance between the Hall component and signal wheel meets the standard
and whether there are dirt and scrap iron between them. If yes, clean it.
Electric circuit inspection: Hall sensor can not produce the signal if the
power supply bonding is abnormal, so the power supply circuit and bonding
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circuit must be inspected at first.
A．Close the ignition switch, unplug the wiring harness plug on sensor.
B．Open the ignition switch, use digital multimeter measuring sensor to test
wiring harness plug terminals of position respectively.
a．Measure sensor power terminal, voltage reference should be 4.5-5V. If the
voltage is not correct means control circuit or ECM having fault, further test is
needed.
b．Measure bonding sensor terminal, the resistance between battery cathode
should be less than 3 Ω , if there are any exception, bonding wire should be
repaired.
C. If the above check is not normal, shut off the ignition switch, unplug the
connection wire of the ECM end, check whether there is open circuit, the
phenomenon of doubling between the sensor connection end and the ECM end
wiring harness.
3.7 Exhaust temperature sensor
1) Summary
Exhaust temperature sensor locates before the turbocharger and DPF, as
shown in picture 2. Exhaust temperature sensor 1 tests the temperature before
1
2
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the supercharge to prevent burning out the supercharger from the high
temperature, exhaust temperature sensor 2 is used to judge regeneration time of
the DPF.
PT200 film platinum hot electron technology uses the unique design of open
hole type to avoid the temperature error and response delay caused by the shell
encapsulation heat transfer and ensures delivery of response time and high
precision, and the highest temperature can reach 1000 ℃.
2) Working principles
PT200 film platinum hot electron technology makes the sensor resistance
enlarge with the increase of exhaust temperature. ECM calculate the exhaust
temperature through the effect on the resistance line voltage resistance to
ensures delivery of response time and high precision, and the highest
temperature can reach 1000 ℃.
3) Installation location
Exhaust temperature sensor I is installed on the exhaust manifold, before the
turbocharger impeller. The temperature sensor II is installed on the DPF .
4) Technical parameters:
Terminal definition
1-signal end of exhaust temperature sensor(5V)
2-grounding end of exhaust temperature sensor
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5) Matters needing attention in installation
Tightening torque:40-50 N•m
Ban keeping the engine emissions of carbon deposition, silicone oil,
engine oil, such as lead, paint, or other organic matter polluting sensors.
When in installation, pulling cable is prohibited.
It is prohibited to knot, crushing or other damage to the sensor wiring
harness wire operation.
Forbidden to use oil, detergent or other impurities on the
connection-plug.
6) The fault phenomenon and judgment method
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
good appearance, make sure no punctures.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.
B．Open the ignition switch, use digital multimeter measuring sensor to test
wiring harness plug terminals respectively.
a． Measure sensor power terminal, voltage reference should be 5V. If the
voltage is not correct means control circuit or ECM having fault, further test is
needed.
b．Measure bonding sensor terminal, the resistance between battery cathode
should be less than 3 Ω , if there are any exception, bonding wire should be
repaired.
7) Performance test
Remove the sensor wiring harness plug, measuring the two pins resistance,
if resistance is too big, too transgressions means the sensor has been damaged.
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3.8 EGR valve
1) Summary
In order to keep the NOx
emissions of engine, ECM inputs
parameters mainly according to engine
speed and inlet pressure, checks and
calculates EGR rate by the MAP
calibration to send control signal to
the EGR valve and do the closed loop
control with the position sensor.
The advantage of bypass electric
control EGR system:
1
In the low temperature startup, by-pass valve opens and closes the
EGR cooler channel, waste gas enters into the cylinder by the bypass way which
can effectively reduce the HC/CO emissions in cold start.
2 Under high EGR rate and EGR flow conditions, the exhaust gas
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temperature is very. Closing the bypass way, the waste gas gets cool through the
cooler to reduce the exhaust temperature which can improve the intake charge
quantity on the one hand and can also further reduce the combustion temperature
to reduce NOx emissions on the other hand.
2) Working principle
Electric control EGR valve controls valve opening through positive and
negative going motion of the direct current motor and realizes the closed loop
control according to the feedback signal of position sensor. EGR is the type of
electromagnetic valve position feedback (linear motor). The amount of waste
gases entering into the air inlet pipe is controlled by EGR valve precisely. EGR
valve is a direct motor controlled by PWM, it opens or closes the valve
according to the engine ECM command and feedback valve position to the ECM.
The size of the valve opening is determined by the PWM wave given out by
ECM. Engine ECM mainly calculates the EGR rate according to the operation
condition of the engine speed and inlet pressure at this point so as to issue
commands.
EGR valve is installed on the intake manifold. EGR valve seat inlet gas
temperature should not exceed 500 ℃ , pre cold water way is designed on the
cylinder head, at the same time cooling water way is designed on the valve seat.
3) Installation location
EGR bypass
Eletric control EGR valve
Bypass valve
EGR cooler
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EGR valve is installed on the intake manifold.
4) Technical parameters:
Terminal definition
1 - the sensor power supply 5V 2 - drive motor negative 3 - sensor grounding
4- empty 5 - the sensor signal 6 - drive motor positive
Voltage range
In the closed position(LMS), sensor output range: 9%
～
25%VCC means 0.45V
～
1.25V
；
In the open position(UMS), sensor output range: 85%～95%VCC means 4.25V～4.75V
Working condition:-7℃~40℃
Self-learning and self-clean
1 New valve needs self-learning when finish producing process, change ECM or EGR
valve.
2 Self-clean: intake air temperature>-7℃, ECM power supply voltage > 10V, 8 times
and finished in 15 seconds.
3 General first self-learning: KEY_ON engine not starting, steep accelerator pedal
position more than 50% twice in 15 seconds, activate the self learning for the first time.
Self-learning for 5 seconds, other operations can be performed after 5 seconds.
5) The fault phenomenon and judgment method
A.General causes of the problem: clamping stagnation of EGR valve, malfunction of
EGR self-learning.
B.Fault phenomenon: engine malfunction lamp lights, torque limiting, short of power
with dark smoke.
C.Testing methods:
A、static testing: Using a multimeter or diagnostic instrument to read output voltage of
EGR valve in working state. Open the car keys to on file (do not start), use diagnostic
instrument to read EGR valve signal output voltage value among the vehicle data stream (or
by measuring the voltage of signal wire in working state). Normal value should be stable
between 0.45V to 1.25V (EGR valve closed). If the data is not in this range:
①
keep stable of a
certain voltage value at higher than 5V or 0-0.45V, check out if EGR valve wiring harness
plug is empty, broken or crossed according to "the EGR valve terminal definition and the
method for measuring wire" ; Replace the EGR valve if excluding the wiring harness problem.
②
stable a certain voltage in 1.25V to 5V, the EGR will be binding in open position. Remove
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the EGR valve, clean or replace the EGR valve.
B、To test EGR valve working voltage and plug voltage
1 EGR valve no.1 pin is sensor 5V power supply, the plug is 5V no matter connected
or disconnected.
2 EGR valve no.3 pin is the bonding end of sensor, the plug is 0V no matter
connected or disconnected, and connected to power supply grounding.
3 EGR valve no.5 pin is the signal wire of sensor, the plug is 5V when disconnected
and 0.45-5V when connected(annotation:0.45V-1.25V, the EGR valve is not opened or
opened very small which can be ignored; 1.25V-4.75V is the normal range of normal
opening).
By measuring continuity of the wire or the related wire harness voltage when on and off.
Through the "external EGR valve measurement method" to exclude wire faults.
External EGR valve measurement method: directly plug in an EGR valve in the trouble
truck which can ensure the normal work in the atmosphere(without removing the trouble truck
EGR valve), and test the truck according to the working condition, if the malfunction is ruled
out, the wire fault can be ruled out.
Notice:external EGR valve measurement method can only exclude the malfunction of
wire and can not confirm whether the EGR valve is broken.
C、EGR valve dynamic check to test voltage of EGR valve in working state and plug.
Launch vehicle to keep hot car idling ( read water temperature, inlet temperature value
by diagnostic instrument) to ensure the water temperature and inlet temperature is between 0
degrees to 100 degrees, and use the diagnostic instrument to read the EGR valve signal output
voltage value among the vehicle data stream(or by measuring the voltage of signal wire in
working state). The EGR valve should be in working state, the voltage value measured by
diagnostic instrument should be increased until the stable in the range of 1.25V to 1.25V.
①If EGR valve signal voltage measured by diagnostic instrument keeps stable within
0.45 V to 0.45 V, the EGR valve binding is not open, check out the harness after clean or
replace the EGR valve.
②
keep stable of a certain voltage value at higher than 5V or 0-0.45V,
check out if EGR valve wiring harness plug is empty, broken or crossed according to "the
EGR valve terminal definition and the method for measuring wire" ; Replace the EGR valve
if excluding the wiring harness problem.
3.9 EGR bypass solenoid valve
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1) Summary
EGR bypass solenoid valve is suitable for the control of high frequency
response of the PWM solenoid valve beside EGR valve side channel.
2) Working principle
Working principle of PWM valve
3) Installation location
It is installed on the support of solenoid valve on back-end of cylinder head.
4) Technical parameters:
Terminal definition: 1-negetive 2-postive(12V)
Nominal voltage:12V
Coil resistance: 28.3-31.3Ω
5)Matters needing attention in installation
Must install the magnetic valve in the right direction.
Air vent hole can not be covered.
6) The fault phenomenon and judgment method
A.General causes of the problem: magnetic valve in short circuit, breakage or
the block of the air vent hole.
actuator
intake manifold
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B.Fault phenomenon: malfunction lamp lights, magnetic valve do not work or
return which leads to the bad performance of the bypass actuator.
C.Testing methods:
a.According to the working situation of bypass actuators and solenoid valve
working data flow duty ratio to confirm whether the magnetic valve is in normal
work.
b.measuring the solenoid valve coil resistance, if it is too big or too small,
electromagnetic valve is damaged.
3.10 VTG electromagnetic valve
1) Summary
The machine adopts variable
cross-section turbocharging
technology, so the turbocharger and
engine can have a good match in all
the point to make the engine achieve
better performance. The vanes of the
VTG are connected to the control rod
blades. And the displacement of the
Vacuum pump
turbocharger actuator
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control rod is controlled by vacuum degree of the vacuum room on VTG.
Changing the vacuum degree of the vacuum room can change the position of
vanes of VTG so as to control the actual internal area of the turbine. Vacuum
degree of the vacuum room is controlled by the VTG electromagnetic valve.
One porthole of VTG electromagnetic valve is connected to the vacuum room
on VTG and one porthole is connected to vacuum pump and another is
connected to the atmosphere. The interface in the machine should be equipped
with filter which can prevent the dust and other pollutants entering into the
valve.
2) Working principle
The opening of the electromagnetic valve is determined by the PWM wave
generated by the ECM. If the demand decreases work area of the supercharger
VTG, VTG receives big duty ratio signal, the opening of the channel becomes
bigger, the supercharger enters into small section working condition. The
supercharger position feedback sensor integrated gives the position feedback
signal on the supercharger in real-time.The ECM controls duty ratio according
to demand of VTG solenoid valve.
3)Installation location
It is installed on the support of solenoid valve on back-end of cylinder head.
4)Technical parameters:
Terminal definition: 1-negetive 2-postive(12V)
Nominal voltage:12V
Coil resistance: 13-16Ω
5)Matters needing attention in installation
Must install the magnetic valve in the right direction.
Air vent hole can not be covered.
6) The fault phenomenon and judgment method
A.General causes of the problem: magnetic valve in short circuit, breakage or
the block of the air vent hole.
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B.Fault phenomenon: malfunction lamp lights, magnetic valve do not work or
return which leads to the bad performance of the bypass actuator.
C.Testing methods:
a.According to the working situation of bypass actuators and solenoid valve
working data flow duty ratio to confirm whether the magnetic valve is in normal
work.
b.measuring the solenoid valve coil resistance, if it is too big or too small,
electromagnetic valve is damaged.
