PCR Ford English

General Trainer additional information
Note on handling Siemens “Piezo Common Rail

PCR 2 DV4TD Ford” aftersales documentation Date: 06/2002
Note on handling Siemens aftersales documentation
NOTE: This Siemens aftersales documentation

entitled “Piezo Common Rail PCR 2
DV4TD Ford” must be treated as strictly
confidential and is intended exclusively
for the Ford Service Trainer for
information. It must not be passed to
third parties.
Service Training TAI -- 1

»Piezo Common Rail PCR 2 DV4 TD Ford
After Sales Documentation«
Diesel-Systems
Applicable
This handbook is applicable for:
System: Siemens PCR2 DV 4 TD
Engine: PSA DV 4 TD
Vehicle: Ford B 256
Contents
A System description PCR 2 diesel injection system . . . . . . . . . . . . . . . . . . . . . . . . . 5
1. Complete system PCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.1 General to the PCR-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2. System boundaries fuel supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3. System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.1 Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 Diesel Common Rail Pump (DCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.3 Volumetric Control Valve (VCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.4 Pressure Control Valve (PCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.5 High pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.6 Engine Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4. Initial start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.1 First time start of the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.2 Initial start after a repair / Start after an empty tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
B Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
1. System Nominal Value and Operating Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

1.1 Typical values by various operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
1.2 Typical Start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
2. Fault Search Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

2.1 MIL control lamp does not light up by turned on ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.2 MIL control lamp lights when the engine is running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
2.3 Engine does not start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.4 Engine starts badly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
2.5 Poor cold start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
2.6 Engine does not allow itself to be turned off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
2.7 Engine dies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
2.8 Engine idle too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
2.9 Engine idle too low or runs rough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
PCR 2 DV 4 TD / FORD 1/2002 1

2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently . . . 70
2.11 Vehicle jerks by constant speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
2.12 Vehicle accelerates without actuation of the accelerator pedal . . . . . . . . . . . . . . . . . . . . . . . 77
2.13 Vehicle does not slow down (no coasting down) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
2.14 Vehicle judders while coasting with gear engaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
2.15 Performance too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
2.16 Performance too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
2.17 Bouncing by acceleration or braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
2.18 Vehicle accelerates strongly while coasting after release of the brake . . . . . . . . . . . . . . . . . 87
2.19 Engine smokes while driving steep sloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
2.20 Engine smokes at start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
2.21 Engine produces smoke / blue smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
2.22 Engine produces white smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
2.23 High fuel consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
2.24 Engine knocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
2.25 Engine gets too hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
2.26 Engine does not fulfil the requirements of the AU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
3. Fault code listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
4. Test instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

4.1 Directives for working on diesel fuel systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.1.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.1.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.1.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . 115
4.1.4 Precondition for the test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
4.2 Check low pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
4.2.1 Check internal fuel transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
4.2.2 Check Internal Transfer Pump (ITP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
4.3 Check high pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
4.3.1 Check PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
4.3.2 Check high pressure pump (HPP) and VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
4.3.3 Check rail pressure control loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
4.4 Check injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
4.4.1 High injector leakage /injectors remain open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
4.4.2 Faulty injected amount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
4.5 Check engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
5. Diagnosis tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

5.1 Freeze Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
5.2 Actuator tests through diagnosis tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
5.2.1 Test PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
5.2.2 Test VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
5.2.3 Test EGR valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.4 Glow plug relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.5 Test Coolant pre-heating (Heating circuit 1 and 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.6 Test Cooler fan 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
5.2.7 ACC relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
2 PCR 2 DV 4 TD / FORD 1/2002

C Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
1. Directives for working on the diesel fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

1.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
1.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
1.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . . . . . 151
2. Cleaning of the fuel high pressure connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

2.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
2.2 Preparatory work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
2.3 Work process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
3. Disassemble and assemble injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

3.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
3.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
3.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
4. Disassemble and assemble high pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

4.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
4.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
4.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
5. Removal and assembly of the Engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

5.1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
5.2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
PCR 2 DV 4 TD / FORD 1/2002 3

Symbols
This hand book contains the following symbols:
* This symbol marks components which are out of

the scope of delivery.
Danger
This symbol reminds you to act according the regula-

tions for the prevention of accidents. Ignoring these
regulations can result in severe or fatal injuries.
Important
This Symbol calls for attention to the possible dama-

ging of systems, engine or other components.
Remark
This tip gives advice on easements of labor or

further informations.
This symbol denotes an interrupted

listing that is continued on the next
page.
4 PCR 2 DV 4 TD / FORD 1/2002

A System description PCR 2 diesel injection system
1. Complete system PCR
1.1 General to the PCR-System
The diesel fuel injection technic which are available at the Independent of the engine speed, the system pressure
present time are separated into helical groove controlled, generated with the aid of the DCP will be optimaly adjus-
time controlled and in decoupled systems. The only de- ted for every operational condition. Due to the storage
coupled system by which there is no direct dependence volume of the rail*, the injection pressure will remain
between the crankshaft angle and the high pressure ge- practically constant over the complete duration of the in-
neration, is the common rail system. jection process.
The SiemensVDO diesel injection system Piezo Com- The system will be operated with a pre-injection and a
mon Rail (PCR) is a common rail injection system of the main-injection.
2nd generation, for which piezo controlled injectors are The pre-injection reduces the combustion sound, redu-
utilised. ces the mechanical load and, in many cases, the exhaust
emissions.
It consists of the Diesel Common Rail Pump (DCP) and
the piezo controlled injectors. The Rail* (storage line) and
the pressure pipes* are not part of the scope of delivery *The Rail and the High pressure pipes are not included in
and therefore are not described in this manual. the scope of delivery.
The Volumetric Control Valve (VCV), the Internal Transfer
Pump (ITP), the High Pressure Pump (HPP) and the Pres-
sure Control Valve (PCV) are integrated into the DCP.
The structure of the DCP allows the exact supply of fuel
according to requirements and provides thereby, an in-
crease in the efficiency of the diesel motor.
The diesel fuel will be drawn from the fuel tank by the in-
ternal transfer pump (ITP) and delivered to the volumetric
control valve (VCV). The volumetric control valve governs
the amount of fuel supplied to the high pressure pump
(HPP). The internal transfer pump and high pressure
pump are directly driven by the engine. The high pressu-
re pump delivers the fuel to the rail* at a pressure of up
to 1500 bar. The rail* and the injectors are connected to-
gether through the high pressure pipes*. The Piezo injec-
tors allow extremely short response times and make it
possible to freely select the injection begin and the fuel
quantity according to the demands of the engine control
unit (ECU).
PCR 2 DV 4 TD / FORD 1/2002 5

6 PCR 2 DV 4 TD / FORD 1/2002
1 Air filter
2 Air mass sensor with air intake temperature sensor
3 Turbocharger
4 Catalytic converter
5 Wastegate
6 Accelerator pedal
7 Accelerator pedal sensor
8 Coolant temperature sensor
9 Crankshaft sensor
10 High pressure sensor
11 Engine control unit (ECU)
12 Sensor for the fuel gauge
13 Fuel tank
14 Hand pump
15 Fuel filter
16 Diesel Common Rail Pump (DCP)
a Pressure control valve (PCV)
b High pressure pump (HPP)
c Volumetric control valve (VCV)
d Internal transfer pump (ITP)
17 Glow plug relay
18 Fuel temperature sensor
19 Rail*
20 Injector
21 Camshaft sensor
22 Vacuum pump
23 Exhaust gas re-circulation (EGR) valve
24 EPC EGR valve
C1 Cylinder 1
C2 Cylinder 2
C3 Cylinder 3
C4 Cylinder 4
*The Rail and the High pressure pipes are not included in
PCR 2 DV 4 TD / FORD 1/2002 7

8 PCR 2 DV 4 TD / FORD 1/2002
2. System boundaries fuel supply
Diesel Common Rail Pumpe DCP High pressure sensor
D Diesel The fuel pressure measured by the High pressure sensor

C Common Rail is used by the engine control unit (ECU) for the computa-
P Pump tion of the control period of the injectors.
The diesel common rail pump consists of the following

components which are all in a single housing: Piezo injectors
• Internal transfer pump ITP The Piezo injectors allows an extremely quick and exact
dosage of the fuel amount.
I Internal
T Transfer The response time of the Piezo injectors, which is 4 ti-
P Pump mes quicker that the previous systems, allow shorter and
The internal transfer pump which is constructed as a more variable distances between the pre-injection and
vane-type pump has the task to draw the fuel from the main- injection.
tank through the fuel filter and to supply the high pres-
sure pump with diesel fuel. In addition to this, it sup- Through the possibilities gained by the recovery of ener-
plies the high pressure pump with fuel for lubrication gy, the necessary triggering energy is reduced conside-
purposes. rably. In addition, through the simplified electrical control,
a greater electromagnetic toleration and thereby an es-
sential reduction in the susceptibility for failure is achie-
• Volumetric control valve VCV ved.
V Volumetric
C Control
V Valve *The Rail and the High pressure pipes are not included in
The volumetric control valve controls the flow rate of
the fuel to the high pressure pump and enables thereby
an exact supply to the high pressure pump according to
demands.
• High pressure pump HPP

H High
P Pressure
P Pump
The high pressure pump is constructed as a 3 cylinder
cam-plate driven plunger type pump and supplies the
rail* with the necessary system pressure.
• Pressure control valve PCV

P Pressure
C Control
V Valve
The pressure control valve governs the exit pressure of
the high pressure pump.
PCR 2 DV 4 TD / FORD 1/2002 9

10 PCR 2 DV 4 TD / FORD 1/2002
1 Diesel Common Rail Pump (DCP):
a High pressure pump (HPP)
b Internal transfer pump (ITP)
c Volumetric control valve (VCV)
d High pressure control valve (PCV)
2 Rail* with high pressure sensor

3 Injectors
A Fuel feed
B Fuel return
PCR 2 DV 4 TD / FORD 1/2002 11

12 PCR 2 DV 4 TD / FORD 1/2002
3. System components
3.1 Injector
The Piezo injectors, which are connected to the rail*, in-

ject the necessary amount of fuel into the combustion
chamber for all operating conditions of the engine.
The injected amount per stroke are constituted from a
pre-injection amount and a main-injection amount. This
separation causes a "soft" combustion operation of the
diesel engine.
Due to the deployment of the Piezo actuators, extremely

quick response times are possible. Because of this, the
injected fuel amount and the dosage can be extremely
accurately controlled. Furthermore, an excellent repetiti-
on is ensured.
The injectors are controlled from the engine control unit

(ECU). Through the possible energy recovery with Piezo
injectors a substantially smaller triggering energy is ne-
cessary in comparison to previous systems.
Important
During the time that the engine is running, the con-

nection cable connectors to the engine control unit
and the injectors must not be disconnected, other-
wise there is a danger of damaging the engine.
In the case of a repair job, the injectors must not be
taken apart. No part must be loosened or unscre-
wed, since this could lead to the destruction of the
injectors.
PCR 2 DV 4 TD / FORD 1/2002 13

1 Piezo actuator 5 Injector head
2 Electrical connector 6 Nozzle retaining nut
3 High pressure connection 7 Injection nozzle
4 Fuel return flow
14 PCR 2 DV 4 TD / FORD 1/2002

1 High pressure delivery connection 6 Valve mushroom
2 Fuel return 7 Control piston
3 Connector to engine control unit (ECU) 8 Nozzle needle
4 Piezo actuator 9 High pressure chamber nozzle
5 Valve piston 10 Spray hole (6 each)
PCR 2 DV 4 TD / FORD 1/2002 15

Function of the Injectors
• Injector non controlled:

The fuel, which comes from the rail* under high pressu-
re, reaches the control chamber (2) and the high pressure
chamber (3) of the jet via the high pressure fuel delivery
(1). The boring to the fuel return line (5) is closed via the
valve mushroom (4), which is actuated by a spring. The
hydraulic force, which will be exerted (F1) through the
high pressure of the fuel on the nozzle needle (6) in the
control chamber (2), is greater than hydraulic force which
is effected on the tip of the nozzle (F2), since the surface
of the control piston in the control chamber is greater
than the surface of the tip of the nozzle.
The nozzle of the injector is closed.
• Injector controlled:
The Piezo actuator (7) presses on the valve piston (8) and
the valve mushroom (4), thereby opening the boring
which joins the control chamber (2) with the fuel return
line. In this manner, a reduction in the pressure occurs in
the control chamber and the hydraulic force, which is ef-
fected at the tip of the nozzle (F2x), is greater than the
force on the control piston (F1x) in the control chamber.
The nozzle needle (6) moves upwards and the fuel rea-
ches the combustion chamber via the 6 spray holes.
When the engine is no longer running, the valve, which

connects the control chamber with the fuel return line,
and the nozzles of the injectors are closed via the force
of the springs.
A small amount of fuel will be directed for lubrication pur-

poses between the nozzle needle and the guide from the
high pressure side directly into the return line.
16 PCR 2 DV 4 TD / FORD 1/2002

