Diesel Injection Pump

Common Rail System (HP3)

for MITSUBISHI L200/TRITON
4D56/4M41Engine
(All the destinations)
OPERATION
June, 2005
TG00400010E
SERVICE MANUAL
DENSO INTERNATIONAL THAILAND CO., LTD.

2005 DENSO INTERNATIONAL THAILAND
All Rights Reserved. This book may not be reproduced
or copied, in whole or in part, without the written
permission of the publisher.
Table of Contents
Table of Contents
Operation Section
1. PRODUCT APPLICATION INFORMATION
1.1 Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 System Components Part Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
2. OUTLINE OF SYSTEM
2.1 Common Rail System Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2.2 Features of Injection Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2.3 Comparison to the Conventional System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
2.4 Composition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
2.5 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
2.6 Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
2.7 Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
3. SUPPLY PUMP
3.1 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
3.2 Exterior View Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
3.3 Supply Pump Internal Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
3.4 Construction of Supply Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
3.5 Operation of the Supply Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
4. SUPPLY PUMP COMPONENT PARTS
4.1 Feed Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
4.2 SCV ( Suction Control Valve ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
4.3 Fuel Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
5. RAIL
5.1 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
6. RAIL COMPONENTS PARTS
6.1 Rail Pressure Sensor (Pc Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
6.2 Pressure limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
7. INJECTOR (G2 TYPE)
7.1 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
7.2 Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
7.3 Exterior View Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
7.4 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
7.5 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
7.6 QR Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
7.7 Injector Actuation Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
Table of Contents
8. FUEL FILTER
8.1 Fuel Filter for Low lubricating specification.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
9. OPERATION OF CONTROL SYSTEM COMPONENTS
9.1 Engine Control System Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
9.2 Engine ECU (Electronic Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
9.3 Cylinder Recognition Sensor (TDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
9.4 Turbo Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
9.5 Mass Air Flow Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
9.6 Electronic Control Throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
10. VARIOUS TYPES OF CONTROL
10.1 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
10.2 Fuel Injection Rate Control Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
10.3 Fuel Injection Quantity Control Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
10.4 Fuel Injection Timing Control Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
10.5 Fuel Injection Pressure Control Function (Rail Pressure Control Function) . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
11. FUEL INJECTION QUANTITY CONTROL
11.1 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
11.2 Injection Quantity Calculation Method. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
11.3 Set Injection Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
12. FUEL INJECTION TIMING CONTROL
12.1 Ouline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
12.2 Main and Pilot Injection Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
12.3 Microinjection Quantity Learning Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
13. FUEL INJECTION RATE CONTROL
13.1 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
14. FUEL INJECTION PRESSURE CONTROL
14.1 Fuel Injection Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
15. DIAGNOSTIC TROUBLE CODES (DTC)
15.1 About the Codes Shown in the Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
15.2 Diagnostic Trouble Code Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
16. EXTERNAL WIRING DIAGRAM
16.1 Engine ECU External Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
16.2 Engine ECU Connector Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-45
Operation Section
1

1
1. PRODUCT APPLICATION INFORMATION
1.1 Application
1.2 System Components Part Number
Vehicle Manufac-
ture
Vehicle Name Engine Model Specification Destination (Vol-
ume)
Line Off Period
MITSUBISHI
TRITON
4D56
2WD(MT/AT)
Thailand June ,2005 4WD(MT)
4M41 4WD(MT/AT)
4M41 4WD(MT) Oceania May ,2006
4D56
2WD(MT/AT) Middle East , Rus-
sia ,Others
July , 2006
4WD(MT)
L200 4D56 4WD (AT) Europe Dec, 2005
Parts Name DENSO P/N Manufacturer P/N Remarks
Supply pump SM294000-0331 1460A001 For 4D56 Engine model
Supply pump SM294000-0341 1460A003 For 4M41Engine model
Supply pump SM294000-0640 1460A019 For 4D56 Low lubricating model
Injector SM095000-5600 1465A041 For 4D56 Engine model
Injector SM095000-5760 1465A054 For 4M41Engine model
Rail SM095440-0640 1465A034 All
Engine ECU MA275800-4364 1860A549 For 4WD, W/O PTC for Europe market
MA275800-4374 1860A550 For 4WD W PTC for Europe market
MA275800-3574 1860A390 For 4WD/ 4M41 Thailand and Oceania
model
MA275800-4254 1860A392 For 4D56 / 4WD Thailand model
MA275800-4314 1860A523 For 4D56 / 2WD MT Thailand model
MA275800-4324 1860A524 For 4D56 / 2WD AT Thailand model
MA275800-7131 1860A767 For 4D56 Low lubricating model (Mid-
dle East , Russia , others )
MA275800-4602 1860A586 For 4WD/ 4M41 Oceania model
Turbo pressure sensor 079800-5960 MR577031 All
Cylinder recognitioin sensor
(TDC)
949979-1590 1865A074 For Thailand model 4M41
Electronic control throttle 197920-0020 1450A033 For 4M41/4D56 4WD Thailand model
Fuel temperature sensor 179730-0020 MR547077 All
Mass air flow meter VN197400-4030 1460A001 All
Fuel Filter 186000-6090 1770A048 Normal / For Low lubricating fuel spec.
186300-6240 1770A049 W/PTC heater for cold area spec./ For
Low lubricating fuel spec.
Operation Section
1

2
2. OUTLINE OF SYSTEM
2.1 Common Rail System Characteristics
The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that contain elec-
tronically controlled solenoid valves to inject the pressurized fuel into the cylinders. Because the engine ECU controls the injection
system (injection pressure, injection rate, and injection timing), the injection system is independent, and thus unaffected by the engine
speed or load. This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically de-
creases the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emis-
sions are cleaner and reduced, and higher power output is achieved.
2.2 Features of Injection Control
(1) Injection Pressure Control
Enables high-pressure injection even at low engine speeds.
Optimizes control to minimize particulate matter and NOx emissions.
(2) Injection Timing Control
Enables finely tuned optimized control in accordance with driving conditions.
(3) Injection Rate Control
Pilot injection control injects a small amount of fuel before the main injection.
Q001223E
Common Rail System
Injection Pressure Control Injection Timing Control Injection Rate Control
Optimization, High Pressurization
Common Rail
System
Conventional
Pump
Conventional
Pump
Speed
Speed Injection Pressure
Optimization
Common Rail
System
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Speed
Injection Quantity Control
Cylinder Injection
Quantity Correction
Pre-Injection
Main Injection
Crankshaft Angle
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Operation Section
1

3
2.3 Comparison to the Conventional System
< NOTE >
*1 : TWV: Two Way Valve
*2 : SCV: Suction Control Valve
2.4 Composition
The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.
In-line, VE Pump Common Rail System
System
Injection
Quantity
Control
Pump (Governor) Engine ECU, Injector (TWV)
*1
Injection
Timing
Control
Pump (Timer) Engine ECU, Injector (TWV)
*1
Rising
Pressure
Pump Engine ECU, Supply Pump
Distributor Pump Engine ECU, Rail
Injection
Pressure
Control
Dependent upon Speed and Injection Quantity Engine ECU, Supply Pump (SCV)
*2
Q001224E
High-pressure Pipe
Momentary
High Pressure
Nozzle
Governor
Timer
In-line Pump
VE Pump
Q001225E
Rail
Usually High Pressure
Supply Pump
Injector
Feed Pump
SCV (Suction Control Valve)
Delivery Valve
Fuel Tank
Operation Section
1