3.11 VTG position feedback sensor
1) Summary
The machine adopts variable cross-section turbocharging technology, and
use the position feedback sensor to feedback the position of push rod of VTG in
real-time in order to realize the closed-loop feedback of pressurization VTG
regulating mechanism.
2) Installation location
Integrated on the supercharger.
3) Technical parameters:
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Terminal definition(from the above to below:1-3): 1-grounding 2-signal
3-power supply(5V)
4) The fault phenomenon and judgment method
A.General causes of the problem: magnetic valve in breakage or poor
contact of the plug.
B.Fault phenomenon: malfunction lamp lights, entering into the open-loop
control of VTG regulating mechanism.
C.Testing methods:
1
To confirm if the sensor is working normally according to the
comparison of the VTG position in the diagnostic instrument and VTG push rod
location in real-time.
2 Manual pull rod, measuring sensor output voltage is in normal or not
in working condition.
3.12 The oil pressure sensor
1) Summary
Oil pressure sensor monitors main oil road pressure in real-time and
transfers the data to the instrument display (not pass the engine ECM).
2) Installation location
Installed on the cylinder.
3) Technical parameters:
Control wiring
harness plug
cabin control
harness harness
connector
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Alarm pressure: 30-40KPa
4) Matters needing attention in installation
Coat the Kesai new 1234 thread sealant on oil pressure switch thread parts,
or other sealant in same performance, then install oil pressure switch in the
main oil path.
tightening torque:8~12N•m
5)The fault phenomenon and judgment method
A.General causes of the problem: oil lamp does not light or continue light
caused by the breakage of oil pressure sensor or the plug problem.
B.Testing methods: In KEY_ON condition, not starting the engine, engine
oil pressure light should be lighten and gone out in idle or higher speed. Check
out the harness connection on and off to confirm if it is sensor fault.
3.13 Preheating plug
1) Summary
Preheating plug adopts the scheme of metal preheating way controlled by
relay. Preheating plug preheats when engine is in cold start. It relies on heating
element stretching into the combustion chamber to produce high temperature
(above 850 ℃) to preheat the air in the combustion chamber, so as to improve
the cold starting performance and optimize the combustion of diesel engine.
2) Working principle
Preheating plug begin to work when the coolant temperature is less than 45
degrees. Preheat time is a function of the coolant temperature. During engine
starting or actual operating, the opening time of electric plug is determined by a
series of other parameters, including fuel injection quantity and the rotating
speed of engine.
After successful start-up, the after heating warming-up process can form a
kind of speedup or idle running without interruption and less smoke. This can
reduce combustion noise when in cold start. If the starting failed, the glow plug
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protection circuit disconnect to prevent the excessive discharge of the battery.
3) Installation location
Installed in each cylinder combustion chamber.
4) Technical parameters:
Whether cold resistance meets the requirements, resistance range: 0.5 ~ 1.2
Ω.
Work last 4s and head temperature reach 850 degrees.
5) Matters needing attention in installation
The bolt tightening torque: 10-15N•m
6)The fault phenomenon and judgment method
A.General causes of the problem: short circuit in the preheating plug.
B.Fault phenomenon: preheating plug does not work or bad start of engine
cold start.
C. Main direction to rule out the malfunction of preheating plug
1 Whether the wiring harness is in good contact.
2 Whether shell surface appearance of preheating plug is good or
whether there is a black phenomenon (gas leak).
3 Whether cold resistance meets the requirements, resistance value
range: 0.5 ~ 1.2 Ω;
4 Whether the battery inspection can normally heat, begin to heat about
3 mm of the tip.
5 working current measurement, the initial < 25 A, after 20S, the
current<8.1 A.
3.14 Differential pressure sensor
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1) Summary
Differential pressure sensor is used to monitor pressure drop at the ends of
the DPF to confirm whether the post-processing system is in normal work.
Sensors turn the measuring results into voltage to give feedback to the control
unit by means of use the two pressure sensors port to lead out the pressure at the
ends of the DPF. This is to ensure the particles oxidative and avoid congestion.
2) Working principle
Differential pressure sensor and DPF is connected with stainless steel tube
and high temperature rubber hose. The stainless steel pipe leads out the pressure
from the both ends of DPF, and then the high temperature rubber hose connects
to differential pressure sensor. Rubber hose and heat-resistant is above 150 ℃.
Once the DPF pressure difference on both ends is too big or too small, after the
ECM receiving the feedback, the voltage trouble lamp lights up to confirm the
catalysts is in blockage or pathway.
1 2 3
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3) Installation location
Installed connected steel pipe on both ends of the DPF.
4) Technical parameters:
Terminal definition: 1- 5V power supply 2-bonding 3-signal
Output voltage:0.25-4.75V(about 0.5 V when the pressure difference is
0)
5) Matters needing attention in installation
Pay attention to the direction when in installation.
6) The fault phenomenon and judgment method
1 General causes of the problem:pressure difference senor in breakage or bad
connection; block or breakover of DPF.
2 Testing methods:
A. see if there is any breakage of sensor, check whether the plug-in is loose, whether
wire is fracture, whether the inside of the plug-in has liquid.
B. check whether the line is normal or is there any air leakage phenomenon.
C. fault code diagnosis: to do fault diagnosis with the diagnostic instrument, to judge
fault causes by the fault code, including whether the power supply, grounding is normal.
D. performance test: disconnect two connecting pipe, inspect the output voltage of work
state, it should be close to 0.5V, otherwise, the sensor is in damage.
linear scale map of output voltage and pressure
differential
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3.15 Fuel system
Delphi’s high-pressure common rail fuel system is applied with
intelligentized fuel-injection pump and injector. It has fast response and accurate
injection. It can also inject for multiple times, which can provide efficient
emission and performance.
The fuel system includes high-pressure part and low-pressure part. The
high-pressure part includes: injection pump, fuel injector, , fuel-injection pipe
and high-pressure oil rail assembly. The low-pressure part includes: fuel tank,
coarse filter (including manual fuel pump and oil-water separator), fine filter and
fuel infection pump
A. Fuel system-fuel injection pump
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General introduction
1) The high-pressure oil pump is Delphi’s DFP3.41 high-pressure fuel
pump. Its fuel-supply pressure can reach 1800bar, and speed ratio is 2:3. The
high-pressure fuel pump is integrated with fuel metering valve (IMV valve), fuel
temperature sensor and fuel-return adaptor.
2) Working principle
Fuel -- front cover plate of high-pressure fuel pump -- fuel-delivery pump
-- pressure regulating pump -- IMV fuel metering valve -- high-pressure cavity
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-- fuel delivery valve -- common rail pipe
Low-pressure fuel delivery pump a mechanical build-in of high pressure
fuel pump, which can press fuel whose oil pressure is from -0.4-1.5bar into
5-7bar. The fuel will enter into fuel-metering IMV through pressure-regulating
valve, and becomes high-pressure fuel by passing high-pressure cavity. Finally,
the fuel will enter into common rail, and if the fuel pressure is too big, the
pressure-limiting valve will restrict the pressure.
IMV valve will adjust the fuel quantity that enters into high-pressure cavity
from low-pressure fuel delivery pump, according to the demand of rail pressure.
Fuel temperature sensor will monitor fuel temperature of IMV valve and
fuel-inlet pipe, so as to compensate the temperature’s effect on IMV valve’s coil
and improve fuel-inlet’s accuracy. This IMV valve is normally open, which
means the valve will keep open after power-off. Normally-open IMV valve will
establish rail pressure in faster speed.
3) Assembly position
The pump should be assembled on the rear-end of gear chamber
4) Technical parameter
■ terminal’s definition (fuel metering valve):
1. Control end, which connects with ECM 145# terminal
2. Power of main relay 12V
■ terminal’s definition (fuel temperature sensor):
1. Signal end, which connects with ECM 140#
2. Grounding end, which connects with ECM 142#
5) Assembly precautions
■ if the outlay fuel tank connects with fuel-inlet adaptor directly (infusion
bottle type), the fuel pressure cannot exceed 6bar
■ the fuel pump must be covered with protecting case before assembly in
case of dust. . The removed fuel pump and rail also need to be covered with
protecting case for the convenience of repair and maintenance. Before assembly,
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all spare parts need to be cleaned thoroughly so as to guarantee the fuel pipe’s
cleanness.
■ while taking out high-pressure fuel pump from package, use hands to
hold the rack. Holding easily-broken parts (like low-pressure pipe, sensor and
etc.) with one hand only is strictly prohibited.
■ take off the protecting case of fuel pump’s drive shaft, use apply alcohol
or gasoline to degrease the surface of drive shaft.
■ be sure to assemble the locating pin into the fuel pump’s pin hole, and
assemble the drive shaft on engine body horizontally.
6) Fault phenomenon and judging method
① symptom: trouble light is on; engine’s power is insufficient; engine
cannot start or leaks oil
② general reason: plunger, seal ring or fuel metering valve is broken
③ checking method:
A. Check the fuel metering valve’s working condition and data stream’s
duty ratio;
B. Check whether the seal ring on the joint part of fuel metering valve is
intact;
C. Take specific diagnosis according to relevant DTC
B. Fuel system – high pressure fuel rail
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1) General introduction
The high-pressure fuel rail assembly includes rail-pressure sensor, common
rail pipe and PLV valve. It can reduce pressure fluctuation, distribute high
pressure, provide feedback of system’s rail pressure and protect engine under
overvoltage.
2) Working principle
Rail-pressure sensor is constituted by integrated sensing element and
PCB that includes electronic evaluation circuit. The sensor will provide a
voltage signal to ECU according to fuel pressure. The sensor must measure
the instantaneous pressure inside the rail with sufficient accuracy and fast
response. The fuel will flow through the hole on the common rail to the
rail-pressure sensor. The hole’s top end is sealed with sensor’s membrana
dermalis. The fuel under high-pressure will go through a blind hole to reach
the membrane, on which the sensing element has been deployed. The element
will switch the pressure into electric signal, and transmit the signal to
evaluation circuit, which will magnify the circuit and transmit it to ECM. As
oil-return pressure will fluctuate when the fuel-injector is working, so a
damped structure has been integrated to common rail in order to reduce its
fluctuation. Meanwhile, PLV valve will drain fuel rapidly when the rail
pressure exceeds the limit, which can not only ensure safety, but also
guarantee that the engine will not shut down immediately even when the rail
pressure exceeds limit. The maximum fuel drainage ability is 190L/h, but the
engine will use fuel injector to return oil when the power is off.
Characteristic diagram of rail pressure sensor’s output voltage
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b
3) Assembly position
Assemble the common rail on engine’s cylinder cover.
4) Technical parameter
■ tightening torque of high-pressure fuel pipe nut: 27±2N·m
■ fuel pressure’s signal range: 0.5V-4.75V
■ terminal definition: 1-signal end, connects with ECM 141# pin
2-grounding end, connects with ECM 106# pin
3-supply end, connects with ECM 237# pin
5) Assembly precautions
■ before assembly, the fuel rail must be covered with protecting case, in
case of dust. The dismantled rail also needs to be protected for the
convenience of repair and maintenance. All spare parts should be cleaned
thoroughly before assembly so as to ensure the fuel pipeline’s cleanness.
■ when assembling high-pressure fuel rail, please remove the dust cap
in axial direction by following the assembly orders:
① assemble the high-pressure fuel rail, and pre-tighten the fixing bolts;
② assemble four rails on the fuel-injector’s high-pressure fuel pipe (be
sure the nut’s one end with alphabets faces to fuel rail), and pre-tighten fuel
pipe’s nut only;
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③ assemble one rail to high-pressure fuel pipe’s clamp, and pre-tighten
it only;
④ assemble pump on high-pressure fuel pipe, and pre-tighten fuel
pipe’s nut only;
⑤ tighten the fuel rail’s fixing bolts with standard torque;
⑥ tighten the nuts of high-pressure fuel pipe between rail and fuel
injector. Make sure all nuts must be tightened one by one;
⑦ tighten the nuts of high-pressure fuel pipe between pump and rail.