Characteristic curve of the injector control
Needle stroke
Pilotset Mainset
Control current
Voltage
Crank angle
PCR 2 DV 4 TD / FORD 1/2002 17

Labelling of the injector
a Manufacturer’s number
b PSA part number
c Year of manufacture
A = 2001
B = 2002
C = 2003 ...
d Month
A = January
B = February
C = March
...
L = December
e Day
1 - 31
f Part number
00001 - 99999
18 PCR 2 DV 4 TD / FORD 1/2002

3.2 Diesel Common Rail Pump (DCP)
The Diesel common rail pump DCP is a demand control-

led central, cam-plate driven plunger pump with three
displacement units each staggered at 120°.
The DCP supplies the volume flow for the generation of

the high pressure of the fuel in the rail* and provides the-
reby, the necessary fuel quantity to the injectors for all
operating conditions of the engine.
1 Internal transfer pump ITP a Fuel delivery

2 Volumetric control valve VCV a High pressure connection
3 High pressure pump element a Fuel return
(displacement unit)
4 Pressure control valve PCV
PCR 2 DV 4 TD / FORD 1/2002 19

20 PCR 2 DV 4 TD / FORD 1/2002
Function chart DCP
1 Internal transfer pump ITP

2 Volumetric control valve VCV
3 High pressure pump element
4 Pressure control valve PCV
5 Fuel feed regulator valve
6 Lubrication valve
7 Strainer filter
8 Edge type filter
a Fuel delivery feed

a High pressure connection
a Fuel return
Fuel process in the DCP
The diesel fuel will be drawn from the tank through a fuel The volumetric controlled valve, governed by the engine
filter by means of an integrated Internal transfer pump control unit, determines the amount of fuel which will be
ITP (1). The fuel will then be conveyed to the lubrication delivered to the high pressure pump element (3) and the-
valve (6) and to the volumetric control valve VCV (2). rewith, to the High Pressure Pump HPP.
The pre-pressure control valve (5), which lies parallel to The high pressure outlets of the three pump elements
the fuel delivery pump, opens when the volumetric con- will be reunited and routed to the high pressure outlet (b)
trol valve is closed and directs the fuel to the suction side of the DCP.
of the fuel pump once more. The fuel reaches the inside The high pressure control valve (4), which governs the
of the pump via the lubrication valve (6) and from there to fuel amount to the high pressure outlet and therewith,
the fuel return (c). the fuel pressure in the rail*, is allocated between the
high pressure channel and the return line.
PCR 2 DV 4 TD / FORD 1/2002 21

Function of the high pressure element
• Fuel suction: • Fuel delivery:

During the downwards motion of the piston (1) a vacuum The cam (4) presses the piston (1) upwards, the outlet
in the pump cylinder will be generated which opens the valve (2) will then be closed through the force exerted by
inlet valve (2) against the force exerted by the valve the valve spring and the pressure being built up in the
spring.The fuel (a), which is flowing from the volumetric pump cylinder. The outlet valve (3) opens if the pressure
control valve, will be sucked in. At the same time, the in the pump cylinder is greater than the fuel pressure in
outlet valve (3) will be closed due to the pressure diffe- the ring line (b).
rence between the pump cylinder and the fuel pressure
in the ring line.
22 PCR 2 DV 4 TD / FORD 1/2002

Label of the DCP
a Manufacturer‘s number
b PSA part number
c Year of manufacture
U: 2001
V: 2002
W: 2003
X: 2004
Y: 2005
Z: 2006
d Calendar week
e Number of manufactured pumps in that
week
f Number of the final series control status
PCR 2 DV 4 TD / FORD 1/2002 23

24 PCR 2 DV 4 TD / FORD 1/2002
3.3 Volumetric Control Valve (VCV)
The volumetric control valve VCV regulates the delivery

of fuel from the internal transfer pump, which is integra-
ted into the diesel common rail pump DCP, to the high
pressure pump elements.
With that, the amount of fuel delivered by the high pres-

sure pump HPP can be adjusted already to the require-
ments of the engine on the low pressure side of the
system.
The performance absorbtion of the high pressure pump

will be reduced and through this, the efficiency of the en-
gine will be improved.
The volumetric control valve VCV is directly screwed to

the diesel common rail pump DCP.
Important
If repairs have to be carried out, the volumetric con-

trol valve VCV must not be separated from the die-
sel common rail pump DCP.
1 Compression spring 4 Solenoid

2 Bearing shell/sleeve 5 Anchor
3 Piston
PCR 2 DV 4 TD / FORD 1/2002 25

Function of the volumetric control valve VCV
• Volumetric control valve VCV non controlled:

The piston closes the link between the two connections
by means of the force generated by the spring, without
utilising electrical current. The fuel delivery to the high
pressure pump HPP is interrupted.
a Fuel inlet from the internal transfer pump ITP
• Volumetric control valve VCV controlled:

The force exerted by the anchor is proportional to the
electrical current and works against the force of the
spring .
Thereby, the opening between the the two connections
is proportional to the electrical current (Proportional di-
rectional control valve).
a Fuel delivery from the Internal transfer pump ITP

b Fuel amount to the high pressure pump HPP
26 PCR 2 DV 4 TD / FORD 1/2002

Characteristic curve of a volumetric control valve VCV
Q Fuel volume flow

I Control current
PCR 2 DV 4 TD / FORD 1/2002 27

28 PCR 2 DV 4 TD / FORD 1/2002
3.4 Pressure Control Valve (PCV)
The pressure control valve PCV governs the fuel pressu-

re at the high pressure outlet of the diesel common rail
pump DCP and therewith, also that within the rail*.
In addition, the pressure control valve dampens the fluc-
tuations in the pressure which occur during the delivery
of fuel through the diesel common rail pump and through
the injection process.
The pressure control valve PCV will be steered in such a

manner from the engine control unit ECU that the optimal
pressure will exist in the rail for every operational condi-
tion of the engine.
The pressure control valve PCV is directly flanged to the

diesel common rail pump DCP. *The Rail and the High pressure pipes are not included in
Important
If repairs have to be carried out, the pressure control

valve PCV must not be separated from the diesel
common rail pump DCP
1 Valve seat 4 Solenoid

2 Valve ball 5 Anchor
3 Pin 6 Spring
PCR 2 DV 4 TD / FORD 1/2002 29

Function of the pressure control valve PCV
• Pressure control valve non controlled:

The valve ball will only be operated through the force
exerted upon it by the spring. Thereby, a small amount of
the fuel pressure will be withheld.
a Fuel pressure at the DCP high pressure connection

(= Fuel pressure in the rail*)
b to the fuel return line
• Pressure control valve PCV controlled:

The current flowing through the solenoid draws down
the anchor, this in turn transfers the magnetic force via
the pin to the valve ball.
The pull of the anchor and therewith the pressure on the
valve ball is proportional to the valve flow (Proportional
pressure limitation valve)
a Fuel pressure at the DCP high pressure connection

(= Fuel pressure in the rail*)
b to the fuel return line
30 PCR 2 DV 4 TD / FORD 1/2002

Characteristic curve of the pressure control valve PCV
p Fuel pressure
l Control current
PCR 2 DV 4 TD / FORD 1/2002 31

32 PCR 2 DV 4 TD / FORD 1/2002
3.5 High pressure sensor
The high pressure sensor measures the pressure of the

fuel in the rail*. The pressure on hand will be converted
into an electric potential signal which will be evaluated by
the engine control unit ECU.
In accordance with the recorded performance characteri-

stics in the engine control unit (ECU), the pressure signal
will be used for the computation of the control period for
the injectors and the high pressure regulation through the
high pressure control valve PCV.
The high pressure sensor is fixed directly to the rail* and

sealed with a soft iron washer.
Important
In the case where repairs have to be carried out, the

high pressure sensor must not be screwed out of
the rail.
1 Duct 5 Contact bridge

2 Sensor element on a steel membrane 6 Rubber gasket
3 Bonding wire 7 Connector shell
4 Printed circuit board with evaluation electronic 8 Contact bridge
PCR 2 DV 4 TD / FORD 1/2002 33

Function of the high pressure sensor:
The steel membrane (2) will be deformed in respect to

the fuel pressure that is on hand in the rail*. The resi-
stance values within the sensor elements, which are at-
tached to the steel membrane (2), will be altered due to
this. The alteration in the resistance value will be evalua-
ted by the electronics (4) and passed on to the engine
control unit (ECU) as an electric potential signal.
Characteristic curve of the high pressure sensor
V Voltage (electric potential)

p Fuel pressure
Labeling of the high pressure sensor
a PSA part number

b Manufacturer‘s number
c Year of manufacture: End number of the year
d Day: 0-366
e Sequential production number
f BAR-Code
34 PCR 2 DV 4 TD / FORD 1/2002

3.6 Engine Control Unit (ECU)
The engine control unit ECU checks all the processes

which are necessary for control of the engine system. It
computes the necessary output data for the engine (e.g.
fuel injection amount, rate of exhaust gas
re-circulation, ...) in accordance with the driver’s require-
ments and the engine and vehicle data (e.g. engine
speed, vehicle speed, engine coolant temperature, in-
take air mass, ...). In addition other functions will be che-
cked such as the coded immobilizer.
The engine control unit communicates with other control

equipment (e.g. ABS, ASR, ESP) via the CAN bus.
Danger
Where work has to be carried out on the engine

control unit, care must be taken that the rules and
regulations regarding the prevention of accidents
with respect to high voltage equipment are obser-
ved.
Important
When the engine is running, the connector on the

engine control unit (ECU) must not be disconnec-
ted; since this could lead to the destruction of the
engine.
PCR 2 DV 4 TD / FORD 1/2002 35

Input and output signal Engine Control Unit (ECU):
36 PCR 2 DV 4 TD / FORD 1/2002

PIN assignment on the engine control unit (ECU):
Connector A
A1 Rx-PATS E1 not occupied

A2 Compressor AC signal on/off E2 not occupied
A3 CAN low E3 Clutch switch
A4 CAN high E4 Brake light switch redundant
B1 Coolant pre-heating F1 not occupied
(Heating circuit 1) F2 Accelerator pedal position sensor
B2 not occupied (supply voltage 1)
B3 not occupied F3 not occupied
B4 not occupied F4 Accelerator pedal position sensor (Ground 1)
C1 Coolant pre-heating G1 not occupied
(Heating circuit 2) G2 Accelerator pedal position sensor
C2 Accelerator pedal position sensor (supply voltage 2)
(Signal 2) G3 Accelerator pedal sensor (Signal 1)
C3 Battery plus to ignition start switch G4 Ground (Pin 31)
C4 not occupied H1 not occupied
D1 reserved H2 not occupied
D2 Tx-PATS H3 Accelerator pedal position sensor (Ground 2)
D3 reserved H4 Ground (Pin 31)
D4 reserved
PCR 2 DV 4 TD / FORD 1/2002 37

Connector B
A1 Compressor AC switch stage 1/2 G1 not occupied

A2 reserved G2 Water in fuel (Ground)
A3 reserved G3 not occupied
A4 not occupied G4 Direct battery voltage (Pin. 30)
B1 Water in the tank (Signal) H1 not occupied
B2 reserved H2 Air temperature (Ground)
B3 Crankshaft sensor (supply voltage) H3 not occupied
B4 reserved H4 reserved
C1 not occupied J1 reserved
C2 Camshaft sensor (+) J2 Fuel temperature sensor (Gound)
C3 not occupied J3 reserved
C4 reserviert J4 MAF-Sensor (Ground)
D1 High pressure sensor (supply voltage) K1 Coolant teltemperature (Ground)
D2 Brake light switch K2 Ground (Pin 31)
D3 not occupied K3 reserved
D4 Glow plug relay (Diagnoses cable) K4 not occupied
E1 reserved L1 not occupied
E2 Camshaft sensor (Ground) L2 not occupied
E3 Crankshaft sensor (Signal) L3 not occupied
E4 Crankshaft sensor (Ground) L4 Pressure control valve(PCV)
F1 reserved M1 not occupied
F2 reserved M2 EGR throttle
F3 not occupied M3 not occupied
F4 not occupied M4 Volumetric control valve (VCV)
38 PCR 2 DV 4 TD / FORD 1/2002