4
2.5 Operation
(1) Supply Pump (HP3)
The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel discharged from the
supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump effects this control in accordance
with commands received from the engine ECU.
(2) Rail
The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.
(3) Injector (G2 type)
This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance with signals
from the engine ECU. Signals from the engine ECU determine the duration and timing in which current is applied the injector. This
in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.
(4) Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as
well as the EGR (exhaust gas recirculation).
2.6 Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank via the rail to the supply pump, and is injected
through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
2.7 Control System
In this system, the engine ECU controls the fuel injection system in accordance with signals received from various sensors. The com-
ponents of this system can be broadly divided into the following three types: (1) sensors; (2) ECU; and (3) actuators.
Fuel Temperature
Accelerator Opening
Turbo Pressure,
Atmospheric Air Pressure
Intake Airflow Rate
Rail Pressure
Sensor
Rail
Engine ECU
Fuel Temperature Sensor
Supply Pump
Fuel Tank
Injectors
Pressure
Limiter
SCV
(Suction
Control Valve)
Intake Air Temperature
Coolant Temperature
Crankshaft position
Cylinder Recognition Position
Q001226E
Engine Speed
Operation Section
1

5
(1) Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
(2) Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order to achieve
optimal conditions.
(3) Actuators
Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically control-
ling the actuators. The injection quantity and timing are determined by controlling the duration and timing in which current is applied
to the TWV (Two-Way Valve) in the injector. Injection pressure is determined by controlling the SCV (Suction Control Valve) in the
supply pump.
Q001227E
Crankshaft Position Sensor (NE)
Accelerator Position Sensor
Engine Speed
Cylider Recognition Sensor (TDC)
Cylinder
Recognition
Load
Injector
Supply Pump (SCV)
Injection Quantity Control
Injection Timing Control
Fuel Pressure Control
Other Sensors and Switches
EGR, Air Intake Control Relay, Light
Sensor Actuator
Engine
ECU
Operation Section
1

6
3. SUPPLY PUMP
3.1 Outline
The supply pump consists primarily of the pump body (eccentric cam, ring cam, and plungers), SCV (Suction Control Valve), fuel
temperature sensor, and feed pump.
The two plungers are positioned vertically on the outer ring cam for compactness.
The engine drives the supply pump at a ratio of 1:1. The supply pump has a built-in feed pump (trochoid type), and draws the fuel
from the fuel tank, sending it to the plunger chamber.
The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to the rail. The
quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is a normally open type
(the intake valve opened during de-energization).
Q001265E
Injector
Rail
Discharge Valve
Regulating Valve
Feed Pump
Intake
Fuel Inlet
Fuel Overflow
Fuel Tank
Camshaft
Intake pressure
Feed pressure
High pressure
Return pressure
Return
Fuel Filter (with Priming Pump)
Filter
Suction Valve
Plunger
Return Spring
SCV
Operation Section
1

7
3.2 Exterior View Diagram
4D56 Engine Model
4M41 Engine Model
3.3 Supply Pump Internal Fuel Flow
The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.
Q001253E
From Fuel Tank
Overflow to Fuel Tank
To Rail
Fuel Temperature Sensor
SCV
* For Low Lubricating spec. the Exterior view same as normal spec
Normal Spec. : Injection pressure 180 MPa
Low Lubricating Spec. : Injection pressure 135 MPa
Q001228E
From
Fuel Tank
Overflow to Fuel Tank
To Rail
Fuel
Temperature
Sensor
SCV
* For Low Lubricating spec. the Exterior view same as normal spec
Normal Spec. : Injection pressure 180 MPa
Low Lubricating Spec. : Injection pressure 135 MPa
Operation Section
1

8
3.4 Construction of Supply Pump
The eccentric cam is attached to the drive shaft. The eccentric cam is connected to the ring cam.
As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.
The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the drive shaft.
Supply pump interior
Regulating valve
Feed pump
Overflow
Fuel tank
SCV (Suction Control Valve)
Intake valve
Discharge valve
Pumping portion (plunger)
Rail
QD0705E
QD0706E
Cam Shaft
Eccentric Cam
Ring Cam
Q001233E
Ring Cam
Eccentric Cam
Cam Shaft
Plunger
Operation Section
1

9
3.5 Operation of the Supply Pump
As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due to the spring
force, Plunger B is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel, while Plunger A pumps it to the
rail.
Q001234E
Plunger A
Ring Cam
Plunger B
Feed Pump
Operation Section
1

10
Q001235E
SCV
Plunger A: Finish Compression
Plunger B: Finish Intake
Plunger A: Finish Intake
Plunger B: Finish Compression
Plunger A: Begin Intake
Plunger B: Begin Compression
Plunger A: Begin Compression
Plunger B: Begin Intake
Suction Valve
Plunger A
Plunger B
Discharge Valve
Eccentric Cam
Ring Cam
Operation Section
1

11
4. SUPPLY PUMP COMPONENT PARTS
4.1 Feed Pump
The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the two plungers
via the fuel filter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. With the rotation of the inner rotor,
the feed pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance with the space
that increases and decreases with the movement of the outer and inner rotors.
4.2 SCV ( Suction Control Valve )
A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied to the SCV),
in order to control the quantity of fuel that is supplied to the high-pressure plunger.
Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of the supply
pump decreases.
When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the cylinder (inte-
grated with the armature) to the left side, and changing the opening of the fuel passage to regulate the fuel quantity.
With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity
intake and full quantity discharge = normally open)
When the SCV is ON, the force of the return spring moves the cylinder to the left, closing the fuel passage (normally open).
By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is discharged by the
plungers.
QD0708E
Outer Rotor
From
Fuel Tank
Intake Port
To
Pump Chamber
Discharge
Port
Quantity Decrease
Quantity Increase
Quantity Decrease
(Fuel Discharge)
Quantity Increase
(Fuel Intake)
Inner Rotor
Q001113E
Valve body
Needle valve
Return Spring
Operation Section
1

12
(1) SCV Opening Small (Duty ON time long - Refer to the "Relationship Between Actuation
Signal and Current" Diagram.)
When the opening of the SCV is small, the fuel suction area is kept small, which decreases the transferable fuel volume.
(2) SCV Opening Large (Duty ON time short - Refer to the "Relationship Between Actuation
Signal and Current" Diagram.)
When the opening of the SCV is large, the fuel suction area is kept large, which increases the transferable fuel volume.
Q001114E
Feed Pump
Needle valve Small Opening
Q001115E
Feed Pump
Needle valve Large Opening
Operation Section
1