6) Fault diagnosis and checking method
1
general fault’s reason: the sensing element’s plug connector fails
or the sensor is broken; PLV valve keeps normally open
2 Fault symptom: engine’s trouble light is on; insufficient power;
hard to start
Checking method:
A. Check the harness’s plug connector: unplug the rear signal end,
and the voltage should be 5V; supply voltage should be 5V and the earth
wire should be normal
B. Check the signal line’s output voltage under working condition:
the output should be 0.5V when not working, 1V under hot idle mode, and
0.5-4V under normal working condition
C. Unplug PLV fuel-return pipe and check whether it returns fuel
often
C. Fuel system – fuel injector
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1) General introduction
Electronic fuel injector is the core part of fuel system. It applies servo
electromagnetic valve with fast response and accurate injection time.
2) Working principle
It starts returning fuel through electromagnetic valve, which creates
pressure difference between pin valve and pressure-stabilizing cavity, and
allow injector to work. When the electromagnetic valve closes, the
stabilizer’s fuel pressure will restore, and the pin valve will close to stop fuel
injection. The injection’s minimum interval is 0.2ms.
Before the fuel injector leaves factory, it will experience test that cover
at least 5 types of rail pressure and 150 measuring point. The test result will
be compared with target injector’s characteristic curve so as to generate IQA
code for fuel correction, which can guarantee the production conformity and
injection’s accuracy.
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Sketch map of fuel injector’s IQA code
3) Assemble position
The injector is assembled on cylinder cover.
4) technical parameter
■ working pressure: 150-1800 bar;
■ working temperature: -30
℃
~120
℃
■ fuel injector’s oil-returning temperature: ＜ 140
℃
;
■ fuel injector’s oil-returning pressure: 0.5~0.9bar (absolute pressure)
■ tightening torque of high-pressure fuel pipe nut: 33±2N·m
■ protrusion height of fuel injector after tightening: (1.5±0.47) mm
(thickness of injector’s gasket is 2.5mm)
5) Assemble precaution
① when dismantling fuel injector, be sure to replace the injector’s copper
gasket
② before assembly, the fuel jet must be covered with protecting case to
prevent dust. The dismantled fuel jet also needs to be covered with case for the
convenience of repair and maintenance. Before assembling other spare parts,
check whether their cases are intact, so as to ensure the fuel pipe’s cleanness
③ after disassembly, ensure the cleanness of fuel injector’s adaptor and
喷油器 IQA 码
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jet;
④ fuel injector’s IQA code must be written into ECM by diagnosis device.
When replacing ECM, the injector must be re-written the IQA code;
⑤ the tightening bolts of fuel injector’s lock block cannot be used more
than twice
⑥ the bolts of fuel injector’s lock block must be tightened firmly without
gas leakage.
6) Fault’s symptoms and checking method:
General reason of faults:
① fuel jet’s leakage or malfunction due to carbon deposition;
② malfunction due to broken electromagnetic coil or plug connector is in
bad-contact
③ low rail pressure due to fuel injector’s excessive fuel-return;
④ insufficient fuel injection;
⑤ frequent fuel injection due to broken fuel injector;
⑥ no fuel injection due to pin valve’s stagnation
Fault symptom: trouble light is on; engine’s power is down; engine’s
tremble in idle speed; hard to or cannot start engine.
Checking method:
① test the fuel-return quantity of fuel injector;
② measure the resistance of fuel injector’s electromagnetic valve;
③ test the fuel-injection amount of external-mounting injector
④ test the fuel injector’s harness
3.16 ECM
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1) General introduction
ECM is the control center of electronic control system, this system is
Delphi’s DCM6.2 control system. ECM applies 60+94pin. 60pi is used on
engine’s end, and 94pin is used on vehicle’s end. ECM is connected with
engine’s control harness through the harness of vehicle’s engine compartment.
2) Terminal definition
No.
Definition
No.
Definition
101
Twisted-pair, low voltage for injector 4
102
Twisted-pair, low voltage for injector 3
103
/
104
/
105
/
106
Grounding end of rail pressure sensor or
camshaft’s position sensor is grounded
107
/
108
/
109
/
110
/
111
/
112
Booster’s position feeds back to sensor’s
signal end
113
Control end of EGR’s bypass
electromagnetic valve
114
Start the control end of low-voltage end of
relay
115
/
116
Twisted-pair, high voltage for injector 4
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117
Twisted-pair, high voltage for injector 3
118
/
119
/
120
121
Booster’s position feeds back to sensor’s
power-supply end / power-supply end of
air-inlet pressure’s temperature sensor
122
/
123
Signal temperature of water temperature
sensor
124
/
125
Signal end of air control valve’s sensor
126
Camshaft position sensor’s signal end
127
Signal of oil-water separator
128
Temperature signal of air-inlet pressure
sensor
129
Booster position’s feedback to sensor’s
grounding end / grounding end of air-inlet
pressure and temperature sensor
130
/
131
Twisted-pair, high voltage for injector 1
132
Twisted-pair, high voltage for injector 2
133
Twisted-pair, air control valve’s grounding
end
134
Twisted-pair, grounding end of EGR
valve’s motor
135
Grounding end of EGR valve sensor
136
Signal end I of air-exhaust’s temperature
sensor
137
/
138
Signal end of EGR valve sensor
139
Pressure signal of air-inlet pressure and
temperature sensor
140
Signal end of fuel temperature sensor
141
Signal end of rail-pressure signal
142
Grounding end of fuel temperature sensor
/ grounding end of air control valve’s
sensor
143
/
144
/
145
Control end of fuel metering gauge
146
Twisted-pair, low voltage for injector 1
147
Twisted-pair, low voltage for injector 2
148
Twisted-pair, power-supply end of air
control valve
149
Twisted-pair, power-supply end of EGR
valve’s motor
150
Control end of VTG electromagnetic valve
151
Power-supply end of EGR valve sensor /
power-supply end of air control valve’s
sensor
152
/
153
/
154
/
155
Negative signal of crankshaft’s position
sensor
156
Positive sensor of crankshaft’s position
sensor
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157
Shielding layer of crankshaft’s position
sensor
158
/
159
Grounding end of water temperature
sensor
160
/
201
Grounding end of ECM
202
Grounding end of ECM
203
Main relay’s power input T87
204
Grounding end of ECM
205
Main relay’s power input T87
206
Main relay’s power input T87
207
/
208
/
209
/
210
/
211
/
212
/
213
/
214
/
215
Grounding end of air-flow sensor
216
Grounding end of exhaust temperature
sensor II
217
/
218
Signal end of air-flow sensor
219
/
220
/
221
Correction signal of air-flow sensor
222
/
223
Fuel’s switch signal
224
/
225
/
226
Control valve of main relay
227
/
228
Air-flow heating drive of air-flow sensor
229
/
230
Medium voltage switch
231
/
232
/
233
/
234
Signal of main brake switch
235
/
236
/
237
Power supply of rail pressure sensor /
signal end of accelerator pedal’s position
sensor 1
238
/
239
Input signal of wheel speed sensor
240
/
241
/
242
Clutch switch
243
/
244
Vice brake switch
245
/
246
/
247
/
248
/
249
/
250
/
251
/
252
Power-supply of differential pressure
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transducer
253
Bonding of differential pressure sensor
254
Temperature signal end of air-flow sensor
255
Power-supply end of accelerator pedal’s
position sensor
256
/
257
/
258
/
259
Air conditioner’s request signal
260
Relay control of air-conditioner’s
compressor
261
/
262
/
263
/
264
Low voltage in the control end of
preheating relay
265
START signal input
266
/
267
C_CAN1_HI
268
C_CAN1_LO
269
/
270
High speed fan’s control (inactive)
271
/
272
Low speed fan’s control (inactive)
273
/
274
Bonding of accelerator pedal’s position
sensor 1
275
Signal end of accelerator pedal’s position
sensor 1
276
Signal end of accelerator pedal’s position
end 2
277
Bonding of differential pressure sensor /
bonding of accelerator pedal’s position
sensor 2
278
Signal end of exhaust temperature sensor
II
279
/
280
/
281
Anti-theft authentification
282
/
283
/
284
/
285
/
286
/
287
KEY_ON signal input
288
DPF regenerated signal input
289
/
290
/
291
Power-supply end of camshaft’s position
sensor
292
/
293
/
294
Anti-theft request
3) Electric schematic diagram and vehicle electronic control’s spare parts
① power and bonding
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T30 means battery storage. T15 means KEY_ON power. T87 means main
relay’s power output, which can supply power to preheating relay coil, AC’s
compressor relay coil, AC signal input, air flow gauge, fuel-metering valve,
VTG electromagnetic valve, EGR bypass electromagnetic valve, starter’s relay
coil and oil-water separator.
Main relay is assembled on the relay case of engine compartment fuse, and
provide power to all sensors and actuators through ECM command.
ECM will receive key’s START signal through pin 265#, and key’s ON
signal through pin 287#
② air conditioner control
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AC will send 12V power signal to ECM when the switch is on. After ECM
receives the AC’s request, it will send low-level control signal to AC compressor
relay according to engine’s working condition, and cut off AC when the engine’s
water temperature alarms.
③ accelerator pedal, brake pedal and clutch switch
The main brake switch is normally open while the vice brake switch is
normally closed. The brake switch will detect the brake pedal’s movement and
send the signal to engine’s ECM. When ECM detects the two signals, it will
check whether the brake signal is normal. Then when the brake signal and
accelerator signal activate simultaneously, the vehicle’s power will be restricted..
Clutch switch is normally closed, with ECM’s relevant pin bonding in
real-time. When the clutch pedal is pressed, the clutch switch switch will be
closed and ECM will confirm that the driver has stamped the clutch. Then it will
further optimize engine’s working condition and idling speed, which can
improve vehicle’s driving performance. Meanwhile, the clutch switch will hint
that the clutch has been stamped. Turn the key to START at this time and engine
will work, which is the requirement of engine’s start.
1
Sensor 2’s power
2
Sensor 1’s power
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Accelerator pedal’s position sensor is assembled on the pedal. It can
provide a voltage signal that can change with the pedal’s position. ECM will
provide single 5V reference voltage circuit and low-level reference voltage
circuit. After stamping the pedal, the signal voltage of accelerator pedal’s
position sensor 1 will increase from 0.75V to more than 4V. Meanwhile, the
sensor 2’s signal voltage will also increase from 0.375V to 2V. These two data
will monitor each other through control system.
④ oil-water separator
Oil-water separator’s position sensor can detect the water content of fuel
filter. When the water content reaches a certain degree, ECM will control the
engine’s work. It is installed on the bottom part of fuel filter. It is installed on the
bottom of fuel filter. Once the water level exceeds limit, the sensor will send
high-level signal 11.3-12V, and ECM will alarm that water-proof measures are
necessary to maintain the normal working condition of fuel system. (0Vsignal
will be sent when the water level is below the limit)
We advise you to loosen the water-level sensor once every week to achieve
water-proof, and replace the filter element at fixed period according to the
demand.
⑤ preheating relay
3
Grounding wire 1
4
Sensor 1’s signal
5
Grounding wire 2
6
Sensor 2’s signal
output
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The preheating relay is assembled in the relay case of engine hood’s fuse. It
control the relay’s work with ECM command and provide power-supply to every
glow plug.
⑥ anti-theft control
Delphi DM6.2 control system applies anti-theft controller IMMO to
achieve ECM’s anti-theft. The ECM anti-theft system is created by anti-theft
coil, anti-theft controller and ECM&key responder’s relevant authentication. If
the anti-theft system is locked, the engine and starter cannot be started.
⑦ starting relay control
When ECM receives START signal at the anti-theft system is unlocked, it
will control the low-voltage end of starting relay
⑧ CAN bus transmission
Engine’s ECM achieves communication with dashboard, ABS, vehicle’s
control module through CAN bus transmission instead of the original harness.