Connector C
A1 Air mass meter (Signal) E1 Dynamo control

A2 Coolant temperature sensor (Signal) E2 Vehicle speed signal exit
A3 Fuel temperature sensor (Signal) E3 Switched plus from the power relay
A4 Reverse gear recognition E4 Glow plug relay
B1 not occupied F1 Dynamo trip line
B2 High pressure sensor (Signal) F2 Switched plus from the power relay
B3 High pressure sensor (Masse) F3 Switched plus from the power relay
B4 Air temperature (Signal) F4 Relay AC
C1 Camshaft sensor (Signal) G1 Injektor Cylinder 2 (-)
C2 Vehicle speed w/o ABS (Signal) G2 Injektor Cylinder 3 (+)
C3 Switch drive lock G3 Injektor Cylinder 4 (+)
C4 Ground (Pin 31) G4 Injektor Cylinder 1 (+)
D1 GMV (trip line 2) H1 Injektor Cylinder 1 (-)
D2 Relay PCM-Signal H2 Injektor Cylinder 2 (+)
D3 GMV (trip line 1) H3 Injektor Cylinder 4 (-)
D4 Engine running Signal H4 Injektor Cylinder 3 (-)
PCR 2 DV 4 TD / FORD 1/2002 39

Labelling of Engine control unit
a Ford part number

b Mnufacturer‘s number
c Serial number
40 PCR 2 DV 4 TD / FORD 1/2002

4. Initial start
4.1 First time start of the vehicle
1 The fuel system has to be filled by suction at the fuel

return pipe or by operating of the hand pump until
the fuel return pipe is filled with fuel without air bub-
bles.
Remark
In order to operate the pump, it must be fully enc-

losed in the hand and then squeezed tightly.
2 The starter shall then be operated for a maximum of

20 seconds.
Should the engine not start, then the operation described

in 2 shall be repeated once more. Should the engine still
not start then a fault analysis will have to be performed.
1 Hand pump
PCR 2 DV 4 TD / FORD 1/2002 41

4.2 Initial start after a repair / Start after an empty tank
To facilitate the venting of air from the fuel supply line af-
ter a repair, or when the fuel tank has been run dry, a
hand pump has been integrated within the engine com-
partment in the fuel supply line.
Procedure:
• Check whether there is enough fuel in the fuel tank. In

the case of a tank which has been run dry, at least 5
litres of fuel should be poured into the tank.
• Operate the hand pump (1) until the pump is not ably
filled with fuel and the fuel return pipe is filled with fuel
without air bubbles.
Remark
1 Hand pump
In order to operate the pump, it must be fully enclo-
sed in the hand and then squeezed tightly.
• Then operate approx another five times.

• The starter shall then be operated for a maximum of 20
seconds.
Should the engine not start then the pump procedure
should be repeated once more. Should the engine still
not start then a fault analysis will be necessary.
42 PCR 2 DV 4 TD / FORD 1/2002

B Diagnosis
1. System Nominal Value and Operating Condition
1.1 Typical values by various operating conditions
Operation:
• Vehicle is standing still

• Engine operating temperature: 80-90 °C
• Battery voltage: 12-14,7 V
• Ambient temperature: ca. 20 °C
• Tank: min. half filled
• all electrical and mechanical consumers switched off
PCR 2 DV 4 TD / FORD 1/2002 43

Ignition on:
min max
Engine speed rpm 0 0
Coolant temperature °C 15 25
Intake air temperature °C 15 25
Pedal value % 0 0
Battery voltage V 7 13
Injection quantity total mg/stk 20 26
Injection quantity pilot mg/stk 0 0
Injection quantity main mg/stk 0 0
Control time main-injection ms 0 0
Control time pre-injection ms 0 0
Start of the main-injection °a TDC 0 0
Start of the pre-injection °a TDC 0 0
Rail pressure setpoint MPa 0 0
Rail pressure effective MPa 0 2
PCV PWM % 0 0
Current PCV A 0 0,3
VCV PWM % 0 0
Current VCV A 0 0,3
Fuel temperature °C 15 25
Smokelimitation mg/stk 60 70
Air mass flow setpoint mg/stk 0 0
Air mass flow effective mg/stk 0 0
Air mass flow w/o EGR mg/stk 340 380
PWM EGR-Valve % 5 15
absolute pressure before fuel filter (static) mbar 0,9 1,1
absolute pressure in the pump return flow (static) mbar 1 1,1
absolute pressure in the injector return flow (static) mbar 1 1,1
absolute pressure in the common back flow (static) mbar 1 1,1
44 PCR 2 DV 4 TD / FORD 1/2002

idle cold:
min max
Pedal value % 0 0
Injection quantity total mg/stk 4,5 8
Injection quantity pilot mg/stk 1 1,5
Injection quantity main mg/stk 3,5 6,5
Control time main-injection ms 0,4 0,65
Control time pre-injection ms 0,2 0,3
Start of the main-injection °a TDC -5 -2,5
Start of the pre-injection °a TDC -15 -11
PCV PWM % 11 15
Current PCV A 0,3 0,5
VCV PWM % 16 20
Current VCV A 0,7 0,9
absolute pressure before fuel filter (static) mbar 0,8 1
PCR 2 DV 4 TD / FORD 1/2002 45

idle warm:
min max
Pedal value % 0 0
Injection quantity main mg/stk 2,5 5
Start of the main-injection °a TDC -3 -2
Start of the pre-injection °a TDC -14 -12,5
PCV PWM % 12 15
VCV PWM % 16 20
46 PCR 2 DV 4 TD / FORD 1/2002

2000 rpm, without load:
min max
Pedal value % 0 0
PCV PWM % 11 15
VCV PWM % 16 20
PCR 2 DV 4 TD / FORD 1/2002 47

4000 rpm, without load:
min max
Pedal value % 20 30
Injection quantity pilot mg/stk 0 0
Control time pre-injection ms 0 0
PCV PWM % 15 24
VCV PWM % 16 22
Current VCV A 0,7 1
48 PCR 2 DV 4 TD / FORD 1/2002

1000 rpm, 1. Gear:
min max
Pedal value % 4 10
PCV PWM % 12 16
VCV PWM % 16 22
PCR 2 DV 4 TD / FORD 1/2002 49

2000 rpm, 1. Gear:
min max
Pedal value % 5 10
Injection quantity main mg/stk 1,5 3
PCV PWM % 12 16
VCV PWM % 16 22
50 PCR 2 DV 4 TD / FORD 1/2002

1.2 Typical Start behaviour
Tolerance bands
Engine speed n Start:

200 - 300 rpm (Warm start)
150 - 250 rpm (Cold start)
Idle:
± 30 rpm
Battery voltage UBatt ± 10 %
max. 14,7 V
injection amount MF ± 10 %
Rail pressure pRail ± 20 %
Pressure control valve PCV ± 10 %

PWM
Volumetric control valve VCV + 20 %

PWM
PCR 2 DV 4 TD / FORD 1/2002 51

Cold start Coolant temperature: 0 °C
52 PCR 2 DV 4 TD / FORD 1/2002

Warm start Coolant temperature: 80 °C
PCR 2 DV 4 TD / FORD 1/2002 53

54 PCR 2 DV 4 TD / FORD 1/2002
2. Fault Search Plan
Notice:
System faults can cause sequential errors, which are to
be handled secondarily during corrective action. Sequential
errors are marked as such in the fault codes.
Fault codes in brackets are "generic codes". These will

not be displayed in DIAG 2000.
If no codes are shown or reading of the codes is not

posible, all relevant tests must be carried out.
(P): see test instruction Ford
2.1 MIL control lamp does not light up by turned on ignition
Cause of Fault Location of fault Code corrective action
Control lamp defect Control lamp Fault code is not Check vehicle electronics (P)
entered
Voltage supply is missing Fault in the vehicle electronics Fault code is not
entered
PCR 2 DV 4 TD / FORD 1/2002 55

2.2 MIL control lamp lights when the engine is running
Cause of fault Location of fault Code Corrective action
Entry of a fault diagnosis Read out fault diagnosis Enter approp. fault Correct corresponding fault
code
56 PCR 2 DV 4 TD / FORD 1/2002

2.3 Engine does not start
Engine control unit does not Voltage supply to the engine No connection bet- Supply via the ignition lock / test
work control unit is missing ween the ECU and the continual supply to the cont-
engine tester rol unit (P)
Engine control unit has no func- Hardware or software error in P0321 Check engine control unit, re-
tion the engine control unit P0601 place if appropriate
P0603 (see Chapter 4.5)
P0604
P0605
P0606
(P1621)
P1657
Main voltage supply is missing at Faulty main relay P0215 Test main relay (P)
the engine control unit and the P0685
actuators P1606
Faulty cable harness Appropriate fault Correct corresponding fault

code entry
Voltage supply to the sensors is Faulty engine control unit P1241 Check connection of the supply
missing (5 V) line and supply voltage to the
Faulty cable harness P1242 sensors (P)
If appropriate, replace engine
control unit
Active coded anti-start commu- VID-Block P0610 Correct corresponding fault

nication P0615
P1244
P1245
P1632
P1639
U2139
U2510
B1213
B1241
B1600
B1601
B1602
B1681
B2103
B2413
No recognition of engine speed Non or a false camshaft signal (P0340) Check camshaft sensor (P)
in the engine control unit P0341
P0342
PCR 2 DV 4 TD / FORD 1/2002 57

No recognition of engine speed Non or a false crankshaft signal (P0335) Check crankshaft sensor (P)
in the engine control unit P0336
P0337
P0339
Too little or no fuel being drawn Faulty internal transfer pump P0001 Check low pressure system
in P0087 (see Chapter 4.2)
Air in the low pressure line Sequential errorr:
P0089
Empty tank
(P0190)
Blocked fuel filter P0191
P0192
Leaky low pressure line P0193
Too little or no Rail pressure Too little or no fuel being drawn P0001 Check low pressure system
in P0087 (see Chapter 4.2)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Faulty high pressure pump P0001 Check high pressure system

Faulty PCV / VCV P0001

P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Leaky high pressure pipe / Rail P0001

P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Faulty Engine control unit No fault code ente- Exchange engine control unit, if
red none of the previous tests have
achieved an improvement (see
Chapter 4.5)
High injector leakage P0001 Check Injectors (see Chapter

P0087 4.4)
58 PCR 2 DV 4 TD / FORD 1/2002

several or all of the cylinders are Injectors defective P0201 Cyl. 1 Check injector (see Chapter 4.4);
not working P0202 Cyl. 3 Check electrical connections (P)
Faulty cable harness P0203 Cyl. 4
P0204 Cyl. 2
P0606
Faulty engine control unit P0606 Check engine control unit.
If there is a fault If appropriate replace (see Chap-
code entry, then ter 4.5)
none of the injec-
tors will be steered
PCR 2 DV 4 TD / FORD 1/2002 59

2.4 Engine starts badly
Sporadic lack of a signal from the Faulty cable harness Appropriate fault Check electrical connections (P)
sensor or actuator code entry
Engine start speed is too low Battery capacity is too low (P0560) Check battery capacity (P)
P0562
Breakdown of the voltage at en- Poor ground connection (P0560) Check ground connections (P)
gine control unit during the start P0562
Too low a pressure at the rail Too little fuel being drawn in P0001 Check low pressure system (see
(see "2.3 Engine does not start") P0087 Chapter 4.2)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
Faulty High pressure pump P0001

P0087
Faulty PCV / VCV P0001 Check high pressure system

P0003
P0087
P0090
P0092
(P1175)
(P1206)
Faulty engine control unit No fault code entry Exchange engine control unit, if
none of the previous tests have
Chapter 4.5)
Leaky high pressure pipes / Rail P0001 Check high pressure system
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
High pressure signal is missing P0089 Check high pressure sensor (see
or is false (P0190) Chapter 4.3.3);
P0191 Check high pressure system
P0193
High injector leakage P0001 Check injectors (see Chapter 4.4)

P0087
60 PCR 2 DV 4 TD / FORD 1/2002

One or more cylinders are not Injectors are defective P0201 Cyl. 1 Check injectors (see Chapter
working P0202 Cyl. 3 4.4);
Faulty cable harness P0203 Cyl. 4 Check electrical connections (P)
P0204 Cyl. 2
P0606
Chapter 4.5)
Air induction too low Air filter blocked or induction line (P0100) Check air induction system (P)
is bent P0102
P0401
PCR 2 DV 4 TD / FORD 1/2002 61