13
(3) Diagram of Relationship Between Actuation Signal and Current (Magneto motive Force)
4.3 Fuel Temperature Sensor
Detects the fuel temperature and sends a corresponding signal to the engine ECU. Based on this information, the engine ECU calcu-
lates the injection volume correction that is appropriate for the fuel temperature.
Q001116E
Average Current Difference
Small Suction Volume Large Suction Volume
Actuation
Voltage
Current
ON
OFF
Q001237E
<Reference: Temperature-resistance Characteristics>
RESISTANCE
(C) (k )
TEMPERATURE
- 30
(25.40)
(9.16)
(1.66)
(1.15)
(0.811)
(0.584)
(0.428)
(0.240)
(0.1836)
(0.1108)
(5.74)
(3.70)
15.40
+ 1.29
- 1.20
+ 0.14
- 0.13
2.45
0.318 0.008
0.1417 0.0018
- 20
- 10
10
20
30
40
50
60
70
80
90
100
110
120
0
Operation Section
1

14
5. RAIL
5.1 Outline
Stores pressurized fuel (25 to 180 MPa) that has been delivered from the supply pump and distributes the fuel to each cylinder injector.
A rail pressure sensor and a pressure limiter valve are adopted in the rail.
The rail pressure sensor (Pc sensor) detects fuel pressure in the rail and sends a signal to the engine ECU, and the pressure limiter
controls the excess pressure. This ensures optimum combustion and reduces combustion noise.
Q001236E
Pressure Sensor Pressure Limiter
Operation Section
1

15
6. RAIL COMPONENTS PARTS
6.1 Rail Pressure Sensor (Pc Sensor)
The pressure sensor detects the fuel pressure of the rail, and sends a signal to the engine ECU. The sensor is made from a semicon-
ductor that uses the Piezo resistive effect to detect changes in electrical resistance based on the pressure applied to the elemental sili-
con. In comparison to the old model, this sensor is compatible with high pressure.
6.2 Pressure limiter
The pressure limiter releases pressure when the internal pressure of the rail becomes abnormally high. The pressure limiter opens when
internal pressure reaches 221MPa (2254 kg/cm2) and closes when rail pressure reaches a given set pressure. Fuel released from the
pressure limiter is returned to the fuel tank.
Q001238E
Vout/Vc
A-VCC
A-GND
PFUEL
Vc = 5V
(Mpa) Popt
200 160 100 20 0
0
0.2
0.264
0.712
0.84
0.52
Q001239E
Valve Open
Valve Close
50 MPa (509.5 kg/cm
2
)
221 MPa (2254 kg/cm
2
)
From rail
To fuel tank
Operation Section
1

16
7. INJECTOR (G2 TYPE)
7.1 Outline
The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing, rate, and spray
condition, in accordance with commands received from the ECU.
7.2 Characteristics
A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted.
QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 alphanumeric figures) are
engraved on the injector head. The common rail system optimizes injection volume control using this information. When an injector
is newly installed in a vehicle, it is necessary to enter the ID codes in the engine ECU using the MITSUBISHI diagnosis tool (MUT
III).
Operation Section
1

17
7.3 Exterior View Diagram
Q001244E
<4M41 Engine Model> <4D56 Engine Model>
Operation Section
1

18
7.4 Construction
7.5 Operation
The TWV (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure in the control chamber,
and the start and end of injection.
(1) Non injection
When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control chamber. Thus, the
Q001240E
QR Codes
30 Alphanumeric Figures
Pressurized Fuel
(from Rail)
Seat
Leak Passage
Multiple Hole Filter
Pressurized Fuel
Command Piston
Nozzle Spring
Pressure Pin
Nozzle Needle
Control Chamber
Operation Section
1

19
solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure that is applied to the
command piston causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuel is not injected.
(2) Injection
When current is initially applied to the solenoid, the attraction force of the solenoid pulls the solenoid valve up, effectively opening
the outlet orifice and allowing fuel to flow out of the control chamber. After the fuel flows out, the pressure in the control chamber
decreases, pulling the command piston up. This causes the nozzle needle to rise and the injection to start.
The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston. The fuel that flows below the piston
lifts the piston needle upward, which helps improve the nozzle's opening and closing response.
(3) End of Injection
When current continues to be applied to the solenoid, the nozzle reaches its maximum lift, where the injection rate is also at the max-
imum level. When current to the solenoid is turned OFF, the solenoid valve falls, causing the nozzle needle to close immediately and
the injection to stop.
7.6 QR Codes
Conventionally the whole injector Assy was replaced during injector replacement, but QR (Quick Response) codes have been adopted
to improve injector quantity precision.
Q001241E
Injection Rate
Control
Chamber
Pressure
Control
Chamber
Pressure
Control
Chamber
Pressure
Solenoid
TWV
Outlet Orifice
Inlet Orifice
Command
Piston
Nozzle
Injection Rate
Injection Rate
Non-Injection Injection End of Injection
Rail
Actuating
Current
Actuating
Current
Actuating
Current
To Fuel Tank Leak Passage
TWV
Operation Section
1

20
4D56 Engine Model
4M41 Engine Model
QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points, greatly improving precision.
The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reduc-
tions in exhaust gas emissions and so on.
(1) Repair Procedure
When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes in the ECU. (If the ID codes for
the installed injectors are not registered correctly, engine failure such as rough idling and noise will result). The ID codes will be reg-
istered in the ECU at a MITSUBISHI dealer using approved MITSUBISHI tools.
Q001243E
ID Codes (30 base 16 characters)
Base 16 characters noting fuel
injection quantity correction
information for market service use
QR Codes ( 9.9mm)
Q001242E
ID Codes (30 base 16 characters)
Base 16 characters noting fuel
injection quantity correction
information for market service use
QR Codes ( 9.9mm)
Q001245E
I
n
j
e
c
t
i
o
n

Q
u
a
n
t
i
t
y

Q
180 Mpa
80 Mpa
112 Mpa
135 Mpa
48 Mpa
25 Mpa
Actuating Pluse Width TQ
I
n
j
e
c
t
i
o
n

Q
u
a
n
t
i
t
y

Q
180 Mpa
64 Mpa
96 Mpa
130 Mpa
48 Mpa
25 Mpa
Actuating Pluse Width TQ
<4D56 Engine Model>
<4M41 Engine Model>
Correction
8 Points
Correction
8 Points
Operation Section
1

21
Replacing the Injector
Replacing the Engine ECU
7.7 Injector Actuation Circuit
In order to improve injector responsiveness, the actuation voltage has been changed to high voltage, speeding up both solenoid mag-
netization and the response of the TWV. The EDU or the charge circuit in the ECU raises the respective battery voltage to approxi-
mately 85V, which is supplied to the injector by signal from the ECU to actuate the injector.
Q001133E
"No correction resistance, cannot be detected electrically"
Replaced injector
Engine ECU
* Injector ID code must be registered with the engine ECU
Q001134E
"No correction resistance, cannot be detected electrically"
* Injector ID code must be registered with the engine ECU
Vehicle injectors
Replaced engine ECU
Q001246E
Constant
Amperage Circuit
High Voltage Generation Circuit
ECU
Actuating Current
<ECU Direct Actuation>
2WV#3 (No.4 Cylinder)
2WV#4 (No.2 Cylinder)
Injector
Common 1
2WV#1 (No.1 Cylinder)
2WV#2 (No.3 Cylinder)
Operation Section
1