The main transmission contents are: instantaneous fuel consumption, water
temperature, vehicle speed, wheel speed, preheating light, engine’s trouble light,
RPC light, cruise control, cruise control light and DPF light. Some relevant
ECM’s indicator lights have been shown as follow:
Name
Icon
Color
Triggering condition
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Water temperature
alarm
Red
CAN signal
Engine’s emission
fails
Yellow
CAN signal
Machine oil pressure
is low
Red
Low efficiency
System failure
Yellow
CAN signal
Oil-water separation
Red
High efficiency or
CAN signal
Preheating hint
Yellow
CAN signal
Cruise hint
Green
CAN signal
Engine’s anti-theft
Yellow
Low efficiency
Charge-discharge
Red
Low efficiency
DPF
Yellow
CAN signal
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3.17 Engine’s control harness
1) General introduction
Engine’s control harness includes all sensors, ECM and harness connection parts,
which includes all engine sensors’ connectors clips.
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2) Definition of connectors and terminals
Diagram of vehicle harness I’s stitch Diagram of vehicle harness II’s stitch
Diagram of vehicle harness III’s stitch Diagram of vehicle harness IV’s stitch
(connector clip of air-flow meter)
G1, G2, G3 and G4 are connecting harness of glow plug 1-4.
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ME38 is the connecting harness of machine-oil pressure switch
E and E5 are main relay’s power inpput wire
Please refer ECM terminals’ definition for others
Note: vehicle harness I, II, III are directly connected with engine hood’s
harness.
Differential pressure sensor, exhaust temperature sensor II, engine and
starter are connected through vehicle’s power wire
Air-flow meter is directly connected to engine hood wire through vehicle
harness IV
ECM engine end’s connector (1X) and vehicle end’s connector (2X) are
directly connected with engine hood wire.
3) Definition of internal connection wire
All ECM terminals below are divided by harness:
151#: EGR valve sensor’s power-supply end / air-control valve sensor’s
power-supply end
121#: booster position sensor’s power-supply end / air-inlet pressure &
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temperature sensor’s power-supply end
237#: rail pressure sensor’s power-supply end / signal end of accelerator
pedal’s position sensor I
106#: rail pressure sensor’s grounding end / camshaft position sensor’s
grounding end
129#: grounding end of booster position sensor / grounding end of air-inlet
pressure & temperature sensor
142#: grounding end of fuel temperature sensor / grounding end of
air-control valve sensor
159#: grounding end of water temperature sensor / signal end of air-exhaust
temperature sensor I
277#: bonding of differential pressure sensor / bonding of accelerator
pedal’s position sensor 2
Definition of sensor’s power supply:
Sensor’s power-supply 1:
251#: power supply of differential pressure sensor
151#: power-supply end of EGR valve sensor / power-supply end of
air-control valve sensor
Sensor’s power-supply 2:
121#: power-supply end of booster’s position feedback sensor /
power-supply end of air-inlet pressure&temperature sensor
238#: no meaning
255#: power-supply end of accelerator position sensor 2
Sensor’s power-supply 3:
237#: power-supply end of rail pressure sensor / signal end of accelerator
pedal’s position sensor 1
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Chapter 4. Failure Diagnosis Procedures of Engine’s Control
System
4.1 Common failures and main reasons
1) ECM failure
During normal situations, ECM has preferable performance and will not
have failures in normal operation. Many of ECM failures are caused by
abnormal operation or inappropriate maintenance. The main reasons come as
follow:
① failures exist in ECM’s power circuit
② dismount ECM’s wiring harness plug when the power is on, and the
ECM is broken due to instantaneous high voltage
③ ECM’s internal circuit is in short-cut or broken due to water or moisture.
Also, oxidation of terminal connectors will cause ECM’s bad contacts.
④ if ECM’s controlling program is partly broken, it will cause electronic
control system’s malfunction, such as no fuel-injection, idle speed’s auto-control
disabled and so on.
Sensor’s failures
2) Sensor’s failures:
Sensor’s failures have several forms:
①: sensor’s internal failures, like internal circuit is open or in short-cut;
internal parts are aged or broken.
②: sensor’s external control circuit fails. For example, sensor’s power
circuit, bonding circuit or signal circuit is open or in short-cut.
③: sensor’s accidental failures in internal or external circuits, like the bad
contacts of internal parts or plugs.
If sensor’s internal or external circuits are in open or short-cut, sensor’s
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signal valve will exceed normal range, which will be easily detected by ECM’s
self-diagnosis system. ECM will turn on the failure warning light on the
dashboard, and record the DTC in its storage. Meanwhile, it will start
efficacy-lose protection so as to maintain engine’s normal operation.
When sensor’s internal elements are aged, although its signal valve hasn’t
exceeded normal range, it cannot match with the practical parameter. Sometimes
ECM’s self-diagnosis system cannot detect these failures, may cause engine to
work in abnormal situation.
3) Actuator failures
Actuators include both electronic and mechanic parts, which are the most
vulnerable parts in electronic control system. If failures exist in some actuators,
they cannot execute ECM’s control command correctly, which will cause
engine’s malfunction. The common reasons of failure come as follow:
①: hardware failures, such as actuator’s broken electronic parts, or internal
circuit’s short-cut
②: actuator’s mechanic parts cannot work normally due to abrasion,
stagnation or block
③: electronic or mechanic parts cannot respond rapidly or have low
performance due to aging
④: abnormal fitting clearance exists in actuator’s internal mechanic parts.
Also, temperature and other factors will also cause failures
4) Control circuit failures
Abnormal control circuit of engine’s ECM, sensors, actuators, power and
bonding will cause malfunction, which makes engine in abnormal situations.
Common failure reasons are as follow:
①: power fuse is in bad contact or fuses, which cause failures in system
power circuit
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②: sensors, actuators or ECM’s grounding wire is in bad bonding, which
causes sensors, actuators or ECM in abnormal work conditions
③: connectors or terminals are loosen or oxidized due to multiple
dismounting, which causes plugs in bad contacts
④: connecting wire ages, or the inner and external parts are broken, which
leads to open or short-cut circuit.
4.2 List of DTC in electronic system
No.
DTC
Description
1
P0045
VTG control valve’s circuit is open
2
P0047
Circuit between VTG control valve and ground is in short-cut
3
P0048
Circuit between VTG control valve and power is in short-cut
4
P0097
Signal voltage of air-inlet temperature is too low
5
P0098
Signal voltage of air-inlet temperature is too high
6
P0102
Signal voltage of air-flow sensor is low
7
P0103
Signal voltage of air-flow sensor is high
8
P0107
Signal voltage of air-control valve’s boost is too low
9
P0108
Signal voltage of air-control valve’s boost is too high
10
P010C
Air-flow sensor’s reference frequency’s signal voltage is low (short-cut
circuit to ground)
11
P010D
Air-flow sensor’s reference frequency’s signal voltage is high (open or
short-cut circuit to power)
12
P0112
Signal voltage of air-inlet temperature sensor is low
13
P0113
Signal voltage of air-inlet temperature sensor is high
14
P0117
Water temperature sensor’s circuit is in short-cut to the ground
15
P0118
Water temperature sensor’s circuit is in short-cut to the power
16
P0121
Signals of accelerator pedal’s position sensor cannot match with each
other
17
P0122
Signal voltage of pedal position sensor’s first-circuit is low
18
P0123
Signal voltage of pedal position sensor’s first-circuit is high
19
P0182
Signal voltage of diesel temperature sensor is low
20
P0183
Signal voltage of diesel temperature sensor is high
21
P0192
Signal voltage of rail pressure sensor is low
22
P0193
Signal voltage of rail pressure sensor is high
23
P0194
Rail pressure’s reasonable failures (unreasonable rail pressure’s fall-off)
24
P0201
Fuel injector #1’s circuit is open
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25
P0202
Fuel injector #2’s circuit is open
26
P0203
Fuel injector #3’s circuit is open
27
P0204
Fuel injector #4’s circuit is open
28
P0219
Engine’s over-speed
29
P0222
Signal voltage of pedal position sensor’s second-circuit is low
30
P0223
Signal voltage of pedal position sensor’s second-circuit is high
31
P0227
Air-control valve’s position feedback is too low
32
P0228
Air-control valve’s position feedback is too high
33
P0234
VTG pressure is too low
34
P0253
fuel-inlet control valve’s circuit is in short-cut to the ground
35
P0254
Fuel-metering valve’s drive circuit is in short-cut to the power
36
P0255
Fuel-inlet’s control valve’s circuit is open
37
P0258
The feedback signal of fuel-inlet control valve current is in short-cut to
the ground
38
P0259
The feedback signal of fuel-inlet control valve current is in short-cut to
the voltage
39
P0263
Cylinder imbalance caused by fuel-injector #1
40
P0266
Cylinder imbalance caused by fuel-injector #2
41
P0269
Cylinder imbalance caused by fuel-injector #3
42
P0272
Cylinder imbalance caused by fuel-injector #4
43
P0299
VTG’s control pressure is too low
44
P0344
Camshaft’s position sensor signal is incorrect
45
P0372
Timing reference voltage’s high-resolution signal is insufficient
46
P0382
Glow plug’s control circuit is open
47
P0383
Glow plug’s control circuit is in short-cut to ground
48
P0384
Glow plug’s control circuit is in short-cut to power
49
P0400
EGR’s flow is too low
50
P0401
EGR valve’s air-flow control error is excessive (too much air-inflow)
51
P0402
EGR valve’s air-flow control error is excessive (too little air-inflow)
52
P0405
EGR position feedback is too small
53
P0406
EGR position feedback is too large
54
P042E
EGR is stagnated in target position
55
P0487
EGR driving axle’s circuit is open
56
P0489
EGR driving axle’s circuit is in short-cut to ground
57
P0490
EGR driving axle’s circuit is in short-cut to power
58
P0545
Turbine temperature sensor’s circuit is in short-cut to ground
59
P0546
Turbine-temperature sensor’s circuit is in short-cut to power
60
P0562
Battery storage is too low
61
P0563
Battery storage is too high
62
P0565
Cruise control’s main switch is stagnated
63
P0566
Cruise control’s cancel switch is stagnated
64
P0567
Cruise control’s reset switch is stagnated
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65
P0568
Cruise control’s set switch is stagnated
66
P0571
Brake light’s switch signal fails
67
P0572
Brake light’s switch signal fails
68
P0573
Brake light’s switch signal fails
69
P0578
Cruise speed limit’s switch fails
70
P0579
Abnormal voltage exists in cruise switch for long time
71
P0602
Memory failure
72
P0605
Erasable memory failure
73
P0606
Engine controller fails / analog-digital conversion loses efficacy
74
P0615
Starter relay control circuit is open
75
P0616
Starter relay control circuit is in short-cut to ground
76
P0617
Starter relay control circuit is in short-cut to power