2.5 Poor cold start behaviour
Engine speed by start is too low Battery capacity is to low (P0560) Test battery capacity (P)
P0562
Breakdown of the voltage at en- Poor ground connection (P0560) Check ground connection (P)
gine control unit during the start P0562
Pressure at the rail too low, as Coolant temperature signal too (P0115) Test coolant temperature sensor
well as too little injection amount high P0116 (P);
during the start P0117 Check high pressure system
Fuel temperature signal too high (P0180) Test fuel temperature sensor (P);
P0183
Faulty glow plug equipment One or more glow plugs defecti- P0684 Check glow plug unit (P)
ve
Glow plug relay defective P0380

P0684
(P1353)
Glow plug control lamp defective No fault code entry
62 PCR 2 DV 4 TD / FORD 1/2002

2.6 Engine does not allow itself to be turned off
Engine control unit does not re- Faulty ignition lock No fault code entry Test, through the control unit,
act the electrical supply that runs th-
Faulty engine control unit P1563 rough the ignition lock (P)
Faulty cable harness No fault code entry
PCR 2 DV 4 TD / FORD 1/2002 63

2.7 Engine dies
Too little or no fuel being drawn Faulty internal transfer pump P0001 Check low pressure system (see
P0087 Chapter 4.2)
Air in the low pressure line Sequential error:
P0089
Empty tank
(P0190)
Fuel filter blocked P0191
P0192
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Too low or no pressure at the rail Too little or no fuel being drawn P0001 Check low pressure system (see
P0087 Chapter 4.2)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty PCV / VCV P0001 Check high pressure system

P0003
P0087
P0090
P0092
(P1175)
(P1206)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
64 PCR 2 DV 4 TD / FORD 1/2002

Too low or no pressure at the rail Leakage in the fuel line / Rail P0001
P0087
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
High pressure signal missing or P0089 Check high pressure sensor (see
is false (P0190) Chapter 4.3.3);
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

P0087
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
Sporadic lack of a signal from Faulty cable harness Appropriate fault Test electrical connections (P)
the sensor or actuator code entry
PCR 2 DV 4 TD / FORD 1/2002 65

2.8 Engine idle too high
Board voltage too low Faulty board voltage regulator No fault code entry Test vehicle electronics (P)
too many electrical consumers No fault code entry

turned on
Coolant temperature signal too Faulty coolant temperature sen- (P0115) Test coolant temperature sensor
low sor P0116 and electrical connections (P)
P0117
P0118
Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Test accelerator pedal sensor (P)
Faulty cable harness (P0220)

P0222
P0223
P0227
P0228
P0609
P2138
Faulty accelerator pedal sensor (P0220)

P0222
P0223
P0227
P0228
P0609
P2138
Emergency running Read-out error storage Appropriate fault Correct relevant fault
code entry
66 PCR 2 DV 4 TD / FORD 1/2002

2.9 Engine idle too low or runs rough
Too little air induction Air filter blocked or induction line (P0100) Check air induction system (P)
bent P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Leakage in the induction line af- (P0100)

ter the turbo charge P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Signal from the air-mass flow (P0100) Test air-mass flow sensor (P);
sensor too high P0103 Check exhaust-gas return sys-
(-> too high return flow rate) P0402 tem (P)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
exhaust-gas return valve open / (P0100) Check exhaust-gas return sys-

stiff P0102 tem (P)
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Too little fuel being drawn in Faulty internal transfer pump P0001 Check low pressure system (see
P0087 Chapter 4.2)
P0089
Empty tank
(P0190)
P0192
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
PCR 2 DV 4 TD / FORD 1/2002 67

Poor mixture development / Faulty injectors P0263 Cyl. 1 Check injectors (see Chapter 4.4)
Faulty injection P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Injector jet P0263 Cyl. 1

P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
one or more cylinders are not Injectors defective P0201 Cyl. 1 Check injectors (see Chapter
working P0202 Cyl. 2 4.4);
Faulty cable harness P0203 Cyl. 3 Check electrical connections (P)
P0204 Cyl. 4
P0606
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
Pressure fluctuations within the Faulty PCV / VCV P0001 Check high pressure system
rail P0002 (see Chapter 4.3)
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty high pressure pump P0001

P0087
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
68 PCR 2 DV 4 TD / FORD 1/2002

Pressure fluctuations within the Leakage in the high pressure pi- P0001 Check high pressure system
rail pes P0087 (see Chapter 4.3)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
High pressure signal false P0089 Check high pressure sensor (see
(P0190) Chapter 4.3.3);
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Leakage in the low pressure line P0001 Check low pressure system (see
P0087 Chapter 4.2)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty injectors P0263 Cyl. 1 Check injectors (see Chapter 4.4)

P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty cable harness Appropriate fault Check electrical cable connec-

code entry tions (P)
Chapter 4.5)
Engine control unit does not re- Faulty pressure sensor for air- (P0530) Test the pressure sensor of the
act to the additional burden of conditioning system P0645 air-conditioning unit (P)
the air-conditioning compressor
PCR 2 DV 4 TD / FORD 1/2002 69

2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently
Too little air induction Air filter blocked or induction line (P0100) Check air induction system (P)
bent P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Leakage in the induction line af- (P0100)

ter the turbo-charger P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty turbo-charger (P0100) Check boost pressure (P)

P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
sensor too high P0103 Check exhaust-gas return flow
(-> higher exhaust-gas return ra- P0402 system (P)
te) Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
exhaust-gas return flow valve (P0100) Check exhaust-gas return flow

open / stiff P0102 system (P)
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
70 PCR 2 DV 4 TD / FORD 1/2002

Too little fuel being drawn in Faulty internal transfer pump P0001 Check low pressure system (see
P0087 Chapter 4.2)
P0089
Empty tank
(P0190)
P0192
Leakage in the low pressure line P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Signal from the accelerator pedal Faulty accelerator pedal position No fault code entry Check accelerator pedal sensor
sensor is false or is missing (P)
P0652
P0653
P2122
P2123
P2127
P2128
P2138

P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty brake light signal (where Faulty brake switch (P0220) Test ABS (P)
there is a simultaneous line up of P0703
a brake light signal and a con-
stant accelerator pedal signal, Faulty cable harness (P0220)
the accelerator pedal signal will P0703
be reduced for reasons of safety)
Too little injected amount or faul- Faulty injectors P0263 Cyl. 1 Check injectors (see Chapter 4.4)
ty injection time P0269 Cyl. 2
P0272 Cyl. 3
P0266 Cyl. 4
PCR 2 DV 4 TD / FORD 1/2002 71

Too little injected amount or faul- Signal from the air-mass flow (P0100) Test air-mass flow sensor (P);
ty injection time sensor too low (->Reduction of P0102 Check exhaust-gas return flow
the injected amount to hinder P0401 system (P);
the development of black smo- Sequential error: Check air induction system (P)
ke) P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Leakage in induction lines prior (P0100) Test air-mass flow sensor (P);
to turbo-charger (->Reduction of P0102 Check exhaust-gas return flow
the injected amount to hinder P0401 system (P);
ke) P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
Pressure too low in the rail Too little fuel being drawn in P0001 Check low pressure system (see
P0087 Chapter 4.2)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3


P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
72 PCR 2 DV 4 TD / FORD 1/2002

Pressure too low in the rail Leakage in the high pressure pi- P0001 Check high pressure system
pes / rail P0087 (see Chapter 4.3)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193

P0087
High pressure signal-signal false P0089 Check high pressure sensor (see
(P0190) Chapter 4.3.3);
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
PCR 2 DV 4 TD / FORD 1/2002 73

2.11 Vehicle jerks by constant speed
None or false gear recognition in Clutch pedal actuated slightly P0704 Check clutch switch (P)
the engine control unit resp.
(-> No anti-jerk control) Clutch switch falsely adjusted or P0704
faulty
Chapter 4.5)
Faulty CAN connection between P1637 Check CAN connection (P)

ABS control unit and engine con- P1638
trol unit P1642
P1656
Vehicle speed signal missing or P0500 Check vehicle speed signal (P)
false
Faulty injection Faulty injectors P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
Pressure fluctuations within the Faulty PCV / VCV P0001 Check high pressure system
rail P0002 (see Chapter 4.3)
P0003
P0087
P0090
P0092
(P1175)
(P1206)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Hochdruckpumpe fehlerhaft P0001

P0087
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
74 PCR 2 DV 4 TD / FORD 1/2002

Pressure fluctuations within the Leakage within the high pressu- P0001 Check high pressure system
rail re pipe P0087 (see Chapter 4.3)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
(P0190) Chapter 4.3.3);
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Leakage in the low pressure line P0001 Check low pressure system (see
P0087 Chapter 4.2)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty cable harness Appropriate fault Test electrical cable connections

code entry (P)
Chapter 4.5)
PCR 2 DV 4 TD / FORD 1/2002 75


P0652
P0653
P2122
P2123
P2127
P2128
P2138

P0652
P0653
P2122
P2123
P2127
P2128
P2138
Fluctuations in the signal from Water in the air induction system (P0100) Test air-mass flow sensor (P);
the air-mass flow sensor P0102 Check air induction system (P)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Sporadic absence of sensor / ac- Faulty cable harness Appropriate fault Test electric cable connections
tuator signals code entry (P)
76 PCR 2 DV 4 TD / FORD 1/2002

2.12 Vehicle accelerates without actuation of the accelerator pedal
injection amount too high, re- Faulty engine control unit No fault code entry Exchange engine control unit, if
spectively uncontrolled none of the previous tests have
Chapter 4.5)
Injector jammed open P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty accelerator pedal signal Faulty accelerator pedal signal No fault code entry Test accelerator pedal sensor (P)

P0652
P0653
P2122
P2123
P2127
P2128
P2138

P0652
P0653
P2122
P2123
P2127
P2128
P2138
Sudden increase in the rail pres- Faulty PCV / VCV P0001 Check high pressure system
sure P0002 (see Chapter 4.3)
P0003
P0087
P0090
P0092
(P1175)
(P1206)

P0087
(P0190) Chapter 4.3.3);
P0193
Chapter 4.5)
PCR 2 DV 4 TD / FORD 1/2002 77

2.13 Vehicle does not slow down (no coasting down)
Faulty accelerator pedal signal Faulty accelerator pedal position (P0220) Test accelerator pedal sensor (P)
or accelerator pedal jammed P0652
P0653
P2122
P2123
P2127
P2128
P2138

P0652
P0653
P2122
P2123
P2127
P2128
P2138

P0652
P0653
P2122
P2123
P2127
P2128
P2138
Faulty injection Injector jammed open P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
78 PCR 2 DV 4 TD / FORD 1/2002

2.14 Vehicle judders while coasting with gear engaged
gear engaged is too high No fault code entry
False or no recognition of the Clutch pedal actuated slightly P0704

gear by the engine control unit
(-> No anti-jerk control) Clutch switch setting false or a P0704 Check clutch switch (P)
faulty switch
Chapter 4.5)

trol unit P1642
P1656
Speed signal missing or false P0500 Check speed signal (P)
PCR 2 DV 4 TD / FORD 1/2002 79

2.15 Performance too low
Coolant temperature signal too Faulty cool system P0480 Check cool system (P);
high (-> max. rail pressure and in- P0481 Test coolant sensor (P)
jection amount for the protection
of the engine) Faulty coolant temperature sen- (P0115)
sor P0116
P0117
P0118
Fuel temperature signal too high Too little fuel in the fuel tank No fault code entry
(-> max. rail pressure and injec-
tion amount for the protection of Faulty fuel temperature sensor (P0180) Test fuel temperature sensor (P)
the engine) P0181
P0182
P0183

gear engaged in the engine cont-
rol unit Clutch switch setting false or a P0704 Check clutch switch (P)
(-> faulty torque governor) faulty switch
Chapter 4.5)

trol unit P1642
P1656
Speed signal missing or false P0500 Test speed signal (P)
Emergency running Read-out fault diagnosis Appropriate fault

code entry
Too little air being drawn in Air filter blocked or induction line (P0100) Check air induction system (P)
bent P0102
P0401
Leakage in induction lines after (P0100)

turbo-charger P0103
P0402

P0102
P0401
80 PCR 2 DV 4 TD / FORD 1/2002

Too little air being drawn in Signal from the air-mass flow (P0100) Test air-mass flow sensor (P);
te)