22
8. FUEL FILTER
8.1 Fuel Filter for Low lubricating specification.
Item
Fuel Filter (Nomal) Fuel Filter (W/PTC heater)
Heater Element
Vacuum Switch
Supply Pump
Fuel Tank
Common Rail Injector
Engine
Fuel filter assy
Fuel filter assy Supply Pump
Fuel Tank Common Rail Injector
Engine
Fuel Supply route
Fuel Supply route
1.
Fuel Inlet
Fuel Outlet
Q001522E
: Fuel flow direction : Fuel flow direction
Operation Section
1

23
9. OPERATION OF CONTROL SYSTEM COMPONENTS
9.1 Engine Control System Diagram
9.2 Engine ECU (Electronic Control Unit)
This is the command center that controls the fuel injection system and the engine operation in general.
Q001247E
Rail
Rail Pressure Sensor
(Pc Sensor)
Pressure limiter
injector
Engine ECU
SCV
(Sucton Control Valve)
Glow Relay
Crankshaft Position Sensor
(NE Sensor)
Cylinder Recognition
Position Sensor
(TDC Sensor)
Turbo Pressure
Sensor
Electronic Control
Throttle
Fuel Tank
Accelerator Position Sensor
Ignition Switch Signal
Starter Signal
Vehicle Speed Signal
Mitsubishi Diagnosis Tool (MUT-III)
Battery Voltage
Other Signals
Air Mass Flow Sensor
(With Intake Air Temperature)
Fuel Temperature
Sensor
Coolant
Temperature
Sensor
Operation Section
1

24
9.3 Cylinder Recognition Sensor (TDC)
Outputs a cylinder identification signal. The sensor outputs 5 pulses for every two revolutions (720CA) of the engine.
9.4 Turbo Pressure Sensor
This is a type of semi-conductor pressure sensor. It utilizes the characteristics of the electrical resistance changes that occur when the
pressure applied to a silicon crystal changes. Because a single sensor is used to measure both turbo pressure and atmospheric pressure,
a VSV is used to alternate between atmospheric and turbo pressure measurement.
Q001248E
<Outline Diagram>
Engine ECU
Detection Calculation Actuation
Sensor
Actuator
Q001249E
30CA 180CA 180CA
720CA
180CA
5V
1V
0V
Pulser
Sensor
Signal
Vcc
GND
OUT
Q001229E
GND PB
VC
Operation Section
1

25
(1) Atmospheric Pressure Measurement Conditions
The VSV turns ON for 150msec to detect the atmospheric pressure when one of the conditions below is present:
Engine speed = 0rpm
Starter is ON
Idle is stable
(2) Turbo Pressure Measurement Conditions
The VSV turns OFF to detect the turbo pressure if the atmospheric pressure measurement conditions are absent.
9.5 Mass Air Flow Sensor
This air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the detection area. By directly measuring
the mass and the flow rate of the intake air, the detection precision has been improved and the intake air resistance has been reduced.
This mass air flow meter has a built-in intake air temperature sensor.
Q001231E
VSV
Atmosphere
Turbo Pressure Sensor
Intake Manifold
0.5
4.5
3.2
VC = 5 V
266.6
Absolute Pressure
66.6 202.7
500 2000 1520
PB (V)
kPa (abs)
mmHg (abs)
<Pressure Characteristics>
ECU
Turbo Pressure Sensor
Pressure Sensor Device
Engine ECU
Constant Voltage
Power Supply
Microcomputer
Input Signal
Processing Circuit
Vc
PB
GND
Operation Section
1

26
9.6 Electronic Control Throttle
(1) Outline
The suctioning of air is stopped through interlocking the intake throttle with the key switch in order to reduce engine vibration when
the vehicle is turned off.
Q001260E
Engine ECU
EFI Main Relay
Airflow Meter
Power Supply
VG
+B
EVG
IC
THA
E2
Intake Air
Voltage Detection
Voltage Detection
Power
Supply
Intake Air
Temperature Sensor
Heating
Element
Air Thermometer
5V
Temperature
sensing
element
E2 THA VG E2 G +B
Heating
element
Temperature
sensor
Air
Air Flow-VG Characteristic
5
4
3
2
1
0
VG
(V)
1 2 5 10 20 50 100200
Air Flow (x10
-3
kg/s)
-20
0.2
0.3
0.5
0.7
1
2
3
5
7
10
20
30
k
20 40 60 80 C 0
Operation Section
1

27
(2) Operation
Q001256E
VTA1
VTA1 M+ M-
IC1
VC
VC
VTA2
VTA2
E2
E2
M+
M-
IC2
M
Valve Fully Opened
(Mechanical)
Valve Fully Opened
(by Control)
Valve Fully Closed
Q001232E
ON
Target Valve Opening
(Percentage)
Throttle valve fully opened
(by control)
Key switch OFF throttle valve shut.
Approx. 0.1 - 0.2 sec.
Engine OFF, valve fully opened
(by control)
Valve fully opened
(mechanical)
OFF
100%
Engine Key
0%
Operation Section
1

28
10. VARIOUS TYPES OF CONTROL
10.1 Outline
This system effects fuel injection quantity and injection timing control more appropriately than the mechanical governor and timer
used in the conventional injection pump. The engine ECU performs the necessary calculations in accordance with the sensors installed
on the engine and the vehicle. It then controls the timing and duration of time in which current is applied to the injectors, in order to
realize both optimal injection and injection timing.
10.2 Fuel Injection Rate Control Function
Pilot injection control injects a small amount of fuel before the main injection.
10.3 Fuel Injection Quantity Control Function
The fuel injection quantity control function replaces the conventional governor function. It controls the fuel injection to an optimal
injection quantity based on the engine speed and accelerator position signals.
10.4 Fuel Injection Timing Control Function
The fuel injection timing control function replaces the conventional timer function. It controls the injection to an optimal timing based
on the engine speed and the injection quantity.
10.5 Fuel Injection Pressure Control Function (Rail Pressure Control Func-
tion)
The fuel injection pressure control function (rail pressure control function) controls the discharge volume of the pump by measuring
the fuel pressure at the rail pressure sensor and feeding it back to the ECU. It effects pressure feedback control so that the discharge
volume matches the optimal (command) value set in accordance with the engine speed and the injection quantity.
Operation Section
1

29
11. FUEL INJECTION QUANTITY CONTROL
11.1 Outline
This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and intake
air pressure corrections to the basic injection quantity. The engine ECU calculates the basic injection quantity based on the engine
operating conditions and driving conditions.
11.2 Injection Quantity Calculation Method
The calculation consists of a comparison of the following two values: 1. The basic injection quantity that is obtained from the governor
pattern, which is calculated from the accelerator position and the engine speed. 2. The injection quantity obtained by adding various
types of corrections to the maximum injection quantity obtained from the engine speed. The lesser of the two injection quantities is
used as the basis for the final injection quantity.
11.3 Set Injection Quantities
(1) Basic Injection Quantity
This quantity is determined by the engine speed and the accelerator opening. With the engine speed constant, if the accelerator opening
increases, the injection quantity increases; with the accelerator opening constant, if the engine speed rises, the injection quantity de-
creases.
Q001252E
Engine Speed
Engine Speed
Accelerator Opening
I
n
j
e
c
t
i
o
n