78
P0641
External sensor’s reference supply voltage 1 loses efficacy
79
P0645
Control circuit of relay coil in AC compressor clutch is open
80
P0646
Control circuit of relay coil in AC compressor clutch is in short-cut to
ground
81
P0651
External sensor’s reference supply voltage 2 loses efficacy
82
P0685
Main relay’s contacts stick
83
P0697
External sensor’s reference supply voltage 3 loses efficacy
84
P0703
Brake light’s switch signal fails
85
P0704
Brake light switch’s input fails
86
P0719
Brake light switch’s signal fails
87
P0724
Brake light switch’s signal fails
88
P0830
Clutch switch fails when clutch is free
89
P104A
VTG’s feedback circuit is in short-cut to power
90
P104B
VTG’s feedback circuit is in short-cut to ground
91
P104D
VTG position control fails
92
P1091
Rail pressure is over-excessive (exceeds top-limit valve)
93
P1092
Rail pressure is over-excessive (cannot be controlled)
94
P1102
Air-flow’s reasonable failure (too low)
95
P1103
Air-flow’s reasonable failure (too high)
96
P1105
Air-control valve’s position fails
97
P110A
Air-flow sensor’s heating output circuit is open
98
P110B
Air-flow sensor’s heating output circuit is in short-cut to power
99
P1110
Air-control valve’s study exceeds range limitation
100
P1111
Air-control valve’s study exceeds range limitation
101
P1113
Air-control valve’s study value has deviation
102
P1114
Air-control valve’s study value has deviation
103
P1116
Air-control valve’s study value has long deviation
104
P1117
Air-control valve’s study value has short deviation
105
P1122
Air-control valve’s stagnation-proof control fails
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106
P1191
Rail pressure’s static value exceeds limit for several times
107
P1192
Rail pressure’s static value feedback is too low
108
P1193
Rail pressure’s static value feedback is too high
109
P1196
Rail pressure cannot be established
110
P1197
Fuel pressure doesn’t change
111
P1206
Fuel rail pressure’s control has deviation
112
P1207
Fuel rail pressure’s control has deviation
113
P1208
Rail pressure error (too low)
114
P1209
Rail pressure error (too high)
115
P120E
Fuel rail pressure keeps high for long time
116
P1220
Accelerator pedal’s position sensor fails
117
P1221
Accelerator pedal’s position sensor fails
118
P1237
Reasonable pressure of air control valve’s rear booster pressure (low)
119
P1238
Reasonable pressure of air control valve’s rear booster pressure (high)
120
P1250
Fuel pressure control fails (pulsed drive signal is limited to high
potential)
121
P1251
Fuel control valve current’s modification valve is below the limit
122
P1252
Fuel control valve current’s modification valve is above the limit
123
P1256
Fuel pressure control fails (the valve’s modification value is below the
limit when the fuel supply is small)
124
P1257
Fuel pressure control fails (the valve’s modification value is below the
limit when the fuel supply is enough)
125
P1258
Fuel pressure control fails (the valve’s modification value is above the
limit when the fuel supply is small)
126
P1259
Fuel pressure control fails (the valve’s modification value is above the
limit when the fuel supply is enough)
127
P1260
Cylinder balance reaches limit
128
P1261
Fuel injector’s circuit fails
129
P1265
Fuel injector #1’s circuit is in short-cut
130
P1266
Fuel injector #2’s circuit is in short-cut
131
P1267
Fuel injector #3’s circuit is in short-cut
132
P1268
Fuel injector #4’s circuit is in short-cut
133
P1280
Fuel injector circuit loop’s resistance reduced
134
P1281
Fuel injector circuit loop’s resistance reduced
135
P1282
Fuel injector circuit loop’s resistance reduced
136
P1283
Fuel injector circuit loop’s resistance reduced
137
P1286
Fuel injector 1 and its control circuit’s resistance is too big
138
P1287
Fuel injector 2 and its control circuit’s resistance is too big
139
P1288
Fuel injector 3 and its control circuit’s resistance is too big
140
P1289
Fuel injector 4 and its control circuit’s resistance is too big
141
P1333
Crankshaft position sensor’s signal is lost
142
P1335
crankshaft’s rotation speed is too high
143
P1336
Crankshaft’s position sensor cannot detect gear-missing signal
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144
P1342
Speed difference is detected between camshaft and crankshaft
145
P1343
Camshaft position sensor’s signal is lost
146
P1403
EGR drive axle’s load is in short-cut
147
P1407
EGR position fails
148
P140A
EGR valve stagnates
149
P141A
EGR’s first study exceeds limit
150
P141B
EGR’s first study exceeds limit
151
P141C
EGR’s studying position has deviation
152
P141D
EGR’s studying position has deviation
153
P141E
EGR’s studying position has deviation
154
P141F
EGR’s studying position has deviation
155
P142E
EGR has stagnation
156
P1450
Diesel particle’s gathering device is exposed
157
P1452
Diesel particle’s gathering device is overload
158
P1453
DPF tube is empty
159
P1454
Main relay’s power-down due to engine controller’s reset
160
P1455
Diesel particle gathering device’s differential pressure sensor signal is
abnormal
161
P1456
Diesel particle gathering device’s differential pressure sensor signal is
abnormal
162
P1457
Diesel particle gathering device’s differential pressure sensor pipeline is
reversed
163
P1458
Differential pressure sensor’s air-inlet tube is clamped
164
P1504
Brake switch signal fails
165
P1544
Reasonable failure of turbine entrance’s temperature
166
P1545
DPF entrance temperature sensor’s circuit is in short-cut to ground
167
P1546
DPF entrance temperature sensor’s circuit is in short-cut to power
168
P15B2
Reasonable failure of DPF entrance temperature
169
P15D0
Failure of battery voltage
170
P1604
Memory failure
171
P1605
Memory failure
172
P1606
Memory failure
173
P1608
Fuel injector’s modification data copied from non-volatile storage to
random storage
174
P1690
Unmatched password key
175
P1694
Anti-theft controller hasn’t authorized engine to start
176
P1699
ECM’s anti-theft password hasn’t been programmed
177
P16A1
Engine controller cannot receive anti-theft controller’s response in due
time
178
P16C0
Fuel injector #1’s feature correction data is unwritten, or incorrect check
code
179
P16C1
Fuel injector #2’s feature correction data is unwritten, or incorrect check
code
180
P16C2
Fuel injector #3’’s feature correction data is unwritten, or incorrect check
code
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181
P16C3
Fuel injector #4’s feature correction data is unwritten, or incorrect check
code
182
P2002
DPF exposed
184
P2101
Air-control valve’s drive load is in short-cut
185
P2102
Air-control valve’s drive circuit is in short-cut to ground
186
P2103
Air-control valve’s drive circuit is in short-cut to power
187
P2111
Air-control valve stagnates
188
P2147
Fuel injector’s upper circuit is in short-cut to ground
189
P2148
Fuel injector’s upper circuit is in short-cut to power
190
P2150
Fuel injector’s upper circuit is in short-cut to ground
191
P2151
Fuel injector’s upper circuit is in short-cut to power
192
P2176
Air-control valve’s study fails
193
P2227
Atmospheric pressure fails
194
P2228
Atmospheric pressure is too low
195
P2229
Atmospheric pressure is too high
196
P2264
Fuel-water separator’s sensor fails
197
P2269
Fuel-water separator sensor’s water exceeds limit
198
P2299
Accelerator pedal’s position sensor fails (pedal signal stagnates)
199
P2428
Air-exhaust’s temperature is too high
200
P242F
Diesel particle gathering device blocks
201
P2454
Diesel particle gathering device’s differential pressure sensor has low
signal voltage
202
P2455
Diesel particle gathering device’s differential pressure sensor has high
signal voltage
203
P2457
EGR’s cooling efficiency is down
204
P2458
Diesel particle gathering device’s regeneration is frequent
205
P2459
DPF’s regeneration times are frequent
206
P245A
EGR cooling bypass valve’s control circuit is open
207
P245C
EGR cooling bypass valve’s control circuit is in short-cut to ground
208
P245D
EGR cooling bypass valve’s control circuit is in short-cut to power
209
P3030
DOC cannot achieve combustion due to reduced efficiency
210
P32F0
Minimum fuel-injection amount’s correction update fails
211
P32F1
Minimum fuel-injection amount’s correction update fails
212
P32F2
Minimum fuel-injection amount’s correction update fails
213
P32F3
Minimum fuel-injection amount’s correction update fails
214
U0073
Failure of CAN’s closure
4.3 Analysis of common DTC in electronic system
1) Introduction
① maintenance can only be carried out when the failure is stable, or the
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Failure Diagnosis Procedures
166
diagnosis errors may appear;
② “multimeter” in the following parts means digital multiple. It is
forbidden to carry out check on electronic system’s circuit by using pointer
multimeter;
③ for vehicles with anti-theft, if “replace ECM” appears in following
procedures, remember to carry out ECM’s anti-theft match work after
replacement;
④ if the DTC indicates some circuit’s voltage is low, it means the circuit
may be in short-cut to ground or open; if the DTC indicates some circuit’s
voltage is high, it means the circuit may be in short-cut to power; if the DTC
indicates some circuit is in error, it means the circuit may be broken or have
multiple errors.
2) Diagnosis assistance
① the failure is static if the DTC cannot be eradicated; if the failure is
accidental, check carefully whether the harness connector is loosen or not;
② during maintenance, do not ignore the effects of vehicle’s daily
maintenance, cylinder pressure and battery storage.
3) Efficacy-lose strategy
The operation strategy of electronic system are classified into four grades:
① grade 1: default value; ② grade 2: reduce torque (torque restriction);
③ grade 3: limp home (electronic throttle is disabled, and engine’s rotating
speed is limited); ④ grade 4: engine’s shutdown
4) DTC diagnosis
A. Relay’s relevant failures
DTC
Failure description
Trouble light’s
situation
P0616
Starter relay’s control circuit is in
short-cut to ground
EPC trouble light is on
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B. ECM relevant failures
P0617
Starter relay’s control circuit is in
short-cut to power
EPC trouble light is on
P0615
Starter relay’s control circuit is
open
EPC trouble light is on
P0645
The control circuit of clutch
relay’s coil in AC compressor is
open
EPC trouble light is on
P0646
The control circuit of clutch
relay’s coil in AC compressor is
in short-cut to ground
EPC trouble light is on
Efficacy-lose protection mode
Possible reasons
Referential solutions for failures
When ECM hasn’t controlled relay, the relay coil’s end
keeps low-current situation with ECM. ECM will judge the
circuit as open if no detect current is found. If the control
circuit keeps grounding or reaches 12V, it will be judged as
in short-cut to ground or power.
1. The relay is broken
2. Relay coil’s circuit is open or in short-cut to ground
A. Check the relay coil’s resistance
B. Check the circuits and voltages of
relay coil’s two ends
DTC
Failure description
Trouble light’s situation
P0685
Main relay’s contact sticks
Unlighted
Efficacy-lose protection
mode
Possible reasons
Referential solutions for failures
ECM will record data and study when the ignition switch is
off. It will automatically close main relay’s control end after
several minutes. If the engine still receives EXM main
relay’s power input while ECM has closed main relay, then
the main relay sticks.