P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Injection amount too small Faulty injectors P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Air-mass flow sensor signal mis- (P0100) Test air-mass flow sensor (P);
sing or too low (-> Reduction of P0102 Check exhaust-gas return flow
the injection amount to hinder P0401 system (P)
the development of black smo- Sequential error:
ke) P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Leakage in induction lines prior (P0100) Test air-mass flow sensor (P);
to turbo-charger (-> Reduction of P0102 Check exhaust-gas return flow
the injection amount to hinder P0401 system (P)
ke) P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
(P0190) Chapter 4.3.3);
P0193
Chapter 4.5)
PCR 2 DV 4 TD / FORD 1/2002 81


P0652
P0653
P2122
P2123
P2127
P2128
P2138

P0652
P0653
P2122
P2123
P2127
P2128
P2138
Pressure too low in the rail Too little fuel being drawn in P0001 Check low pressure system (see
P0087 Chapter 4.2)
Sequential errorr:
P0089
(P0190)
P0191
P0192
P0193
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Faulty High pressure pump P0001 Check high pressure system


P0002
P0003
P0087
P0090
P0092
(P1175)
(P1206)
82 PCR 2 DV 4 TD / FORD 1/2002

Pressure too low in the rail Leakage in the high pressure pi- P0001 Check high pressure system
pes / rail P0087 (see Chapter 4.3)
Sequential error:
P0089
(P0190)
P0191
P0192
P0193

P0087
(P0190) Chapter 4.3.3);
P0193
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Chapter 4.5)
PCR 2 DV 4 TD / FORD 1/2002 83

2.16 Performance too high
Injection amount too high Faulty engine control unit No fault code entry Exchange engine control unit, if
Chapter 4.5)

P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
(P0190) Chapter 4.5);
P0193
Pressure within the rail too high Faulty PCV / VCV P0001 Check high pressure system
P0003
P0087
P0090
P0092
(P1175)
(P1206)

P0087
(P0190) Chapter 4.3.3);
P0193
Chapter 4.5)

(-> faulty torque governor) faulty switch

the ABS control unit and the en- P1638
gine control unit P1642
P1656
Chapter 4.5)
84 PCR 2 DV 4 TD / FORD 1/2002

False or no recognition of the Speed signal is missing or false P0500 Check speed signal (P)
rol unit
(-> faulty torque governor)
Boost pressure is too high Faulty boost pressure control (P0100) Check boost pressure (P)
P0103
PCR 2 DV 4 TD / FORD 1/2002 85

2.17 Bouncing by acceleration or braking
(->No damping of the kick gene- faulty switch
rated during a change in the load)
the ABS control unit and the en- P1638
gine control unit P1642
P1656
Chapter 4.5)
Speed signal is missing or false P0500 Check speed signal (P)
86 PCR 2 DV 4 TD / FORD 1/2002

2.18 Vehicle accelerates strongly while coasting after release of the brake
No brake recognition in the engi- Faulty CAN connection between P1637 Check CAN connection (P)
ne control unit (-> faulty coasting the ABS control unit and the en- P1638
governor) gine control unit P1642
P1656
Faulty brake switch in the ABS P0703 Check ABS (P)

system
Chapter 4.5)
PCR 2 DV 4 TD / FORD 1/2002 87

2.19 Engine smokes while driving steep sloves
Air pressure signal too high Faulty air pressure sensor (P0105) Check air pressure sensor, whe-
P0107 re appropriate exchange the en-
P0108 gine control unit (see Chapter
4.5)
Air temperature signal too low Faulty air temperature sensor (P0110) Check air-mass flow sensor (P)
P0112
P0113
88 PCR 2 DV 4 TD / FORD 1/2002

2.20 Engine smokes at start
Pressure within the rail too high Coolant temperature signal too (P0115) Check coolant temperature sen-
as well as a too high injection low P0116 sor (P);
amount during the start P0117 Check high pressure system
Fuel temperature signal too low (P0180) Check fuel temperature sensor
P0181 (P);
PCR 2 DV 4 TD / FORD 1/2002 89

2.21 Engine produces smoke / blue smoke
Engine oil level too high Injectors jammed open P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Dripping injector jets Faulty injectors (P0100)

P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
bent P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

turbo-charger P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
90 PCR 2 DV 4 TD / FORD 1/2002

Too little air being drawn in exhaust-gas return flow valve (P0100) Check exhaust-gas return flow
P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
(Thereby a large exhaust-gas re- P0002 (see Chapter 4.3)
turn flow rate) P0003
P0087
P0090
P0092
(P1175)
(P1206)

P0087
(P0190) Chapter 4.3.3);
P0193
Faulty Engine control unit No fault code entry Exchange engine control unit, if
Chapter 4.5)
PCR 2 DV 4 TD / FORD 1/2002 91

2.22 Engine produces white smoke
Faulty glow plug unit One or more glow plugs defecti- Sequential error: Check glow plug unit (P)
ve P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Glow plug relay defective P0380

P0684
(P1353)
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Glow plug control lamp defective Sequential error:

P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Frequent cold starts without unburned fuel in the exhaust sys- No fault code entry
warm-up phase tem
Faulty injection Injector jammed open P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
92 PCR 2 DV 4 TD / FORD 1/2002

2.23 High fuel consumption
Fuel leakage Leakage in the high / low pressu- P0001 Check high pressure system
re system P0087 (see Chapter 4.3);
Check low pressure system (see
Chapter 4.2)
P0003
P0087
P0090
P0092
(P1175)
(P1206)

P0087
(P0190) Chapter 4.3.3);
P0193
Chapter 4.5)
Injected amount too high Coolant temperature signal false (P0115) Check coolant temperature sen-
P0116 sor (P)
P0117
P0118
Chapter 4.5)

P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
PCR 2 DV 4 TD / FORD 1/2002 93

Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Check accelerator pedal sensor
(P)
P0652
P0653
P2122
P2123
P2127
P2128
P2138

P0652
P0653
P2122
P2123
P2127
P2128
P2138
poor mixture preparation Faulty injectors / jets P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
94 PCR 2 DV 4 TD / FORD 1/2002

2.24 Engine knocks
P0003
P0087
P0090
P0092
(P1175)
(P1206)

P0087
(P0190) Chapter 4.3.3);
P0193
Chapter 4.5)
Permanent pre-heat Faulty glow plug unit P0380 Check glow plug unit (P)
P0684
(P1353)
Poor mixture preparation Faulty injectors / nozzle P0263 Cyl. 1 Check injectors (see Chapter 4.4)
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
PCR 2 DV 4 TD / FORD 1/2002 95

2.25 Engine gets too hot
Poor or no cooling Faulty fan No fault code entry Check cool system
Coolant temperature signal false (P0115) Check coolant temperature sen-

P0116 sor (P)
P0117
P0118
Faulty cable harness P0480 Check electric cable connections

P0481 (P)
Chapter 4.5)
96 PCR 2 DV 4 TD / FORD 1/2002

2.26 Engine does not fulfil the requirements of the AU
(Thereby a high exhaust-gas re- P0002 (see Chapter 4.3)
turn flow rate) P0003
P0087
P0090
P0092
(P1175)
(P1206)

P0087
(P0190) Chapter 4.3.3);
P0193
Chapter 4.5)
bent P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

turbo-charger P0103
P0402
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

P0102
P0401
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
PCR 2 DV 4 TD / FORD 1/2002 97

Too little air being drawn in Signal from the air-mass flow (P0100) Test air-mass flow sensor (P);
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3

P0401
(P0403)
P0403
Sequential error:
P0263 Cyl. 1
P0266 Cyl. 4
P0269 Cyl. 2
P0272 Cyl. 3
Poor mixture preparation Faulty injectors / jets P0263 Cyl. 1 Check injectors (see Chapter Se-
P0266 Cyl. 4 quential error 4.4)
P0269 Cyl. 2
P0272 Cyl. 3
98 PCR 2 DV 4 TD / FORD 1/2002

3. Fault code listing
generic specific Type of fault Emergency running Reset conditions of the

DTC DTC strategy Default values emergency running
P0100 P0102 Air-mass flow sensor signal falls AGR function deactivated: When the tolerance values
below a specific threshold Control system are reached once more
Possible fault AGR throttle = 6%.
• Short circuit to - or line interrup- Measured value = Nominal value
tion without AGR
• Leakage in induction line be- Default value = f (engine speed,
fore turbo-charger load)
• Faulty exhaust-gas return flow
system
• Faulty air-mass flow sensor
system
P0100 P0103 Air-mass flow sensor signal ex- AGR function deactivated: When the tolerance values
ceeds a specific threshold Control system are reached once more
Possible fault AGR throttle = 6%.
• Short circuit to + Measured value = Nominal value
• Leakage in induction line after without AGR
turbo-charger Default value = f (engine speed,
• Faulty air-mass flow sensor load)
system
P0105 P0107 Air pressure signal falls below a Default value = 900 mbar. When the tolerance values
specific threshold are reached once more
Short circuit internally in the en-
gine control unit to - or line inter-
ruption.
Exchange engine control unit
P0105 P0108 Air pressure signal exceeds a Default value = 900 mbar. When the tolerance values
Short circuit internally in the en-
gine control unit to +.
P0110 P0112 Inducted air temperature falls be- Default value = 40 °C. When the tolerance values
low a specific threshold. are reached once more
Possible fault
• Line interruption
• Short circuit to +
• Faulty inducted air temperature
sensor
P0110 P0113 Inducted air temperature ex- Default value = 40 °C. When the tolerance values
ceeds a specific threshold. are reached once more
Possible fault
• Short circuit to -
• Faulty inducted air temperature
sensor
PCR 2 DV 4 TD / FORD 1/2002 99

P0115 P0116 Coolant temperature change too Intermittent AGR. Ignition turned off
great or sensor signal does not Control valve AGR = 6%.
change or is too slow. Nominal value = measured va- When the tolerance values
Check electrical cables and con- lue. are reached once more
nections for defects or loosen- Switch off air-conditioning com-
ess, as well as for changes in the pressor. Engine fan at maximum
resistance of the sensor. speed.
Warn lamp coolant temperature.
Substitute coolant temperature
> 90 °C = measured value
otherwise = fuel temperature +
increase of approx. 0.5°C/sec. till
90°C is reached otherwise = fuel
temperature + increase of ap-
prox. 0.5°C/sec. till 90°C is rea-
ched
By an error in the fuel tempera-
ture start by 10°C.
P0115 P0117 Coolant temperature falls below Intermittent AGR. When the tolerance values
a specific threshold. Control valve AGR = 6%. are reached once more
Possible fault Nominal value = measured va-
• Line interruption lue.
• Short circuit to + Switch off air-conditioning com-
• Faulty coolant temperature pressor. Engine fan at maximum
sensor speed.
90°C is reached
P0115 P0118 Coolant temperature exceeds a Intermittent AGR. When the tolerance values
specific threshold. Control valve AGR = 6%. are reached once more
Possible fault Nominal value = measured va-
• Short circuit to - lue.
• Faulty coolant temperature Switch off air-conditioning com-
sensor pressor. Engine fan at maximum
speed.
90°C is reached
P0180 P0181 Fuel temperature change too Default value = 90 °C. When the tolerance values
great. Check electrical cables are reached once more
and connections for defects or
looseness.
100 PCR 2 DV 4 TD / FORD 1/2002

P0180 P0182 Fuel temperature falls below a Default value = 90 °C. When the tolerance values
Possible fault
• Line interruption
• Faulty fuel temperature sensor
P0180 P0183 Fuel temperature exceeds a spe- Default value = 90 °C. When the tolerance values
cific threshold are reached once more
Possible fault
• Faulty fuel temperature sensor
P0190 P0191 Difference between current Control system PCV. Regeneration of the perfor-
pressure and previous pressure Adaption VCV deactivated. mance in ramp form after
is below a defined level. 350 bar < nominal rail pressure clearing the error
• Rail pressure change too great, Function diagnosis rail pressure
• Rail pressure peaks or control blocked.
• Sensor voltage when the engi- Default value = f (engine speed,
ne is stopped and the ignition amount)
is turned on is too high.
Check electrical cables and con-
nections for defects or loosen-
ess and measure transition
resistance, as well as test the
high pressure sensor and, where
necessary, the high pressure sy-
stem.
P0190 P0192 Voltage of the high pressure sen- Control system PCV. Regeneration of the perfor-
sor exceeds a specific threshold. Adaption VCV deactivated. mance in ramp form after
Possible fault 350 bar < nominal rail pressure clearing the error
• Short circuit to + < 800 bar.
• Line interruption Function diagnosis rail pressure
• Faulty high pressure sensor control blocked.
Default value = f (engine speed,
amount)
P0190 P0193 Voltage of the high pressure sen- Control system PCV. Regeneration of the perfor-
sor falls below a specific thres- Adaption VCV deactivated. mance in ramp form after
hold. 350 bar < nominal rail pressure clearing the error
Possible fault < 800 bar.
• Short circuit to - Function diagnosis rail pressure
• Faulty high pressure sensor control blocked.
Default value = f (engine speed,
amount)
PCR 2 DV 4 TD / FORD 1/2002 101