Q
u
a
n
t
i
t
y
I
n
j
e
c
t
i
o
n

Q
u
a
n
t
i
t
y
Accelerator Opening
Engine Speed
Basic Injection Quantity
Maximum Injection Quantity
Low
Quantity
Side Selected
Corrected
Final Injection
Quantity
Injector Actuation
Period Calculation
Individual Cylinder
Correction Quantity
Turbo Pressure Correction
Atmospheric Pressure Correction
Intake Air Temperature Correction
Speed Correction
Injection Pressure Correction
Operation Section
1

30
(2) Maximum Injection Quantity
This is determined based on the basic maximum injection quantity determined by the engine speed, and the added corrections for in-
take air pressure.
(3) Starting Injection Quantity
When the starter switch is turned ON, the injection quantity is calculated in accordance with the starting base injection volume. The
base injection quantity and the inclination of the quantity increase/decrease change in accordance with the water temperature and the
engine speed.
(4) Idle Speed Control (ISC) System
This system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed calculated
by the engine ECU.
B
a
s
i
c

I
n
j
e
c
t
i
o
n

Q
u
a
n
t
i
t
y
Engine Speed
Accelerator Opening
Q000888E
QB0717E
Engine Speed
B
a
s
i
c

M
a
x
i
m
u
m

I
n
j
e
c
t
i
o
n

Q
u
a
n
t
i
t
y
Base injection
quantity
Starter ON time
Start
Water temperature
STA/ON
QD0805E
I
n
j
e
c
t
i
o
n

q
u
a
n
t
i
t
y
Operation Section
1

31
The target speed varies, depending on the ON/OFF state of the air conditioner and the coolant temperature.
(5) Idle Vibration Reduction Control
In order to reduce vibration during idling, the angular (time difference between A and B [C and D]) speed of each cylinder is detected
using the speed pulse signal to control the injection quantity of each cylinder. As a result crank angle speed becomes more uniform
and smoother engine operation is achieved.
Q001254E
Coolant Temperature
Air Conditioner Load
Gear Position
Accelerator Opening
Vehicle Speed
Conditions for Start of Control
Control Conditions
Target Speed
Calculation
Comparison
Injection
Quantity
Correction
Speed
Detection
Air Conditioner S/W
Coolant Temperature
Neutral S/W
T
a
r
g
e
t

S
p
e
e
d

C
a
l
c
u
l
a
t
i
o
n
I
n
j
e
c
t
i
o
n
Q
u
a
n
t
i
t
y
D
e
t
e
r
m
i
n
a
t
i
o
n
[Target speed]
800
20
Coolant water temperature (C)
QD1172E
E
n
g
i
n
e

s
p
e
e
d

(
r
p
m
)
A/C ON/OFF
Operation Section
1

32
Speed Pulse
Control Diagram
Q001255E
30CA
360CA
5V
0V
Pulser
Sensor
Signal
(Make the t for all the cylinders equal.)
( t1,4_L)
A
( t1,4_H)
B
( t2,3_L)
C
( t2,3_H)
D
Cylinder #1(#4) Cylinder #2(#3)
Q001230E
Crankshaft Angle
Crankshaft Angle
Correction
#1 #1 #3 #4 #2 #3 #4 #2
Crank
Angle
Speed
Operation Section
1

33
12. FUEL INJECTION TIMING CONTROL
12.1 Ouline
Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.
12.2 Main and Pilot Injection Timing Control
(1) Main Injection Timing
The engine ECU calculates the basic injection timing based on the engine speed and the final injection quantity, and adds various types
of corrections in order to determine the optimal main injection timing.
(2) Pilot Injection Timing (Pilot Interval)
Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The pilot interval is calculated based on the
final injection quantity, engine speed, coolant temperature, ambient temperature, and atmospheric pressure (map correction). The pilot
interval at the time the engine is started is calculated from the coolant temperature and engine speed.
Top Dead Center (TDC)
Pilot Injection
Main Injection
Interval
QB0723E
Operation Section
1

34
(3) Injection Timing Calculation Method
12.3 Microinjection Quantity Learning Control
(1) Outline
Quantity learning control is used in every vehicle engine (injector) to preserve the accuracy of quantity (specifically, pilot injection
quantity.)
This type of control is first performed when shipped from the factory (L/O), and later is automatically performed every time the vehicle
runs a set distance (for details, see item "A".) Because of quantity learning control, the accuracy of each injector can be preserved not
only initially, but also as deterioration in injection occurs over time. As a result of this learning, correction values are recorded in the
ECU. During normal driving operations, this correction value is used to make modifications to injection commands, resulting in ac-
curate microinjection.
(2) Learning Operations
For every two no load, idle instability conditions established (See chart "A" below) quantity learning takes place.
In addition, it is also possible to perform quantity learning control manually as a diagnostic tool.
NE Pulse
Solenoid Valve Control Pulse
Nozzle Needle Lift
0 1
Actual TDC
Main Injection Pilot Injection
Pilot Injection Timing
Main Injection Timing
Pilot Interval
Basic Injection
Timing
Corrections
Engine Speed
Injection Quantity
Main Injection
Timing
A
t
m
o
s
p
h
e
r
i
c

P
r
e
s
s
u
r
e

C
o
r
r
e
c
t
i
o
n
C
o
o
l
a
n
t

T
e
m
p
e
r
a
t
u
r
e

C
o
r
r
e
c
t
i
o
n
I
n
t
a
k
e

A
i
r

T
e
m
p
e
r
a
t
u
r
e

C
o
r
r
e
c
t
i
o
n
I
n
t
a
k
e

A
i
r

P
r
e
s
s
u
r
e

C
o
r
r
e
c
t
i
o
n
[1] Outline of Timing Control
[2] Injection Timing Calculation Method
QB0724E
V
o
l
t
a
g
e

C
o
r
r
e
c
t
i
o
n
Operation Section
1

35
(3) Operational Outline
Learning control sends ISC (target speed correction quantity) and FCCB (cylinder-to-cylinder correction quantity) feedback based on
engine speed to apply injection control. The correction quantity is added to each cylinder based on ISC and FCCB correction infor-
mation. The corrected injection quantity is then calculated.
Through the use of quantity learning control, injection is divided into 5 injections. In this state, the value for ISC and FCCB corrected
injection quantity that has been divided into five injections is calculated as the "learning value".
Q001250E
Manual Learning Operations (as a Diagnostic Tool)
(A)
Number of IG OFF Occurrences
Vehicle Running Distance
Injection Quantity Deterioration Over Time Judgment
No Load Idle Instability Condition
Establishment of
Learning Operations
Q001251E
1st Cylinder
2nd Cylinder
3rd Cylinder
4th Cylinder
1st Cylinder
2nd Cylinder
3rd Cylinder
4th Cylinder
: ISC Correction Portion
ISC
Correction
Portion