1. Relay’s switch end keeps normally closed
2. Relay’s output circuit is in short-cut to power
A. Check whether relay switch’s end
keeps pull-in normally
B. Check whether the circuit between
relay’s output and ECM harness is in
short-cut to power
DTC
Failure description
Trouble light’s situation
P0606
Engine controller fails / analog&digital
conversion fails
Engine’s trouble light is on
P1606
Memory failure
Just for record
P0602
Memory failure
Just for record
P1604
Memory failure
Just for record
P1605
Memory failure
Just for record
P0605
Erasable memory failure
Just for record
P1454
Main relay’s power is down due to engine
controller’s reset
Just for record
Efficacy-lose protection
mode
Limp-home mode or shutdown may be activated except when the DTC is
P0605 or P1454
Possible reasons
Referential solutions for failures
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C. failures of fuel-water separator alarms
D. air-flow meter’s relevant failures
1. ECM’s internal software failure
2. ECM’s hardware failure
A. Clear DTC
B. If DTC cannot be cleared or
reappeared, refresh or replace ECM
DTC
Failure description
Trouble light’s situation
P2269
Fuel-water separator’s water exceeds limit
EPC trouble light is on
P2264
Fuel-water separator sensor fails
EPC trouble light is on
Efficacy-lose protection
mode
P2269 will cause engine to restrict torque
Possible reasons
Referential solutions for failures
1. Release water if the water-level is high
2. Liquid-level sensor fails
3. Liquid-level sensor’s circuit fails
A. Water-proof
B. Check whether the circuit between
liquid-level sensor and ECM harness is in
short-cut to power
C. Replace liquid-level sensor
DTC
Failure description
Trouble light’s situation
P110A
Air-flow sensor’s heating output circuit is
open
Engine’s trouble light is on
P110B
Air-flow sensor’s heating output circuit is in
short-cut to power
Engine’s trouble light is on
P010D
Air-flow sensor’s reference frequency signal
voltage is high (circuit may be open or in
short-cut to power)
Engine’s trouble light is on
P010C
Air-flow sensor’s reference frequency signal
voltage is low
Engine’s trouble light is on
P0103
Air-flow sensor’s signal voltage is high
Engine’s trouble light is on
P0102
Air-flow sensor’s signal voltage is low
Engine’s trouble light is on
P0113
Air-flow sensor’s signal voltage is high
Engine’s trouble light is on
P0112
Air-flow sensor’s signal voltage is low
Engine’s trouble light is on
Efficacy-lose
protection mode
EGR closed
Possible reasons
Referential solutions for failures
1. Relevant circuit’s connector clip is in poor contacts or
short-cut
228#: heating output 218#: air-flow signal
254#: temperature before air-control valve
221#: referential frequency’s modification
2. Air-flow meter’s driving power has bad contacts with
bonding
A. Check the situation of air-flow meter
and bonding
B. Check whether any signal circuit is
open or in short-cut
C. Replace air-flow meter
DTC
Diagnosis description
Trouble light’s situation
P1103
Air-flow’s reasonable failure (too high)
Engine’s failure light is on
P1102
Air-flow’s reasonable failure (too low)
Engine’s failure light is on
Efficacy-lose
protection mode
EGR closed
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E. atmospheric pressure’s relevant failures
F. relevant failures of air-inlet temperature pressure
G. relevant failures of VTG electromagnetic valve and position feedback
Possible reasons
Referential solutions for failure
1. Air-flow’s measured value is less due to air-inlet
system’s block or leakage
2. Signal error caused by air-flow meter element’s wrong
assembly
3. Air-flow meter’s measured value is too big, due to
air-control valve’s failure
A. Check and clear the failure of
air-inlet system’s block or leakage
B. Check and clear the failure of wrong
assembly or coverage
C. Check the situation of air-control
valve and EGR valve
D. Check whether the referential
frequency voltage is abnormal
E. Replace air-flow meter
DTC
Failure description
Trouble light’s situation
P2229
High atmospheric pressure
Engine’s trouble light is on
P2228
Low atmospheric pressure
Engine’s trouble light is on
P2227
Atmospheric pressure’s failure
Engine’s trouble light is on
Efficacy-lose protection
mode
Torque restriction, EGR closed
Possible reasons
Referential solutions for failure
Atmospheric pressure’s sensor is inside ECM and can detect
atmospheric pressure directly
1. ECM’s internal sensor is broken
2. The pratical pressure exceeds sensor’s working range
A. Check the practical pressure and
sensor’s data
B. Replace ECM
DTC
Failure description
Trouble light’s situation
P0098
Signal voltage of air-inlet temperature is
high (rear air-control valve)
Engine’s trouble light is on
P0097
Signal voltage of air-inlet temperature is
low (rear air-control valve)
Engine’s trouble light is on
P0108
Signal voltage of air-control valve’s rear
boost-pressure is high
Engine’s trouble light is on
P0107
Signal voltage of air-control valve’s rear
boost-pressure is low
Engine’s trouble light is on
Efficacy-lose protection
mode
0108, P0109: torque restriction and EGR closed
Possible reasons
Referential solutions for failures
Air-inlet pressure&temperature sensor’s signal exceeds
range:
1. Sensor’s power-supply bonding is abnormal
2. Sensor connector clip or circuit is abnormal
3. Sensor is broken
A. Check whether sensor’s power-supply
and bonding is normal
B. Check and clear connector clip and
harness’s short-cut and brake
C. Replace sensor
DTC
Diagnostic description
Trouble light’s situation
P104A
VTG feedback circuit is in short-cut to
power
Engine’s trouble light is on
P104B
VTG feedback circuit is in short-cut to
Engine’s trouble light is on
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Failure Diagnosis Procedures
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H. relevant failure of booster pressure’s control
ground
P0045
VTG control valve circuit is open
Engine’s trouble light is on
P0047
VTG control valve is in short-cut to ground
Engine’s trouble light is on
P0048
VTG control valve is in short-cut to power
Engine’s trouble light is on
Efficacy-lose protection
mode
P0045, P0047, P0048: torque restriction and EGR valve closed
Possible reasons
Referential solutions for failures
1. Electromagnetic valve or sensor is broken
2. Connector clip’s circuit is open or in short-cut to
ground
a. Check whether sensor’s power-supply
or bonding is normal
b. Check whether electromagnetic
valve’s power-supply is normal
c. Check and clear connector clip and
harness circuit’s brake or short-cut
d. Measure the resistance of sensor or
electromagnetic valve
e. Replace sensor or electromagnetic
valve
DTC
Failure description
Trouble light's situation
P104D
VTG position control fails
Engine’s trouble light is
on
Efficacy-lose protection
mode
P0234 P104D P029: torque restriction and EGR valve closed
Possible reasons
Referential solutions for failures
Booster pressure forms closed-loop control system by
applying VTG electromagnetic valve, VTG position sensor,
air-inlet pressure sensor
1. VTG electromagnetic valve is broken
2. VTG vacuum supply is inadequate or pipeline leakage
3. VTG capsule is blocked and cannot release
4. VTG position sensor’s signal failure
5. VTG stagnation
A. Pull the VTG push-rod manually and
clear stagnation
B. When manually pushing rod, check
whether VTG position sensor changes,
and the voltage and data position is
normal or not. Change the sensor if
necessary
C. Check whether VTG’s push-rod can
work normally according to work
demand
D. Check and clear the problem of
vacuum capsule, vacuum supply and
pipeline
E. Check and clear the failures of VTG
electromagnetic valve
DTC
Failure description
Trouble light's
situation
P1238
Reasonable failure of air-control valve’s rear
boost pressure (too high)
Engine's trouble light is
on
P1237
Reasonable failure of air-control valve’s rear
boost pressure (too low)
Engine's trouble light is
on
P0234
VTG pressure is too high
Engine's trouble light is
on
P0299
VTG pressure is too low
Engine's trouble light is
on
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
171
I. relevant failures of air-control valve
P0401
EGR valve’s air-flow control error is too big
(air-inlet is too big)
Engine's trouble light is
on
P0402
EGR valve’s air-flow control error is too big
(air-inlet is too small)
Engine's trouble light is
on
Efficacy-lose protection
mode
P0234 P104D P0299: torque restriction and EGR valve closed
Possible reasons
Referential solutions for failures
Booster pressure forms closed-loop control system by
applying VTG electromagnetic valve, VTG position sensor,
air-inlet pressure sensor. If the booster pressure’s demand
and practical boost pressure have difference, these errors
will appear.
1. VTG electromagnetic valve’s failure
2. VTG push-rod is stagnated
3. VTG device cannot work normally
4. Booster has mechanic damage
5. Pipelines have block or leakage
6. Booster’s pressure sensor has poor signals
A. First, judge whether the booster can
work normally by referring to booster
pressure data and practical pipeline
pressure
B. Push the VTG push-rod manually
and clear the stagnation
C. When manually pushing rod, check
whether VTG position sensor changes,
and the voltage and data position is
normal or not. Change the sensor if
necessary
D. Check whether VTG push-rod can
work normally according to work
demand
E. Check and clear the problem of
vacuum capsule, vacuum supply and
pipeline
F. Check and clear VTG’s
electromagnetic valve’s failure
G. Check and clear the block and
leakage problem of air-inlet air
air-exhaust pipeline
H. Check whether EGR valve and
air-control valve works normally
I. Replace boost pressure sensor
DTC
Failure description
Trouble light's
situation
P1110
Air-control valve study exceed range limit
EPC trouble light is on
P1111
Air-control valve study exceed range limit
EPC trouble light is on
P1113
Air-control valve’s study value has errors
EPC trouble light is on
P1114
Air-control valve’s study value has errors
EPC trouble light is on
P2176
Air-control valve’s study fails
EPC trouble light is on
P1116
Air-control valve’s study has huge errors
EPC trouble light is on
Efficacy-lose protection
mode
Possible reasons
Referential solutions for failures
After replacing ECU, or the air-control valve is dismantled,
cleaned or replaced, it needs to carry out self-study
1. Cannot proceed relevant study
2. Cannot study according to demand
3. Study value exceeds range limit
4. Study’s written process is unsuccessful
A. Study according to the demand first,
and clear DTC
B. If DTC cannot be cleared, reolace
air-control valve and test again
C. If DTC still cannot be replaced,
replace ECM
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
172
J. relevant failures of EGR bypass valve
DTC
Failure description
Trouble light's situation
P0228
Air-control valve’s position feedback is high
Engine's trouble light is
on
P0227
Air-control valve’s position feedback is low
Engine's trouble light is
on
P2101
Air-control valve’s drive load is in short-cut
Engine's trouble light is
on
P2103
Air-control valve’s drive circuit is in short-cut
to power
Engine's trouble light is
on
P2102
Air-control valve’s drive circuit is in short-cut
to ground
Engine's trouble light is
on
Efficacy-lose protection
mode
Possible reasons
Referential solutions for failures
1. The motor or sensor is broken
2. Connector clip’s circuit is open or in short-cut to
ground
A. Check whether sensor’s
power-supply and bonding is normal
B. Check whether motor’s power-supply
is normal
C. Check and clear connector clip and
harness circuit’s short-cut or brake
D. Measure the sensor’s resistance
E. Replace air-control valve
DTC
Failure description
Trouble light's situation
P1122
Air-control valve’s stagnation-proof control
fails
Engine’s trouble light is on,
EPC light is on
P1105
Air-control valve’s position has failure
Engine's trouble light is on
P2111
Air-control valve is stagnated
Engine's trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
1. Air-control valve stagnates
2. Air-control valve’s position sensor fails
A. Check whether the valve plates can rotate n
normally
B. Check whether the self-cleaning procedures
execute demand normally
C. Check whether the switch’s position
sensor’s feedback is normal
D. Replace air-control valve
DTC
Failure description
Trouble light's situation
P245A
EGR cooling bypass valve’s control circuit is
open
EPC trouble light is on
P245C
EGR cooling bypass valve’s control circuit is
in short-cut to ground
EPC trouble light is on
P245D
EGR cooling bypass valve’s control circuit is
in short-cut to power
EPC trouble light is on
Efficacy-lose
protection mode
无
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
173
K. EGR valve’s relevant failure
Possible reasons
Referential solutions for failures
1. Electromagnetic valve is broken
2. Connector clip’s circuit is open or in short-cut
to ground
A. Check whether electromagnetic valve’s
power-supply is normal
B. Check and clear connector clip and harness
circuit’s brake and short-cut
C. Measure the electromagnetic valve’s
resistance
D. Replace electromagnetic valve
DTC
Failure description
Trouble light's situation
P2457
EGR cooling efficiency is down
EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
1. Unable to normally work due to
electromagnetic valve’s failure or vent hole’s
block
2. Bypass actuator has failures
3. Cooling system’s air-flow is small, or the cooler