P0215 P0215 Cable connection to the main re- System reaction: Engine stop.
lay faulty.
• Short circuit to - or line interrup-
tion
Several sequential errors can oc-
cure.
P0220 P2122 Accelerator pedal signal from Speed control unit in stand by. Ignition turned off
channel 1 falls below a specific Consideration taken of other
threshold. channel:
Check electrical cable connec- • Channel 2 > 0% => Emergen-
tion, power supply and accelera- cy running (Driver’s wish = 0%)
tor pedal sensor till accelerator pedal is no lon-
ger actuated, then quantity li-
miting.
• Channel 2 = 0% => quantity li-
miting.
P0220 P2123 Accelerator pedal signal from Speed limitation unit in stand by. Ignition turned off
channel 1 exceeds a specific Other channel as reference.
threshold.
Check electrical cable connec-
tion, power supply and accelera-
tor pedal sensor
• Switch signal from the brake Increase of the engine idle speed Brake pedal in passive positi-
switch and brake test switch in ramp form till the emergency on
are not plausible (by vehicles running speed is reached. or faulty brake pedal,
with ESP or Tempomat) Speed control unit in stand by. or a change in the pedal valu-
• Error reading by simultaneous Substitute value pedal value es
actuation of the accelerator pe- =0%.
dal and brake pedal
channel 2 falls below a specific Consideration taken of other
threshold. channel:
Check electrical cable connec- • Channel 1 > 0% => Emergen-
tion, power supply and accelera- cy running (Driver’s wish = 0%)
tor pedal sensor till accelerator pedal is no lon-
ger actuated, then quantity li-
miting.
• Channel 1 = 0% => quantity li-
miting.
channel 2 exceeds a specific Other channel as reference.
threshold.
tion, power supply and accelera-
tor pedal sensor
102 PCR 2 DV 4 TD / FORD 1/2002

P0220 P2138 • Relationship of channel 1 and 2 Speed control unit in stand by. If a channel is plausible and
of the accelerator pedal signal Pedal value = minimum of both the ignition is turned off.
faulty or channels.
• Accelerator pedal signal of one If both channels wrong, then
channel changes itself without idle speed = 1200 rpm and pedal
making a change to the other value = 0.
channel
tions, power supply and accele-
rator pedal sensor.
P0263 P0263 Cylinder balancing factor of cylin- From 1500 rpm the correc-
der 1 exceeds or falls short of a tion is cut back completely
specific threshold.
specific threshold.
specific threshold.
specific threshold.
P0335 P0336 Crankshaft signal is not plausible 1. Interruption of injection.

2. Re-synchronisation (by failure:
Engine stop).
3. Injection.
P0335 P0337 • Electrical cable connection to 1. Interruption of injection.

crankshaft sensor disrupted 2. Re-synchronisation (by failure:
• Crankshaft signal missing Engine stop).
3. Injection.
P0340 P0341 Camshaft signal may be found Invalid signal prior to synchroni- Ignition turned off
outside of a specific range. sation: Starting the engine is im-
Check sensor position and whe- possible.
re necessary the timing.
P0340 P0342 Camshaft signal missing Invalid signal prior to synchroni- Ignition turned off
sation: Starting the engine is im-
possible.
P0401 P0401 Exhaust gas return flow control AGR function deactivated: By the next start
at the lower end position/limit Control system
stop. AGR = 6%.
Possible fault Substitute nominal value = mea-
• Faulty air-mass flow sensor si- sure air quantity.
gnal
system
(Exhaust gas return flow rate
too high)
• Faulty air induction system
PCR 2 DV 4 TD / FORD 1/2002 103

P0402 P0402 Exhaust gas return flow control AGR function deactivated: By the next start
at the upper end position/limit Control system
stop. AGR = 6%.
Possible fault Substitute nominal value = mea-
• Faulty air-mass flow sensor si- sured air quantity.
gnal
system
(Exhaust gas return flow rate
too low)
• Faulty air induction system
P0403 P0403 • Cable interruption to the pres- AGR function deactivated: By the next start
sure control valve for the cont- Control system
rol of the exhaust gas return AGR = 6%.
flow valve. Substitute nominal value = mea-
• Short circuit to - in the cable sured air quantity.
connection to the pressure
control valve for the control of
the exhaust gas return flow val-
ve.
• Short circuit to + in the cable
control valve for the control of
the exhaust gas return flow val-
ve.
P0480 P0480 Faulty cable connection to fan 1. Switch off air-conditioning com- After clearing the error.
• Short circuit to + pressor (if coolant temperature
• Short circuit to - or cable inter- =115°C).
ruption Activate Engine fan to maximum
speed.
Warn light for coolant tempera-
ture (if coolant temperature =
118°C).
P0481 P0481 Faulty cable connection to fan 2. Switch off air-conditioning com- After clearing the error.
• Short circuit to + pressor (if coolant temperature
• Short circuit to - or cable inter- =115°C).
ruption Activate Engine fan to maximum
speed.
Warn light for coolant tempera-
ture (if coolant temperature =
118°C).
P0500 P0500 Fault in the speed signal via CAN Gradient limitation pedal value. When the tolerance values
Speed control unit in stand by. are reached once more
Drive behaviour functions from
default value 6. gear.
Speed default value = last confir-
med value.
104 PCR 2 DV 4 TD / FORD 1/2002

P0560 P0562 Battery too low
P0560 P0563 Battery voltage too high
P0571 P0703 • Brake light not plausible Engine speed control unit deacti-
(Check ABS) vated
• Brake test signal not plausible,
by vehicles with ESP or cruise
control (check brake test
switch)
• Brake light signal with brake
test signal not plausible, by ve-
hicles with ESP or cruise con-
trol
(check ABS or brake test
switch).
P0606 P0601 Internal self test error in the engi-

ne control unit.
• CRC ECU software error
• CRC calibration data error
• NVMY storage error
P0606 P0603 Internal error in the engine con-

trol unit.
• Check sum error in the EE-
PROM storage

trol unit.
• Internal RAM storage error

trol unit.
• CRC Boot software error
P0606 P0606 Exchange engine control unit Switch off AGR function.
• On chip X RAM failure or System reaction: Engine stop.
• Injector power stage error Energy DC/DC converter deacti-
vated
P0606 P1657 Exchange engine control unit Switch off AGR function.
• CAN RAM failure System reaction: Engine stop.
Energy DC/DC converter deacti-
vated
PCR 2 DV 4 TD / FORD 1/2002 105

P0608 P0608 5V electrical supply for high pres- Control system PCV. Regeneration of the perfor-
sure sensor, camshaft sensor Adaption VCV deactivated. mance in ramp form after
and pressure sensor for the air- 350 bar < Nominal rail clearing the error
conditioning pressure < 800 bar.
• falls below or Function diagnosis of rail pressu-
• exceeds re control blocked.
Exchange engine control unit Default value = f (engine speed,
Notice: Fault entry can also occur amount).
by a faulty line connection
P0609 P0609 5V voltage supply for accelerator Nominal idle speed = Re-adoption of driver’s wis-
pedal sensor 1200 rpm. hes in ramp form after clea-
• falls below or Pedal value = 0%. ring the fault
• exceeds
Notice: Fault entry can also occur
by a faulty line connection
P0610 P0610 VID blocks not recognised Use preset values At the next start, after reset
of the engine control.
P0610 P1639 Check sum of the VID block not Use preset values At the next start, after reset
correct of the engine control.
P0615 P0615 Short circuit to + in the line con- no start

nection to the start relay
P0645 P0645 • Short circuit to - or cable break Switch off air-conditioning com- When the tolerance values
in the cable connection to the pressor. are reached once more
pressure sensor for the air-con- Default value = 97,25KPa.
ditioning
• Short circuit to + in the cable
sensor for the air-conditioning.
P0654 P0654 Engine Run - Signal

• Short circuit to + or
• line interruption.
P0704 P0704 Signal from the clutch switch is Speed control unit in stand by. By next positive test after a
not plausible. Default signal: engaged. renewed start
Check clutch switch, adjustment
as well as cable connection.
P0812 P0812 Signal for reverse gear not plau- no start At the next ignition.
sible
106 PCR 2 DV 4 TD / FORD 1/2002

P1113 P0087 Nominal rail pressure was not re- Control system PCV. When the tolerance values
ached. Adaption VCV deactivated. are reached once more
Rail pressure governor is at up- 350 bar < Nominal rail pressure
per end position/limit stop. < 800 bar.
Check high/low pressure system
or, where necessary, injectors
P1113 P0088 Nominal rail pressure was not re- Control system PCV. When the tolerance values
ached. Adaption VCV deactivated. are reached once more
Rail pressure governor is at lo- 350 bar < Nominal rail pressure
wer end position/limit stop. < 800 bar.
Check high/low pressure system
or, where necessary, injectors
P1113 P0089 Oscillating pressure regulator.

Dynamic test.
P1169 P0606 Voltage of the power stage for

the injectors in the engine con-
trol unit
• too low or
• too high.
P1175 P0002 Cable interruption to the VCV System reaction: Engine stop. Regeneration of the perfor-
Control system VCV = 6,7%. mance in ramp form after
Adaption VCV deactivated. clearing the error
Control system PCV.
Current consumption of the VCV System reaction: Engine stop.

too high. Current limitation VCV.
Run a check on the electronics of
the VCV (possible short circuited
coil).
P1175 P0003 Short circuit to - in the cable con- Control system VCV = 6,7%. Regeneration of the perfor-
nection to VCV. Adaption VCV deactivated. mance in ramp form after
Control system PCV. clearing the error
P1175 P0004 Short circuit to + in the cable System reaction: Engine stop. Regeneration of the perfor-
connection to VCV. Control system VCV = 6,7%. mance in ramp form after
Adaption VCV deactivated. clearing the error
Control system PCV.
P1192 P1563 • Engine shut down via the System reaction: Engine stop.
pump faulty. Decrease in the rail pressure.
• Faulty engine shut down via Power stage will be turned off.
the injectors
PCR 2 DV 4 TD / FORD 1/2002 107

P1197 P0606 Power stage fault or injector fault System reaction: engine stop
or wiring fault. Carry out corre- possible.
sponding test procedure. Energy DC/DC converter deacti-
vated
pre and after injection deactiva-
ted.
P1198 P0001 VCV adaption exceeds a particu- System reaction: Engine stop When the tolerance values
lar threshold. possible. are reached once more
Leakage amount of the injectors
too high.
Check injectors and high pressu-
re system.
P1206 P0090 • Electric short to - in the cable Control system PCV = 12,8%. Regeneration of the perfor-
connection to PCV. Control system VCV. mance in ramp form after
• Electric short to + in the cable Adaption VCV deactivated. clearing the error
connection to PCV. 400 bar < nominal rail pressure
• Cable break to the PCV < 1400 bar.
P1206 P0097 Current consumption of the PCV System reaction: Engine stop. Regeneration of the perfor-
too high. Current limitation PCV. mance in ramp form after
Check the PCV electrically (pos- clearing the error
sible short circuited coil).
P1244 P1244 Voltage of the light engine too ALT-COM = 38% When the tolerance values
high. are reached once more.
P1244 P1245 Voltage of the light engine too ALT-COM = 38% When the tolerance values
low. are reached once more.
P1353 P0380 • Short circuit to + in the electri-

cal cable connection to the
glow plug relay.
• Line interruption or short circuit
to - in the electrical cable con-
nection to the glow plug relay.
P1353 P0684 • Glow plug relay will be trigge-

red, however does not switch
• Glow plug relay will not be trig-
gered, however switches any-
way.
Check glow plug unit.
P1354 P0201 Faulty injector cylinder 1 Defective injector will be swit- Upon the next start after a
• Faulty boost or discharge ope- ched off. positive test over a minimum
ration Energy regulator DC/DC conver- injection duration
or ter deactivated.
• Faulty injector voltage Cylinder balancing deactivated.
Check injectors and pipe connec-
tions
108 PCR 2 DV 4 TD / FORD 1/2002

or ter deactivated.
tions
or ter deactivated.
tions
or ter deactivated.
tions
P1403 B2863 Cable connection to additional

heater 1 faulty
tion

heater 1 faulty

heater 2 faulty
tion

heater 2 faulty
P1586 P1586 Faulty CAN connection between

the engine control unit and the
ETCU.
Check the CAN connection.
P1601 P0685 Cable connection to power relay System reaction: Engine stop.
(main relay) faulty.
P1601 P1601 Cable connection to power relay System reaction: Engine stop.
(main relay) faulty.
tion
PCR 2 DV 4 TD / FORD 1/2002 109