: FCCB Correction Portion

FCCB
Correction
Portion
<Calculated Microinjection Quantity>
<When Performing Microinjection Quantity Learning>

Learning
Value
Operation Section
1

36
13. FUEL INJECTION RATE CONTROL
13.1 Outline
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay from the time
fuel is injected to the beginning of combustion, cannot be shortened to less than a certain value. As a result, the quantity of fuel that
is injected until main ignition occurs increases, resulting in an explosive combustion at the time of main ignition. This increases both
NOx and noise. For this reason, pilot injection is provided to minimize the initial ignition rate, prevent the explosive first-stage com-
bustion, and reduce noise and NOx.
Normal Injection Pilot Injection
Large First-stage
Combustion
(NOx and Noise)
Small First-stage
Combustion
Injection Rate
Heat Release
Rate
-20 TDC 20 40
Crankshaft Angle (deg)
-20 TDC 20 40
Crankshaft Angle (deg)
QD2362E
Operation Section
1

37
14. FUEL INJECTION PRESSURE CONTROL
14.1 Fuel Injection Pressure
The engine ECU determines the fuel injection pressure based on the final injection quantity and the engine speed. The fuel injection
pressure at the time the engine is started is calculated from the coolant temperature and engine speed.
Q000632E
Pressure
Pump Speed
Final Injection Quantity
Operation Section
1

38
15. DIAGNOSTIC TROUBLE CODES (DTC)
15.1 About the Codes Shown in the Table
The "SAE" diagnostic trouble code indicates the code that is output through the use of the STT (WDS). (SAE: Society of Automotive
Engineers)
15.2 Diagnostic Trouble Code Details
The DTC chart below is common to the 4D56/4M41 model. However, DTC number "P1210" is only for use with the 4D56 2WD
model engine.
DTC
Number
(SAE)
Diagnostic Item Diagnostic Classifica-
tion
Malfunctioning Part Light
ON
Remarks
P0016 Speed-G phase gap
malfunction
Pulse system malfunc-
tion
Crankshaft position sen-
sor, cylinder recognition
sensor
Yes
P0072 Intake manifold tem-
perature sensor - low
Open circuit detection
(+B short, ground
short, open)
Intake temperature sensor No
P0073 Intake manifold tem-
perature sensor - high
Open circuit detection
(+B short, ground
short, open)
Intake temperature sensor No
P0088 Rail high pressure
abnormality
Fuel pressure control
system abnormality
Injector Yes
P0089 SCV stuck diagnosis Fuel pressure control
system abnormality
Supply pump Yes
P0093 Fuel leak Fuel leak Fuel piping Yes
P0102 Airflow sensor - low Open circuit detection
(+B short, ground
short, open)
Air Flow Sensor No
P0103 Airflow sensor - high Open circuit detection
(+B short, ground
short, open)
Air Flow Sensor No
P0106 Turbo pressure sensor
characteristic abnor-
mality
Sensor characteristic
abnormality
Turbo pressure sensor Yes
P0107 Turbo pressure sensor -
low
Open circuit detection
(+B short, ground
short, open)
Turbo pressure sensor Yes
P0108 Turbo pressure sensor -
high
Open circuit detection
(+B short, ground
short, open)
Turbo pressure sensor
Yes
Operation Section
1

39
P0112 Intake temperature
sensor - low
Open circuit detection
(+B short, ground
short, open)
Intake temperature sen-
sor (AFS)
Yes
P0113 Intake temperature
sensor - high
Open circuit detection
(+B short, ground
short, open)
Intake temperature sen-
sor (AFS)
Yes
P0117 Coolant temperature
sensor - low
Open circuit detection
(+B short, ground
short, open)
Coolant temperature
sensor
Yes
P0118 Coolant temperature
sensor - high
Open circuit detection
(+B short, ground
short, open)
Coolant temperature
sensor
Yes
P0122 Electronic control
throttle - low
Open circuit detection
(+B short, ground
short, open)
Electronic control throttle Yes
P0123 Intake valve sensor -
high
Open circuit detection
(+B short, ground
short, open)
Electronic control throttle Yes
P0182 Fuel temperature sen-
sor - low
Open circuit detection
(+B short, ground
short, open)
Supply Pump Yes
P0183 Fuel temperature sen-
sor - high
Open circuit detection
(+B short, ground
short, open)
Supply Pump Yes
P0191 Rail pressure sensor
characteristic abnor-
mality
Sensor characteristic
abnormality
Rail Yes
P0192 Rail pressure sensor
(time) low
Open circuit detection
(+B short, ground
short, open)
Rail Yes
P0193 Rail pressure sensor
(time) high
Open circuit detection
(+B short, ground
short, open)
Rail Yes
P0201 TWV 1 (No.1 cylin-
der) actuation system
open circuit
Injector actuation
abnormality
Injector Yes
P0202 TWV 4 (No.2 cylin-
der) actuation system
open circui
Injector actuation
abnormality
Injector Yes
P0203 TWV 2 (No.3 cylin-
der) actuation system
open circuit
Injector actuation
abnormality
Injector Yes
P0204 TWV 3 (No.4 cylin-
der) actuation system
open circuit
Injector actuation
abnormality
Injector Yes
DTC
Number
(SAE)
Diagnostic Item Diagnostic Classifica-
tion
Malfunctioning Part Light
ON
Remarks
Operation Section
1

40
P0219 Engine overrun abnor-
mality
Engine abnormality Engine Yes
P0234 High boost abnormal-
ity diagnosis
Engine abnormality Engine Yes
P0301 Injector function (non -
injection) 1
Injector actuation abnor
malily
Injector Yes
P0302 Injector function (non -
injection) 2
Injector actuation abnor
malily
Injector Yes
P0303 Injector function (non -
injection) 3
Injector actuation abnor
malily
Injector Yes
P0304 Injector function (non -
injection) 4
Injector actuation abnor
malily
Injector Yes
P0335 No speed pulse input Pulse system malfunc-
tion
Crankshaft position sen-
sor
Yes
P0336 Abnormal speed pulse
number
Pulse system malfunc-
tio
Crankshaft position sen-
sor
Yes
P0340 No G pulse input Pulse system malfunc-
tion
Cylinder recognition sen-
sor
Yes
P0341 Cylinder recognition
sensor pulse number
abnormality
Pulse system malfunc-
tion
Cylinder recognition sen-
sor
Yes
P0405 EGR lift sensor - low Open circuit detection
(+B short, ground
short, open)
EGR valve No
P0406 EGR lift sensor - high Open circuit detection
(+B short, ground
short, open)
EGR valve No
P0502 Vehicle speed
abnormality - low
Pulse system malfunc-
tion
Vehicle speed sensor Yes
P0513 Immobilizer authenti-
catuin error
Network Network Yes
P0551 Power Steering Switch
ON malfuncion
Power Steering Switch
malfuncion
Power Steering Switch Yes
P0603 EEPROM abnormality Engine ECU internal
circuit memory device
Engine ECU Yes
P0604 RAM abnormality Engine ECU Engine ECU Yes
P0605 Engine ECU flash-
ROM abnormality
Engine ECU
Engine ECU
Yes
P0606 Engine ECU CPU
abnormality (main IC
abnormality)
Engine ECU Engine ECU Yes
P0607 Engine ECU abnor-
mality (monitoring IC
abnormality)
Engine ECU Engine ECU Yes
DTC
Number
(SAE)
Diagnostic Item Diagnostic Classifica-
tion
Malfunctioning Part Light
ON
Remarks
Operation Section
1