is blocked
A. Check and clear electromagnetic valve and
connecting pipeline’s failure
B. Check and replace EGR cooler assembly
and bypass valve assembly
DTC
Failure description
Trouble light's situation
P0406
EGR position feedback is too large
Engine's trouble light is on
P0405
EGR position feedback is too small
Engine's trouble light is on
P0487
EGR drive axle circuit is open
Engine's trouble light is on
P1403
EGR drive axle load circuit is in short-cut
Engine's trouble light is on
P0490
EGR drive axle circuit is in short-cut to power
Engine's trouble light is on
P0489
EGR drive axle circuit is in short-cut to ground
Engine's trouble light is on
Efficacy-lose
protection mode
EGR valve is closed
Possible reasons
Referential solutions for failures
1. The motor or sensor is broken
2. Connector clip’s circuit is open or in short-cut
to ground
A. Check whether sensor’s power-supply and
bonding are normal
B. Check whether motor’s power-supply is
normal
C. Check and clear connector clip and harness
circuit’s brake and short-cut
D. Measure the sensor’s resistance
E. Replace air-control valve
DTC
Failure description
Trouble light's situation
P142E
EGR stagnates
Engine's trouble light is on
P042E
EGR stagnates in target position
Engine's trouble light is on
P1407
EGR position failure
Engine's trouble light is on
P140A
EGR valve stagnates
Engine's trouble light is on
P0400
EGR flow is low
Engine's trouble light is on
Efficacy-lose
protection mode
EGR valve is closed
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
174
L. relevant signal failures of crankshaft’s position sensor
Possible reasons
Referential solutions for failures
1. EGR valve doesn’t run smoothly and has
stagnation
2. EGR valve has internal damage
3. Air-inlet is insufficient, or air-exhaust has block
a. Clean EGR valve, valve seat and carry out
EGR valve’s self-study process
b. Replace EGR valve
c. Clear differential pressure system failure
in EGR’s both ends
DTC
Failure description
Trouble light's situation
P141A
EGR’s first study exceeds limit range
EPC trouble light is on
P141B
EGR’s first study exceeds limit range
EPC trouble light is on
P141C
EGR study’s position deviates from standard
EPC trouble light is on
P141D
EGR study’s position deviates from standard
EPC trouble light is on
P141E
EGR study’s position deviates from standard
EPC trouble light is on
P141F
EGR study’s position deviates from standard
EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
EGR needs self-study after replacing ECU,
dismantlement, cleaning and replacing air-control
valve
1. Unable to carry out relevant study
2. Cannot carry out study according to demand
3. Study value exceeds limit
4. Study’s written process is unsuccessful
A. First carry out study according to demand,
and try to clear DTC
B. If DTC cannot be cleared, replace
air-control valve and try again
C. If DTC still cannot be cleared, replace ECM
DTC
Failure description
Trouble light's situation
P1333
Position sensor’s signal is lost
EPC trouble light is on
P0372
Timing referential voltage has high-resolution
signal / less impulse
EPC trouble light is on
P1335
Crankshaft’s rotating speed is too fast
EPC trouble light is on
P1336
Position sensor cannot detect the missing-teeth
signal
EPC trouble light is on
Efficacy-lose
protection mode
EGR valve closed
Possible reasons
Referential solutions for failures
1. Sensor’s circuit is open
2. Fitting clearance between sensor and signal wheel
is poor or has foreign matters
3. Sensor is broken
4. Signal wheels have damages
5. Other serious interference
A. Check engine’s displayed rotation speed or
data and clear DTC so as to avoid interference
or other reasons, which may cause engine’s
false alarm
B. Check whether connector clips have contact
problems, moisture or corrosion
C. Check whether sensor’s resistance or circuit
is abnormal
D. Check whether the shielding harness is
normal
E. Check whether sensor’s signal is normal
(AC or oscilloscope)
F. Check whether the fitting clearance between
sensor and signal wheel is poor or has foreign
matters
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
175
M. relevant signal failures of camshaft sensor
N. relevant failures of auto-theft control
G. Check whether engine’s signal wheel is
broken or damaged
DTC
Failure description
Trouble light's situation
P1342
Speed difference is detected between camshaft and
crankshaft
EPC trouble light is on
P0344
Signal error of camshaft’s position sensor
EPC trouble light is on
P1343
Signal loss of camshaft’s position sensor
EPC trouble light is on
Efficacy-lose
protection mode
EGR valve is closed
Possible reasons
Referential solutions for failures
1. Sensor’s circuit has failures
2. The fitting clearance of sensor and signal wheel is
poor or has foreign matters
3. Sensor is broken
4. Signal wheel is broken
5. Other serious interference
6. Engine’s timing process is abnormal, which
causes crankshaft and camshaft’s signals cannot
match with each other
A. Clear DTC code, avoid interference or other
reasons that may cause engine’s false alarm
B. Check whether contact problems, moisture
or corrosion exist in connector clips
C. Check whether sensor’s power-supply,
bonding and signal circuits have abnormal
situation
D. Check whether sensor’s signal is normal
(oscilloscope)
E. Check whether the fitting clearance between
sensor and signal wheel is poor or has foreign
matters
F. Check whether engine’s signal wheel is
abnormal or broken
G. Check whether engine’s timing drive system
is abnormal
DTC
Failure description
Trouble light's situation
P1690
Unmatched password key
EPC trouble light flickers
P1694
Engine is started without the authorization of
anti-theft control
EPC trouble light flickers
P16A1
Engine controller hasn’t received the anti-theft
controller’s response in due time
P1699
The anti-theft password inside ECM hasn’t been
programmed
EPC trouble light flickers
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
1. Anti-theft hasn’t been matched
2. Anti-theft match failed
3. Anti-theft authorization failed
A. Try to reset match again
B. Check and clear the failure of anti-theft
control’s circuit
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
176
O. relevant failures of CAN
P. relevant failures of power&voltage
Q. relevant failures of clutch switch
R. relevant failures of brake switch
DTC
Failure description
Trouble light's situation
U0073
CAN closure fails
EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
1. CAN circuit hasn’t been closed
2. ECM or CAN’s terminal resistance has failures
A. Check whether ECM’s terminal resistance is
normal
B. Check the harness and connector clips of
CAN_H\CAN_L
DTC
Failure description
Trouble light's situation
P15D0
Battery voltage fails
P0563
Battery voltage is too high
P0562
Battery voltage is too low
Efficacy-lose
protection mode
Slight torque restriction
Possible reasons
Referential solutions for failures
1. Storage’s voltage is too low
2. Storage’s circuit is in virtual connection
3. The circuit of ECM main relay’s power circuit is
in virtual connection
4. ECM bonding is in virtual connection
A. Check the charging system: the battery
voltage should be 11-14V, and confirm whether
charging system’s relevant wire is normal
B. Check whether battery circuit’s relevant
harness is normal
C. Check relevant fuses
D. Check ECM power’s voltage
E. Check ECM power’s circuit and ground
circuit
DTC
Failure description
Trouble light's situation
P0704
Clutch switch has input failures
P0830
Switch failures when the clutch is free
EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
1. Clutch’s circuit is open or in short-cut with
high-voltage
2. Clutch switch fails
3. Unreasonable position match between clutch and
switch
A. Check the signal and voltage of clutch when
it is free or stamped
B. Check whether the circuit is open or in
virtual connection
C. Check whether the clutch position is
abnormal
DTC
Failure description
Trouble light's situation
P0573
Signal failure of brake light switch
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
177
S. relevant failures of accelerator pedal
T. relevant failures of cruise control switch
P0572
Signal failure of brake light switch
P0571
Signal failure of brake light switch
P0724
Signal failure of brake light switch
P0719
Signal failure of brake light switch
P0703
Signal failure of brake light switch
P1504
Signal failure of brake switch
EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
ECM keeps monitoring the signals of both main and
secondary brake light switch. If the two signal don’t
synchronize with each other, it will indicate the
signal failure of brake switch.
1. Brake switch’s circuit is open or in short-cut to
ground or power
2. Signal loss due to brake switch’s connector clip
3. Brake switch is broken
A. Check whether the situation, signal and
voltage of brake switch is normal during free or
stamped situation
B. Check and clear the problems of circuit’s
openness, or short-cut
C. Replace brake switch and test
DTC
Failure description
Trouble light's situation
P0121
The signals from two circuits in accelerator pedal
cannot match with each other
Engine’s trouble light is on
P1220
Position sensor of accelerator pedal fails
(limp-home)
Engine’s trouble light is on
P1221
Position sensor of accelerator pedal fails
(torque restriction)
Engine’s trouble light is on
P2299
Position sensor of accelerator pedal fails
(stagnation of pedal’s signal)
Engine’s trouble light is on
P0123
Signal voltage of 1
st
accelerator pedal’s position
sensor is high
Engine’s trouble light is on
P0122
Signal voltage of 1
st
accelerator pedal’s position
sensor is low
Engine’s trouble light is on
P0223
Signal voltage of 2
nd
accelerator pedal’s position
sensor is high
Engine’s trouble light is on
P0222
Signal voltage of 2
nd
accelerator pedal’s position
sensor is low
Engine’s trouble light is on
Efficacy-lose
protection mode
Torque restriction or limp-home
Possible reasons
Referential solutions for failures
ECM keeps monitoring the signals of position sensor
1 and 2. If the two signals cannot match with eacth
other, ECM will alarm relevant failures
1. Position sensor’s circuit is open or in short-cut to
ground or power
2. Signal loss due to connector clip’s problems
3. Position sensor of accelerator pedal is broken
A. Check whether the sensor’s voltage and
signal are normal when the pedal is free or
stamped
B. Check and clear the problems of circuit’s
connection
C. Replace the pedal and test again
DTC
Failure description
Trouble light's
situation
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
178
U. Relevant failures of fuel-injector
P0566
Cruise-cancel switch is stagnated
EPC trouble light is on
P0565
Cruise-control’s main switch is stagnated
EPC trouble light is on
P0579
Abnormal voltage is detected on cruise switch for long
time
EPC trouble light is on
P0567
Cruise reset switch is stagnated
EPC trouble light is on
P0568
Cruise-set switch is stagnated
EPC trouble light is on
P0578
Cruise-speed restriction switch has failures
EPC trouble light is on
Efficacy-lose
protection mode
Cruise control is disabled
Possible reasons
Referential solutions for failures
ECM keeps monitoring signal of cruise control,
which is transmitted through CAN circuit
1. Cruise-control buttons may stagnate, or the circuit
is in short-cut
A. Check and replace the buttons or circuit of
cruise-control switch
DTC
Failure description
Trouble light's
situation
P16C0
Fuel injector #1’s correction data is unwritten, or the
check code is incorrect
EPC trouble light is on
P16C1
Fuel injector #2’s correction data is unwritten, or the
check code is incorrect
EPC trouble light is on
P16C2
Fuel injector #3’s correction data is unwritten, or the
check code is incorrect
EPC trouble light is on
P16C3
Fuel injector #4’s correction data is unwritten, or the
check code is incorrect
EPC trouble light is on
Efficacy-lose
protection mode
Slight torque restriction
Possible reasons
Referential solutions for failures
1. Fuel injector’s IQA code hasn’t been written
normally
2. The written process is unsuccessful
A. Re-written fuel-injector’s IQA code
DTC
Failure description
Trouble light's situation
P0201
Fuel-injector #1’s circuit is open
Engine’s trouble light is on
P0202
Fuel-injector #2’s circuit is open
Engine’s trouble light is on
P0203
Fuel-injector #3’s circuit is open
Engine’s trouble light is on
P0204
Fuel-injector #4’s circuit is open
Engine’s trouble light is on
P1265
Fuel-injector #1’s circuit is in short-cut
Engine’s trouble light is on
P1266
Fuel-injector #2’s circuit is in short-cut
Engine’s trouble light is on
P1267
Fuel-injector #3’s circuit is in short-cut
Engine’s trouble light is on
P1268
Fuel-injector #4’s circuit is in short-cut
Engine’s trouble light is on
P2147
Fuel injector’s upper circuit is in short-cut to
ground
Engine’s trouble light is on
P2150
Fuel injector’s upper circuit is in short-cut to
ground
Engine’s trouble light is on
P2148
Fuel injector’s upper circuit is in short-cut to
Engine’s trouble light is on
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
179
V. Relevant failures of water-temperature sensor
W. Relevant failures of DPF
power
P2151
Fuel injector’s upper circuit is in short-cut to
power
Engine’s trouble light is on
P1261
Fuel-injector’s circuit has failures
Engine’s trouble light is on
P1280
Fuel injector’s circuit resistance is reduced
Engine’s trouble light is on
P1281