P1621 P0321 Internal monitoring error in the Reaction fault specific: Ignition turned off
engine control unit. System reaction Engine stop.
• Speed Rail pressure decrease.
Exchange engine control unit Power stage switched off.
Engine speed limitation set to
2000 rpm
Moment intervention ESP deac-
tivated.
ECU-Reset.
Engine speed control unit deacti-
vated
• Fuel cut off Rail pressure decrease.
• Torque Power stage switched off.
• Micro unit Engine speed limitation set to
• Temporary micro unit 2000 rpm
• MSR intervention Moment intervention ESP deac-
• Cruise intervention tivated.
Exchange engine control unit ECU-Reset.
vated
• Conversion Rail pressure decrease.
Exchange engine control unit Power stage switched off.
Engine speed limitation set to
2000 rpm
Moment intervention ESP deac-
tivated.
ECU-Reset.
vated
P1627 P0606 Internal monitoring error in the Engine speed limitation set to Ignition turned off
engine control unit. 2000 rpm.
Accelerator pedal monitoring not
plausible.
P1632 P1632 Line connection to the light engi-

ne faulty
• short circuit to +
• short circuit to - or
• line interruption
P1641 P0606 Power stage fault or injector fault System reaction: No engine start
or wiring fault. Carry out corre- possible.
sponding test Energy DC/DC converter deacti-
procedure. Possibly exchange vated
engine control unit.
110 PCR 2 DV 4 TD / FORD 1/2002

U1000 P1656 Engine control unit can not trans- Engine speed control unit deacti-
mit via CAN vated
Check CAN connection No instant intervention of the en-
gine speed control unit and ESP
U1003 U1642 Faulty CAN connection. Check Engine speed control unit deacti-
CAN connection vated
No instant intervention of the en-
gine speed control unit and ESP
Default value CAN.
U1109 P1586 Faulty CAN connection between

ABS control unit.
Check CAN connection.
U1113 P1637 Faulty CAN connection between Engine speed control unit deacti-
the engine control unit and the vated
ETCU control unit. No instant intervention of the en-
Check CAN connection. gine speed control unit and ESP
Default value CAN.
U1118 P1638 Engine control unit cannot recei- Engine speed control unit deacti-
ve via CAN vated
Check CAN connection No instant intervention of the en-
or gine speed control unit and ESP
Faulty CAN connection between Default value CAN.
air conditioning control unit.
Check CAN connection.
U2510 U2139 PATS no start At the next ignition

Identification codes not corre-
sponding
U2510 U2510 PATS no start At the next ignition

Problems with data transfer
PCR 2 DV 4 TD / FORD 1/2002 111

B1213 B1213 Number of programmed keys no start At the next ignition
too small
B1213 B1602 PATS no start At the next ignition

Invalid data transmitted to engi-
ne control

Identification code of the engine
control unit not transmitted

Key sends no code

Engine control unit receives no
code

Programming of the code is faul-
ty
B1601 B1601 Key code not correctt no start At the next ignition

Antenna at the ignition lock not
connected.
112 PCR 2 DV 4 TD / FORD 1/2002

4. Test instructions
4.1 Directives for working on diesel fuel systems
4.1.1 Recommendations
• no work to be carried out on the high pressure fuel

Important system when the engine is running
• no work is to be carried out for at least
The use of material with additives, such as fuel line 30 seconds after the engine has been turned off.
cleaners/metal coating, is not authorised.
4.1.2 Work safety instructions Remark
The waiting time is necessary so that the

a) Introduction: pressure within the high pressure fuel system has a
chance to drop down to the ambient pressure.
The relevant rules and directives apply for all work being
performed on the injection system:
Running engine:
• of the responsible health authorities
• always stay outside the range of a possible jet of fuel,
• of the accident prevention since this can cause serious injuries
• of the environment protection • Do not position hands in the region of a suspected leak
in the high pressure fuel system
The work must be carried out by skilled professional • Do not disconnect connectors on the injectors and the
craftsmen who are familiar with the safety regulations engine control unit (ECU), since this could cause dama-
and who take special measures to ensure that these are ge to the engine
followed.
c) Work area:
b) Safety instructions:
The working area must be clean (floor,...) and unobstruc-
In consideration of the extremely high pressure (1500 ted; parts which are in for repair must be stored in a dust
bar) which can prevail in the fuel system, the following free environment.
instructions are to be observed:
• absolute prohibition on smoking in the immediate

vicinity of the high pressure system whilst working on
it
• no work to be carried out in the immediate vicinity of
open flames or sparks
PCR 2 DV 4 TD / FORD 1/2002 113

d) Preparatory work:
It may be necessary that preparatory work on a system

could include the cleaning of sensitive equipment (see
appropriate instructions).
Component parts of the sensitive equipment are:
• High pressure fuel pump

• Injection distribution pipe (Rail*)
• High pressure fuel lines*
• Injectors
Important
• Rules of cleanliness: The workers must wear

clean clothing.
• Directly after dismantling all connections of the
high pressure system the openings are to be
closed by means of stoppers/plugs, to avoid any
pollutants penetrating into the high pressure sys-
tem.
• Safety torques: Always observe tightening tor-
ques for the high pressure system (Lines, Injector
flanges, Rail), utilise a torque wrench that is cont-
rolled regularly.
114 PCR 2 DV 4 TD / FORD 1/2002

4.1.3 Information concerning the exchange of parts and the work steps
The following parts are not to be removed from the high

pressure pump (5):
• Pressure control valve PCV (1)

• Volumetric control valve VCV (3)
• High pressure outlet connection (4)
• Hollow screw of the banjo ended nipple for the pump
inlet (6)
return flow (2)
Important
If a part of the pump is damaged, then the whole

pump must be sent back to SiemensVDO for
further investigations.
Do not take the injector (9) apart:
• Do not detach the high pressure connection (8)

• Do not release nut (7)
Important
A malfunctioning injector must be sent back to

SiemensVDO for further investigations.
No cleaning agents or liquids must penetrate into

the electrical connection. For this reason a suitable
preventive measure (fitting of a protection plug)
should take place during the cleaning.
Remark
In the case where an injector is to be re-used, the

nozzle shank must be freed from all loose contami-
nation with a soft cloth (if necessary. with the aid of
brake cleaner). In order to avoid contamination pe-
netrating from the outside into the nozzle holes, the
nozzle cone must not be cleaned mechanically (e.g.
wiping off with a cloth, or use of a wire brush).
PCR 2 DV 4 TD / FORD 1/2002 115

Do not detach the high pressure sensor (10) from the
rail*:
Important
If the high pressure sensor is damaged, then the

whole assembly must be sent back to the manufac-
turer of the railmodule for further investigations.
Do not open the engine control unit (11):
Important
A malfunctioning ECU must be sent back to

SiemensVDO for further investigations. It is prohi-
bited to open the ECU.
4.1.4 Precondition for the test
• Battery has sufficient capacity

• Fuses are all in order
Remark
• All mechanical parts of the engine except the injection
During the test it is possible that error codes could
system are well
be entered in the system additionally to those origi-
• The exactness of the test equipment being utilised has nally stored in the error storage.
been taken into consideration The error storage is to be cleared after a repair has
been successfully completed.
116 PCR 2 DV 4 TD / FORD 1/2002

4.2 Check low pressure system
4.2.1 Check internal fuel transfer system
Symptom:
Possible error code Possible sequential
Large sized air bubbles or no fuel (small bubbles are allo-
entries errors
wed) in the transparent supply line to the DCP can be ob-
served. Engine does not start. P1113 P0191
Prerequisite: P1198
• Read out error codes and carry out the appropriate
checks.
Test steps:
• Bleed the internal fuel transfer system with the hand
pump.
• When too little or no fuel can be pumped with the hand
pump, then check the following components:
- Check contents of the tank (petrol instead of diesel,

contaminated fuel)
- Check supply and return lines for leakage, damage,

as well as for a proper installation of the lines.
- Check fuel filter for dirt accumulation
- Dismantle helical filter pot and check for tightness

(acc. to PSA specifications). Check strainer in helical
filter pot for blockage.
Important
The fuel line between the fuel filter and the diesel
common rail pump (DCP) must not be opened in the
field.
It is recommended that the fuel lines to the fuel fil-

ter not be opened, since otherwise the system
must be evacuated of air (bled).
PCR 2 DV 4 TD / FORD 1/2002 117

4.2.2 Check Internal Transfer Pump (ITP)
Symptom:
Fuel is present in the transparent supply line to the DCP,
entry error
however the fuel column doesn’t move during the start.
P1113 P0191
Prerequisite:
P1198
• Read-out error code and carry out the appropriate
checks.
• Internal fuel transfer system is found to be in an orderly
condition. See section "4.2.1 Check internal fuel trans-
fer system" for information concerning this process.
Remark
The fuel will be drawn in through the fuel filter from

the tank by the internal transfer pump (ITP), which
is integrated in the DCP. The fuel reaches the high
pressure pump via the VCV for one, but also via the
scavenger valve to the pump elements within the
pump for lubrication purposes and from there, back
to the return flow line.
Check steps:
• Disconnect connector on the VCV (colour: orange)
• Open fuel return line at the DCP
• Start engine for a minimum of 15 sec.
• Cranking engine speed 250 rpm
• Measure transfer amount (VITP) at the return flow con-
nection of the DCP
• Compare transfer amount (VITP) with the minimum
transfer amount (VITP,min)
Minimum transfer amount VITP,min = 100 ml/min (Cran-

king engine speed of 250 rpm).
If VITP < VITP,min, then exchange DCP.
118 PCR 2 DV 4 TD / FORD 1/2002

4.3 Check high pressure system
4.3.1 Check PCV
Symptom:
Rail pressure approx. 50 bar during the start phase (hol-
entries errors
ding pressure PCV).
P1175 P1113
Prerequisite: P1176 P1116
• Read-out error code and carry out the appropriate P1177 P1198
checks. P1207
P1208
• Complete low pressure system is found to be in an or-
P1209
derly condition. See section "4.2 Check low pressure
P1210
system" for information concerning this process.
• High pressure lines and high pressure connections
have been checked for tightness.
Remark
In the case of a faulty PCV (e.g. without power) a rail

pressure of only 50 bar will be reached during the
start phase. This holding pressure is set through the
closing pressure of a spring in the PCV.
Nominal rail pressure during the start phase: min.
150 bar
PCR 2 DV 4 TD / FORD 1/2002 119

Test steps:
Pull off PCV connector (colour: white)

and measure the resistance at PCV.
Nominal resistance: 1,5Ω − 15Ω
Resistance OK ? No Exchange DCP.
Yes
Measure voltage at PCV connector

(PIN 1 and ground)
with ignition turned on.
Nominal voltage: Battery voltage
Check
Voltage OK ? No main / power
relay.
Yes
Measure control current during a start

at the connected PCV connector.
Nominal current: 0,3 – 0,4A (start
phase)
(see Rail pressure power diagram)
120 PCR 2 DV 4 TD / FORD 1/2002

Rail pressure-Current diagram:
Control current Check power
No connection and connector
OK ?
to ECU
Power
Carry out connection
necessary No and connector
repairs. to ECU OK ?
Yes Yes
Check Control current

main / power Yes > 0 Ampere ?
relay.
No
PCV OK. Exchange ECU.
Check HPP.
PCR 2 DV 4 TD / FORD 1/2002 121

Rail pressure-Current diagram:
Rail pressure [bar]
Current [A]
122 PCR 2 DV 4 TD / FORD 1/2002

4.3.2 Check high pressure pump (HPP) and VCV
Symptom:
Too little or no rail pressure during the start phase.
entries errors
Prerequisite: P1175 P0191
• Read-out error code and carry out appropriate checks. P1176 P1113
P1177 P1198
• Complete low pressure system is found to be in an or- P1207
derly condition. See section "4.2 Check low pressure P1208
system" with respect to this process. P1209
• High pressure pipes and high pressure connections P1210
• PPCV was checked. See section "4.3.1 Check PCV" for
information concerning this process.
Remark
Nominal rail pressure during the start phase: min.