41
P0628 SCV actuation system
abnormality
Fuel pressure control
system abnormality
Supply pump Yes
P0629 SCV +B short Fuel pressure control
system abnormality
Supply pump Yes
P0630 VIN not registered in
Engine ECU
Engine ECU write
defect
Engine ECU (VIN
rewrite)
Yes VIN stands for Vehi-
cle Identification Num-
ber. If this DTC code
is detected, rewrite the
VIN to the Engine
ECU. This does not
mean that engine ECU
is malfunctioning. Do
not replace the engine
ECU
P0638 Intake throttle valve
stuck
Actuator malfunction Electronic control throttle Yes
P0642 Sensor - voltage 1 low Engine ECU Engine ECU Yes
P0643 Sensor - voltage 1 high Engine ECU Engine ECU Yes
P0652 Sensor - voltage 2 low Engine ECU Engine ECU Yes
P0653 Sensor - voltage 2 high Engine ECU Engine ECU Yes
P1203 Low charge Engine ECU Engine ECU Yes
P1204 Over charge Engine ECU Engine ECU Yes
P1210 Throttle valve opening Actuator malfunction Throttle valve Yes Only 4D56 Engine
2WD
P1272 P/L open valve abnor-
mality
Fuel pressure control
system abnormality
Rail Yes
P1273 Single pump abnor-
mality diagnosis
Fuel pressure control
system abnormality
Supply pump Yes In the event that the
vehicle runs out of gas,
"P1273" may be
detected when the
vehicle is restarted.
When "P1273" is dis-
played, the user should
verify whether or not
there is gas in the vehi-
cle.
Do not replace the
pump assy. if it has
been verified that the
vehicle has run out of
gas. Remove the air
from the fuel, and erase
the code using the
MITSUBISHI MUT III
diagnosis tool.
DTC
Number
(SAE)
Diagnostic Item Diagnostic Classifica-
tion
Malfunctioning Part Light
ON
Remarks
Operation Section
1

42
P1274 Pump protective fill
plug
Fuel pressure control
system abnormality
Supply pump Yes
P1275 Pump exchange fill
plug
Fuel pressure control
system abnormality
Supply pump Yes
P1276 Fuel Filter choke Fuel filter Fuel filter and the pipings Yes For Low lubricating
model only
P1625 QR data
abnormality
Engine ECU Engine ECU Yes
P1626 QR data failure to
write to disc malfunc-
tion
Engine ECU Engine ECU Yes
P2118 DC motor over current
abnormality
Actuator malfunction Electronic control throttle Yes
P2122 Accelerator sensor-1
low
Open circuit detection
(+B short, ground
short, open)
Accelerator position sen-
sor
Yes
P2123 Accelerator sensor-1
high final
Open circuit detection
(+B short, ground
short, open)
Accelerator position sen-
sor
Yes
P2124 Accelerator sensor-1
high
Open circuit detection
(+B short, ground
short, open)
Accelerator position sen-
sor
No
P2127 Accelerator sensor-2
low
Open circuit detection
(+B short, ground
short, open)
Accelerator position sen-
sor
Yes
P2138 Accelerator sensor -
duplicate malfunction
high
Open circuit detection
(+B short, ground
short, open)
Accelerator position sen-
sor
Yes
Accelerator sensor -
duplicate malfunction
low
Open circuit detection
(+B short, ground
short, open)
Accelerator Position Sen-
sor
Yes
ACCP characteristic
abnormality
Sensor characteristic
abnormality
Accelerator Position Sen-
sor
Yes
P2146 Common 1 system
open circuit
Injector actuation
abnormality
Injector , Wire harness or
Engine ECU
Yes
P2147 COM1 TWV actua-
tion system ground
short
Injector actuation
abnormality
Injector, Wire harness or
Engine ECU
Yes
P2148 COM1 TWV actua-
tion system +B short
Injector actuation
abnormality
Injector, Wire harness or
Engine ECU
Yes
P2149 Common 2 system
open circuit
Injector actuation
abnormality
Yes
DTC
Number
(SAE)
Diagnostic Item Diagnostic Classifica-
tion
Malfunctioning Part Light
ON
Remarks
Operation Section
1

43
P2228 Atmospheric pressure
sensor - low
Open circuit detection
(+B short, ground
short, open)
Engine ECU Yes
P2229 Atmospheric pressure
sensor - high
Open circuit detection
(+B short, ground
short, open)
Engine ECU Yes
P2413 EGR feedback abnor-
mality
Actuator malfunction EGR valve No
UD073 CAN bus OFF error Network Network No
UD101 CAN time out flag
(trans)
Network Network No
UD102 CAN time out flag
(ESP)
Network Network No
UD109 CAN time out flag
(ETACS)
Network Network No
UD117 CAN time out flag
(immobilizer)
Network Network No
UD190 CAN communication Network Network No
DTC
Number
(SAE)
Diagnostic Item Diagnostic Classifica-
tion
Malfunctioning Part Light
ON
Remarks
Operation Section
1

44
16. EXTERNAL WIRING DIAGRAM
16.1 Engine ECU External Wiring Diagram
The wiring diagram below is common to the 4D56/4M41 model.
Q001519E
Air
Conditioning
Relay
FAN Relay
Control (ECCS) Relay
W-B
B-W
R-Y
R
B
G
Gr
R
R
G
B-W
B-W
Y-R
L
R-W
G-W
W-L
Gr
Br
Br
Y-G
Y-G
L-R
L-R
L-W
Gr
Br-W
Y-R
B
L
L-Y
Br
Y-B
G-B
Lg-R
L
R
G-Br
B-W
B-W
B-R
Y-R
R-G
L
R-B
L-Y
P1P2
Air Conditioning 1 Switch
BATT
Glow Light
Glow Plug Relay
BATT
Key ACC
I
S
OFF
Battery
Starter
Motor
EGR
Position
Sensor
EGR
DC Motor
Electronic
Throttle
Control
Body
Earth
P1
Engine Warning Light
Tacho Meter
Vihicle Speed Sensor
NE+
NE-
A46
A65
A-VCC3
A-VCC4
Crankshaft
Position
Sensor
Cylinder
Recognition
Sensor
A44
A45
BATT B40
A/C1 SW A12
W A16
GROW L A38
GROW R A37
IG-SW B26
STA-SW B18
EGR LIFT RTN A72
EGR LIFT A53
B05
EGR - A07
EGR + A08
ETC - B37
ETC + B35
A64
ETCP-M
SPD B16
TACHO B25
+BP B38
M-REL B24
C FAN R A27
A/C R A26
CAN1-H
CAN1-L
B14
B06
G+
G-
A47
A66
PS-SW Power Steering Switch
Reverse Shift Switch
1st Shift Switch
Air Temperature Sensor
Fuel Temperature Sensor
Body
Earth
BATT
Accelerator
Position Sensor
B30
MT REV SW B20
MT 1ST SW B19
A-VCC1 B01
APS1 B02
APS1 GND B03
A-VCC2 B09
APS2 B10
APS2 GND B11
A10
SCV-
SCV
(Suction Control Valve)
SCV+
A29
A79
THF
THA
A50
THFRTN A69
Coolant Temperature Sensor A51
THWRTN
THW
A70
PTC Control Switch PTC SW A14
A-VCC6
Operation Section
1