Fuel injector’s circuit resistance is reduced
Engine’s trouble light is on
P1282
Fuel injector’s circuit resistance is reduced
Engine’s trouble light is on
P1283
Fuel injector’s circuit resistance is reduced
Engine’s trouble light is on
P1286
Fuel-injector #1’ and its control circuit’s resistance
is too big
Engine’s trouble light is on
P1287
Fuel-injector #2’ and its control circuit’s resistance
is too big
Engine’s trouble light is on
P1288
Fuel-injector #3’ and its control circuit’s resistance
is too big
Engine’s trouble light is on
P1289
Fuel-injector #4’ and its control circuit’s resistance
is too big
Engine’s trouble light is on
Efficacy-lose
protection
mode
Slight torque restriction
Possible reasons
Referential solutions for failures
1. Fuel-injector circuit is open
2. Injector’s upper circuit is in short-cut to ground
or power
3. Injector’s bottom circuit is in short-cut to ground
or power
4. Injector circuit’s resistance is too big
5. Injector’s electromagnetic valve is broken
A. Check the voltage of injector’s connector
clip
B. Check fuel injector’s resistance
C. Check injector circuit’s resistance and
voltage
D. Replace the fuel injector
DTC
Failure description
Trouble light's
situation
P0118
Sensor’s circuit is in short-cut to power
Engine’s trouble light is
on
P0117
Sensor’s circuit is in short-cut to ground
Engine’s trouble light is
on
Efficacy-lose
protection mode
Slight torque restriction
Possible reasons
Referential solutions for failures
1. Injector’s connector clips are in poor contacts
2. Injector circuit is in short-cut to ground or power
3. Sensor is broken
A. Check and clear the failure of injector’s
connector clip
B. Check and clear the short-cut situation of
sensor circuit
C. Check the resistance
D. Replace the sensor
DTC
Failure description
Trouble light's
situation
P1544
Reasonable failures of turbine entrance’s temperature
Engine’s trouble light is
on
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
180
P15B2
Reasonable failures of DPF entrance’s temperature
Engine’s trouble light is
on
P0545
Turbine entrance’s temperature sensor is in short-cut to
ground
EPC trouble light is on
P1546
DPF entrance’s temperature sensor is in short-cut to
power
EPC trouble light is on
P1545
DPF entrance’s temperature sensor is in short-cut to
ground
EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
1. Temperature sensor’s circuit is open
2. Temperature sensor’s harness is in short-cut
3. Sensor is broken
4. Catalyst is blocked
A. Check temperature data
B. Check sensor’s resistance
C. Check whether short-cut exists in circuits
D. Check whether POC differential pressure
sensor’s signal is blocked
DTC
Failure description
Trouble light's
situation
P2455
Signal voltage of pressure differential sensor in diesel
particle gathering device is high
Engine’s trouble light is
on
P2454
Signal voltage of pressure differential sensor in diesel
particle gathering device is low
Engine’s trouble light is
on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
Pressure differential sensor’s signal exceeds limit:
1. Sensor circuit is open
2. Sensor circuit is in short-cut to ground or power
3. Sensor is broken
A. Check the connecting situation of sensor
B. Check the condition of sensor’s
power-supply and bonding’s voltage output
C. Check and clear circuit’s short-cut
conditions
D. Replace the sensor
DTC
Failure description
Trouble light's
situation
P2002
DPF’s exposure
Engine’s trouble light is
on
P1450
Differential pressure sensor’s circuit has leakage
Engine’s trouble light is
on
P1456
Differential pressure sensor’s signal is abnormal
Engine’s trouble light is
on
P1457
Differential pressure sensor’s pressure pipeline is
reversed
Engine’s trouble light is
on
P1458
Differential pressure sensor’s air-inlet pipe is clamped
Engine’s trouble light is
on
P1455
Differential pressure sensor’s signal is abnormal
Engine’s trouble light is
on
Efficacy-lose
protection mode
P2002: torque restriction
Possible reasons
Referential solutions for failures
ECM keeps monitoring the output voltage of
differential pressure sensor in real time, and carry
out self-diagnosis:
1. DPF or air-exhaust pipe has leakage
2. The pipeline between DPF and differential
A. Check the sensor’ power-supply and
bonding’s voltage output
B. Check the data of pressure difference
C. Check and clear the leakage of DPF or
air-exhaust pipe
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
181
DTC
Failure description
Trouble light's
situation
P2458
Diesel particle gathering device’s regeneration is
frequent
Engine’s trouble light is
on
P2459
DPF’s regeneration is frequent
EPC trouble light is on
Efficacy-lose
protection mode
Torque restriction
Possible reasons
Referential solutions for failures
When DPF pressure difference is too big, or the
particle accumulates, the DPF regeneration
procedure will be activated. ECM will increase
combustion temperature to carry out regeneration
1. DPF performance is down
2. Regeneration performance is down due to the
combustion of machine oil or other foreign matters
3. EGR and air-inlet system is poor
A. Replace DPF
B. Check and clear the deposited machine oil
or colloidal materials
C. Check and clear the failures of temperature
sensor
D. Check and clear other failures of EGR,
air-inlet system and fuel system
X relevant failures of pre-heating
pressure sensor has leakage or block
3. DPF sensor is assembled reversely
4. DPF sensor is broken
D. Check and clear the leakage or block of
pipeline between DPF and differential pressure
sensor
E. Check and clear the problem of sensor’s
wrong assembly
F. Replace the sensor
DTC
Failure description
Trouble light's
situation
P1453
DPF pipeline is empty
Engine’s trouble light is
on
P1452
Diesel particle gathering device is overload
EPC trouble light is on
P242F
Diesel particle gathering device is blocked
EPC trouble light is on
Efficacy-lose
protection mode
P1452 P242F: torque restriction
Possible reasons
Referential solutions for failures
ECM keeps monitoring the output voltage of
differential pressure sensor in real time, and carry
out self-diagnosis:
1. DPF is burnt
2. DPF has block or poor passing ability
A. Check the data of pressure difference
B. Check and clear DPF’s burn or block
C. Check and clear the leakage or block of
pipeline between DPF and differential pressure
sensor
DTC
Failure description
Trouble light's
situation
P0382
Glow plug’s control circuit is open
EPC trouble light is on
P0384
Glow plug’s control circuit is in short-cut to power
EPC trouble light is on
P0383
Glow plug’s control circuit is in short-cut to ground
EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
If ECM doesn’t control the relay, the relay’s coil
terminal will keep low-current situation with ECM.
ECM will judge the circuit is open if no current is
detected. If the circuit keeps bonding or the circuit
voltage reaches 12V, ECM will determine that circuit
A. Check relay coil’s resistance
B. Check the circuit and voltage of relay coil’s
terminals
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
182
Y. Relevant failures of fuel system
is in short-cut to ground or power.
1. Relay is broken
2. Relay coil’s circuit is open or in short-cut to
ground
DTC
Failure description
Trouble light's
situation
P0183
Signal voltage of diesel temperature sensor is high
EPC trouble light is on
P0182
Signal voltage of diesel temperature sensor is low
EPC trouble light is on
Efficacy-lose
protection mode
Torque restriction
Possible reasons
Referential solutions for failures
1. Injector’s connector clip is in poor contacts
2. Injector’s circuit is in short-cut to ground or
power
3. Sensor is broken
A. Check and clear the connector clip of fuel
injectors
B. Check and clear circuit’s short-cut
C. Check resistance
D. Replace sensor
DTC
Failure description
Trouble light's
situation
P0259
Signal feedback of fuel-inlet control valve is in short-cut
to power
Engine’s trouble light
is on
P0258
Signal feedback of fuel-inlet control valve is in short-cut
to ground
Engine’s trouble light
is on
P0255
Fuel-inlet control valve is open
Engine’s trouble light
is on
P0253
Fuel-inlet control valve is in short-cut to ground
Engine’s trouble light
is on
P0254
Fuel-inlet control valve is in short-cut to power
Engine’s trouble light
is on
Efficacy-lose
protection mode
Engine’s shutdown
Possible reasons
Referential solutions for failures
1. Electromagnetic valve’s circuit is open
2. Electromagnetic valve’s circuit is in short-cut to
ground or power
3. Electromagnetic valve is broken
A. Check and clear injector’s connector clip
B. Check and clear circuit’s short-cur
C. Check resistance
D. Replace sensor
DTC
Failure description
Trouble light's
situation
P0193
Signal voltage of rail pressure sensor is high
Engine’s trouble light
is on
P0192
Signal voltage of rail pressure sensor is low
Engine’s trouble light
is on
P1193
Rail pressure’s static value feedback is high
Engine’s trouble light
is on
P1192
Rail pressure’s static value feedback is low
Engine’s trouble light
is on
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
183
P1191
The times when rail pressure’s static value exceeds a
certain value have reached limit
Engine’s trouble light
is on
Efficacy-lose
protection mode
Possible reasons
Referential solutions for failures
1. Rail pressure sensor’s bonding or power-supply
has failures
2. Rail pressure sensor’s circuit is open
3. Rail pressure sensor’s circuit is in short-cut
4. Rail pressure sensor is broke n
A. Check connector clips
B. Check the power-supply, bonding and signal
voltage
C. Check and clear circuit’s short-cut
D. Check resistance
E. Replace electromagnetic valve
DTC
Failure description
Trouble light's
situation
P1252
Fuel-inlet control valve current’s correction exceeds limit
range
Engine's trouble light
is on
P1251
Fuel-inlet control valve current’s correction is below
limit range
Engine's trouble light
is on
P1250
Fuel-inlet control valve’s pressure control fails
(pulse drive signal is limited on high potential)
Engine's trouble light
is on
P1259
Fuel-inlet control valve’s pressure control fails
(valve’s fuel correction exceeds limit range when
fuel-supply quantity is large)
Engine's trouble light
is on
P1257
Fuel-inlet control valve’s pressure control fails
(valve’s fuel correction is below limit range when
fuel-supply quantity is large)
Engine's trouble light
is on
P1258
Fuel-inlet control valve’s pressure control fails
(valve’s fuel correction exceeds limit range when
fuel-supply quantity is small)
Engine's trouble light
is on
P1256
Fuel-inlet control valve’s pressure control fails
(valve’s fuel correction is below limit range when
fuel-supply quantity is small)
Engine's trouble light
is on
P1091
Rail pressure exceeds limit (exceeds top limit)
Engine's trouble light
is on
P1092
Rail pressure exceeds limit (uncontrollable)
Engine's trouble light
is on
P0194
Rail pressure’s reasonable failures
(unreasonable rail pressure fall-off)
Engine's trouble light
is on
P1197
Fuel-pressure hasn’t changed
Engine's trouble light
is on
P1196
Fuel-pressure hasn’t been formed
Engine's trouble light
is on
P1206
Fuel rail pressure control has errors
Engine's trouble light
is on
P1207
Fuel rail pressure control has errors
Engine's trouble light
is on
P1208
Rail pressure is low
Engine's trouble light
is on
P1209
Rail pressure is low
Engine's trouble light
is on
Efficacy-lose
protection mode
P1252 P1251 P1091: engine’s shutdown
Possible reasons
Referential solutions for failures
Maintenance Manual of 2.0CTI Diesel Engine
Failure Diagnosis Procedures
184
Z. Relevant failures of accident fire
DTC
Failure description
Trouble light's
situation
P0263
Cylinder imbalance caused by fuel injector #1’s
accident fire
Engine’s trouble light is
on
P0269
Cylinder imbalance caused by fuel injector #2’s
accident fire
Engine’s trouble light is
on
P0272
Cylinder imbalance caused by fuel injector #3’s
accident fire
Engine’s trouble light is
on
P0266
Cylinder imbalance caused by fuel injector #4’s
accident fire
Engine’s trouble light is
on
P1260
Cylinder balance reaches limit value
Engine’s trouble light is
on
Efficacy-lose
protection mode
Torque restriction
Possible reasons
Referential solutions for failures
1. Fuel-injector’s connector clips have failures
2. Fuel system has failures
3. Fuel quantity
4. Cylinder pressure has failures
5. Timing failures
A. Check and clear injector’s connector clip
failures
B. Check and clear fuel system’s failures
C. Check fuel quantity
D. Check engine’s cylinder pressure
E. Check engine’s timing system
According to the difference between real-time
expected rail pressure and practical pressure, ECM
will control IMV valve to ensure the practical and
expected rail pressure is basically the same
1. Fuel-supply is insufficient
2. Low-pressure fuel pipeline is blocked or leaked
3. Fuel-injector pump is broken
4. Fuel-injector’s oil-return quantity is too large
5. PLV valve is broken
6. IMV valve is broken
7. Fuel leakage
8. Injector pump’s mechanic structure is broken
A. Check fuel quantity
B. Check whether the low-pressure fuel system
has block or leakage, and pump the oil
manually
C. Check the data of fuel-system’s rail-pressure
and practical rail pressure
D. Check and clear fuel system’s leakage
problem
E. Check injector’s oil-return quantity
F. Check PLV’s oil-return condition
G. Check IMV valve’s working condition and
resistance, and replace IMV valve if necessary
H. Replace fuel-injector pump