45
16.2 Engine ECU Connector Diagram
The connector diagram and terminal below are common to the 4D56/4M41 model.
Terminal Connections (1)
No. Pin Symbol Signal Name No. Pin Symbol Signal Name
A01 P-GND Power Ground A11
A02 A12 A/C1 SW Air Condition 1 Switch
A03 P-GND Power Ground A13 IDLUP SW IDLUP SW (For EU)
A04 COMMON 1 INJ#1/#4 BATT. A14 PTC HEATER SW PTC HEATER CONT SW(For EU)
A05 COMMON 1 INJ#2/#3 BATT. A15 THR THROTTLE SOLENOID VALVE
(For Thailand model)
A06 A16 W Engine Warning Light
A07 EGR- EGR-DC Motor (-) A17 SCV SWIRL CONT VALVE(For EU)
A08 EGR+ EGR-DC Motor (+) A18
A09 A19
A10 SCV+ Suction Control Valve A20
Q001520E
Rail Pressure Sensor
(Pc Sensor)
EXT
Air Temperature Sensor
Airflow Sensor
P1
Turbo Pressure Sensor
COMMON1 A04
TWV1 A43
TWV1 A42
COMMON1 A05
TWV2
TWV2
A24
Injector3 Drive (#4 Cylinder)
A23
TWV3 A41
TWV3 A40
TWV4 A22
TWV4 A21
Body Earth
P-GND
C-GND
P-GND A01
A03
B33
A48 PFUEL1
A63 A-VCC5
A68 PFUEL RTN
A64
A52 BOOST
A71 BOOST RTN
A-VCC6
A55
A74
A54 AMF
A73 AMF RTN
EXT-A-TMP
EXT-A-RTN
Injector4 Drive (#2 Cylinder)
Injector2 Drive (#3 Cylinder)
Injector1 Drive (#1 Cylinder)
B
B
B
Br
W-R
B-L
Y-L
Br
G-Br
Gr
Br
R
R
W
B-G
B-G
Y-G
Y-G
L-G
L-G
L-Y
G
G
W-L
L
Y
Q001521E
PTC
SW
Operation Section
1

46
Terminal Connections (2)
No. Pin Symbol Signal Name No. Pin Symbol Signal Name
A21
TW4 Injection 4 Drive (# 2 Cylinder)
A56
A57
A22 A58
A23
TWV2 Injection 2 Drive (#3 Cylinder)
A59
A24 A60
A25 PTC HEATER 1 PTC HEATER (For EU) A61
A26 A/C R Air Conditioning Relay A62
A27 C FAN R FAN Relay A63 A-VCC5 Rail Pressure Sensor Source
A28 PTC HEATER 2 PTC HEATER (For EU) A64 A-VCC6 Turbo Pressure Sensor Source (5V)
A29 SCV- Suction Control Valve A65 NE- Crankshaft Position Sensor Ground
A30 A66 G- Cylinder Recognition Sensor Ground
A31 A/C2 SW A/C2 SW (For EU) A67
A32 A68 PFUEL RTN Rail Pressure Sensor Earth
A33 A69 THF RTN Air Temperature Sensor, Fuel Temper-
ature Sensor Earth
A34 A70 THW RTN Coolant Temperature Sensor Earth
A35 A71 BOOST RTN Turbo Pressure Sensor
A36 A72 EGR Lift RTN EGR Position Sensor Earth
A37 Glow R Glow Plug Relay A73 AMF-RTN Airflow Sensor Earth
A38 Glow L Glow Light A74 EXT-A-RTN Air Temperature Sensor Earth
(W/FAS)
A39 A75
A40 TWV3 Injection 3 Drive (#4 Cylinder) A76
A41 TWV3 Injection 3 Drive (#4 Cylinder) A77
A42 TWV1 Injection 1 Drive (#1 Cylinder) A78
A43 TWV1 Injection 1 Drive (#1 Cylinder) A79 THA Air Temperature Sensor
A44 A-VCC3 Crankshaft Position Sensor BATT A80
A45 A-VCC4 Cylinder Recognition Sensor BATT A81 ETCP-S TPS(SUB) (For EU)
A46 NE+ Crankshaft Position Sensor B01 A-VCC 1 Accelerator Position Sensor (Main)
Source
A47 G+ Cylinder Recognition Sensor B02 APS 1 Accelerator Position Sensor (Main)
A48 PFUEL 1 Rail Pressure Sensor (Pc Sensor) B03 APS 1 GND Accelerator Position Sensor (Main)
Earth
A49 PFUEL F/PRESS SNSR (B/UP) (For EU) B04
A50 THF Fuel Temperature Sensor B05 ETCP-M Electronic Throttle Control (Main)
A51 THW Coolant Temperature Sensor B06 CAN1-L CAN L (W/Resister)
A52 BOOST Turbo Pressure Sensor B07
A53 EGR LIFT EGR Position Sensor B08
A54 AMF Airflow Sensor B09 A-VCC 2 Accelerator Position Sensor (Sub)
Source
A55 EXT-A-TMP Air Temperature Sensor (W/AFS) B10 APS 2 Accelerator Position Sensor (Sub)
Operation Section
1

47
Terminal Connections (3)
No. Pin Symbol Signal Name No. Pin Symbol Signal Name
B11 APS 2 GND Accelerator Position Sensor (Sub)
Earth
B26 IG-SW Ignition Switch
B12 B27 +
B13 B28
B14 CAN1-H CAN H (W/Resister) B29
B15 B30 PS-SW Power Steering Switch
B16 SPD Vehicle Speed Sensor B31
B17 FPSW F/FILTER PRESS SW (For low
lubricating)
B32
B18 STA-SW Starter Switch B33 C-GND SIG Ground
B19 MT 1ST SW 1st Shift Switch B34
B20 MT REV SW Reverse Shift Switch B35 ETC+ Electronic Throttle Control Motor (+)
B21 B36
B22 B37 ETC- Electronic Throttle Control Motor (-)
B23 B38 +BP Battery
B24 M-REL Control (ECCS) Relay (W/
DIODE)
B39
B25 TACHO Tacho meter B40 BATT. Battery (Back-up, W/Monitor)
Operation Section
1

48
DENSO INTERNATIONAL THAILAND
Field Technical Service Department
Edited and published by:
369 Moo 3 Teparak Rd. Muang Samutprakarn
Thailand
Published : May, 2006