150 bar
PCR 2 DV 4 TD / FORD 1/2002 123

Test steps:
Pull off VCV connector

(colour: orange)
and measure the resistance at VCV.
Nominal resistance: 1,5Ω − 15Ω
Resistance OK ? No Exchange DCP
Yes
Measure voltage at VCV connector

(PIN 1 and ground)
with ignition turned on.
Nominal voltage: Battery voltage
Check main /
Voltage OK ? No
power relay
Yes
Measure control current during a start

at the connected VCV connector.
Nominal current: 0,3 – 0,5A (start phase).
124 PCR 2 DV 4 TD / FORD 1/2002

Check power
Control current connection and
OK ? No
connector to ECU.
power
Carry out connection
necessary No and
repairs connector to
ECU OK ?
Yes
Yes
Check
Control current
main / power Yes
> 0 Ampere ?
relay.
No
Open high pressure pipe (to
avoid a build-up of rail
pressure) as well as the
return connection to the DCP.
Connect PCV and VCV.
Exchange ECU
- Start engine minimum 15 sec.

- Start speed 250 rpm
- Measure fuel quantity during
the start at the connection of
the return line.
PCR 2 DV 4 TD / FORD 1/2002 125

Exchange DCP
Measured fuel amount
(Scavenger valve in DCP
over 400 ml/min?
is open or VCV is
(for min. 15 sec. Yes
mechanically stuck in a
start time and
closed condition).
250 rpm. start speed).
No
HPP OK.
Notice:
If nominal rail pressure is not
reached during the start,then
it is possible that the injector
leakage is too high or the
pressure signal is not correct.
126 PCR 2 DV 4 TD / FORD 1/2002

Representative flow characteristics of the VCV independence upon the pump speed (np):
Flow [ml/min]
Current- [A]
PCR 2 DV 4 TD / FORD 1/2002 127

128 PCR 2 DV 4 TD / FORD 1/2002
4.3.3 Check rail pressure control loop
Symptom:
Possible error code- Possible sequential
• Rail pressure fluctuations
entries errors
• Nominal rail pressure was not reached
P0191 P1113
• Unstable idling P1164 P1116
• Loud or untypical combustion noises possible P1165 P1198
P1167
Prerequisite: P1168
P0192
• Read-out error codes and carry out appropriate checks.
P0193
• Coolant temperature 80 - 90°C. P0263
• Switch off all electrical power consuming equipment. P0269
P0272
• Switch off air-conditioning unit. P0266
• At least a half full fuel tank. P1113
P1116
• Connectors and line connections have been checked.
P1175
• Hydraulic lines have been checked and are tight P1176
P1177
P1207
P1208
Remark P1209
P1210
The appropriate rail pressure will be set for every
engine operating condition. The engine control unit
monitors continually the momentary rail pressure
through the high pressure sensor, adjusts this to
the nominal value stored in the characteristics and
regulates the pressure control valve PCV and the
volumetric control valve VCV. A closed rail pressure
control loop is thereby developed.
The VCV serves the purpose of customising the de-
livered amount of fuel from the high pressure pump
according to the needs of the engine. The power re-
quirement of the high pressure pump will thereby
be reduced.
Important
If the DCP is blocked, i.e. if the pump shaft cannot

be turned by hand even with the impeller mounted,
or if heavy pollution (filings) in the transparent fuel
return can be discerned, then the complete injection
system (injectors, DCP, rail, high pressure lines and
all return lines) has to be replaced.
PCR 2 DV 4 TD / FORD 1/2002 129

Test steps:
Start engine and

leave to idle.
Are there large air

bubbles in the trans- Check low
Yes
parent feed line to the pressure system.
DCP?
No
Pull off VCV connector

(colour: orange)
Exchange DCP
Does the engine No (VCV remains
stop running?
mechanically open).
Yes
Notice: Prior to restarting the

Connect VCV connector, engine, turn off the ignition
start engine anew and and wait approx. 20 sec.
leave to idle. (lag time of the ECU).
Pull off PCV connector

(colour: white)
130 PCR 2 DV 4 TD / FORD 1/2002

Exchange the DCP
Does the engine (PCV remains
No
stop running? mechanically stuck in
a closed condition).
Yes
Connect PCV connector,

start engine anew and leave
to idle.
Read out Cylinder balancing

factor online.
Cylinder balancing error?

Check
Nominal value: 1 Yes
Injectors.
Authorised deviation: ±0,4
No
Technical background:
Read out fuel temperature and - Where the fuel temperature is
cooling water temperature over 100°C the maximum Rail
online. pressure will be reduce to
Nominal value for fuel tem- Notice protect the plastic fuel lines.
Perature on idle: 20-65°C - Where the coolant temperature
Nominal value for coolant is over 100°C the maximum Rail
temperature: 80 - 90°C pressure will be reduce to
protect the engine.
PCR 2 DV 4 TD / FORD 1/2002 131

Does the fuel and coolant
temperatures lie within the Check the
No
range of the nominal relevant sensors.
values?
Yes
Turn off the engine.
Measure the resistance at the PCV and VCV,

as well as the connection lines.
Nominal resistance PCV: 1,5Ω − 15Ω
Nominal resistance VCV: 1,5Ω − 15Ω
Resistance OK? No Exchange the DCP.
Yes
Ignition ON.
Connector on the high
pressure sensor plugged in
1.) Measure the supply voltage at the high Attention: Do not make any
pressure sensor between PIN 3 and 2. resistance metering on the high
Nominal supply voltage: 5V pressure sensor!
2.) Measure the sensor voltage at the high
pressure sensor between PIN 1 and 2.
Nominal sensor voltage: 0,5V
(see diagram: HPS voltage vs. rail pressure)
132 PCR 2 DV 4 TD / FORD 1/2002

High pressure sensor voltage [V]
Rail pressure [bar]
1.) Where there is a faulty supply

voltage, check the connections
of the feed lines and where
necessary replace the Engine
Is the supply and control unit.
No
sensor voltage OK? 2.) Where there is a faulty sensor
voltage, check the contacts of
the high pressure sensor and
Yes if appropriate replace.
If contacts OK.
Exchange the high pressure
sensor.
Start the engine and leave
to idle.
Measure according to the

parameters listed in Table A
at various engine speeds
PCR 2 DV 4 TD / FORD 1/2002 133

Do the measurements
conform to the nominal Rail pressure regulator
Yes
values acc. to Table A? circuit OK.
No
Is perhaps a loud or
untypical combustion
noise recognisable?
Replace the high pressure

sensor and perform the
metering anew.
Do the measurements
conform now to the nominal No Exchange DCP
values acc. to Table A?
Yes
Exchange high
pressure sensor
Do the measurements
conform now to the nominal Technical background:
values acc. to Table A? Nominal value deviations can be caused by
wear and tear, fouling or faulty sensors or
actuators. These deviations can only be
Yes compensated to a certain degree by the
pressure regulator. As a result, a too high, too
low or oscillating rail pressure can be adopted.
Rail pressure
regulating circuit OK.
134 PCR 2 DV 4 TD / FORD 1/2002

Table A
Engine Rail Voltage on the high pressu- PWM signal at PCV Current at PCV
speed pressure re sensor between
(no load) PIN 1and 2
[rpm] [bar] [V] [%] [A]
Idle 210 - 230 0,9 - 1,1 12 - 15 0,35 - 0,45
2000 210 - 230 0,9 - 1,1 11 - 15 0,30 - 0,50
3000 250 - 400 1,0 - 1,5 14 - 20 0,40 - 0,60
4000 300 - 500 1,2 - 1,8 15 - 24 0,50 - 0,70
PCR 2 DV 4 TD / FORD 1/2002 135

136 PCR 2 DV 4 TD / FORD 1/2002
4.4 Check injectors
4.4.1 High injector leakage /injectors remain open
Symptom:
Too little or no rail pressure during the start phase. Engi-
entries errors
ne does not start.
P1113
Prerequisite: P1116
• Read-out error codes and carry out appropriate checks. P1198
• Complete low pressure system is found to be in an or-
derly condition. See section "4.2 Check low pressure
system" for information concerning this process.
• High pressure lines and high pressure connections
• PCV was checked. See section "4.3.1 Check PCV" for in-
formation concerning this process.
• High pressure pump (HPP) and VCV was checked. See
section "4.3.2 Check high pressure pump (HPP) and
VCV" for information concerning this process.
• Pressure sensor has been checked. See section "4.3.3
Check rail pressure control loop" for information con-
cerning this process.
Remark
Wear and tear or dirt particles in the injector can

lead to the fact that tolerable return flow fuel
amounts through the injector are exceeded, or that
the injector remains open to the cylinder. This has
the result that the amount of fuel delivered from the
high pressure pump (HPP) is no longer sufficient to
build up an adequate pressure in the rail.
The injectors will not be triggered at a pressure
which lies under 150 bar.
PCR 2 DV 4 TD / FORD 1/2002 137

Test steps:
Check the capacity and resistance at the

connections of the injectors.
Nominal capacity: >3,0 uF at 20°C
Nominal resistance: 150 – 250kΩ
(to be measured at 20°C, engine has
cooled down for at least 30 min!)
Capacity and Exchange

No
Resistance OK? relevant injector
Yes
Separate return flow connections to the

injectors and tightly seal open lines.
Start the engine and check the return
flow amount to the injector.
Is the return flow amount of

the injectors, at the most, no Exchange the
larger than droplets during the No
relevant injector
start phase?
Yes
Remove the glowplugs and check for

dampness. Where glowplugs are
moistened with fuel, this could indicate an
injector which is open to the cylinder or a
leaking injector.
138 PCR 2 DV 4 TD / FORD 1/2002

Are the glowplugs covered Exchange relevant
Yes
with fuel? injector.
No
- Dismantle all high pressure pipes between injector and

Rail
- Seal the high pressure connection tightly.
Notice: Seal the Rail tightly at the sealing cone of the
high pressure connection.
- Pull off the connectors of the injectors
- Start the engine
- Observe the Rail pressure as it adjusts itself
Nominal rail pressure: min. 150 bar
Was the nominal Rail Install the high pressure pipes from
pressure reached Yes cylinders 1-4, one after the other,
during the start? till the Rail pressure drops off
No
Exchange the
Exchange high relevant injector
pressure sensor.
Was the nominal Rail

pressure reached?
Yes
System OK
PCR 2 DV 4 TD / FORD 1/2002 139

4.4.2 Faulty injected amount
Symptom:
Engine idle runs rough, possibly produces white smoke.
entries error
P0263
Prerequisite: P0266
• Read-out error code and carry out appropriate checks. P0269
P0272
• Complete low pressure system is found to be in an or- P1354
derly condition. See section "4.2 Check low pressure P1355
system" for information concerning this process. P1356
• High pressure lines and high pressure connections P1357
• PCV was checked. See section "4.3.1 Check PCV" for in-
formation concerning this process.
• High pressure pump (HPP) and VCV were checked. See
section "4.3.2 Check high pressure pump (HPP) and
VCV" for information concerning this process.
• Engine temperature minimum 80°C.
• All equipment consuming electricity are switched off.
• Air-conditioning is switched off.
Remark
Wear and tear or dirt particles in the injector can

lead to the injected amounts passed through the in-
jectors deviating from one another, or that the
sealing of the injectors to the cylinder is no longer
guaranteed. Different injection amounts between
the individual cylinders lead to power variations,
which causes the crankshaft to be accelerated with
differing forces.
The allocation of injection amounts to the individual
cylinders can be compensated by the Cylinder Ba-
lancing Factor, so that a rounder running engine can
be achieved.
140 PCR 2 DV 4 TD / FORD 1/2002

Test steps:
Turn off the engine.
Measure the capacity and resistance at the

connections of the injectors,
as well as run a check on the
connection of the pipes.
Nominal capacity: >3,0 uF at 20°C
Nominal resistance: 150 – 250kΩ
(to be measured at 20°C, engine has
cooled down for at least 30 min!)
Capacities, Carry out necessary

resistance and pipe No
repairs.
connections OK?
Yes
Start engine and leave to idle.

Afterwards, read out online the
cylinder balancing factors.
Separate the return flow

Cylinder balancing error?
connections to the injectors and
Nominal value: 1
No tightly seal open pipes.
Authorised deviation:
Check the return flow amount to the
± 0,4
injector whilst the engine is idling.
Yes
PCR 2 DV 4 TD / FORD 1/2002 141

Determine relevant Does the return flow
injector and replace with amount of the injectors lie,
an injector without a at the most, in the region of
deviation. droplets during the start
No Yes
Does the cylinder

balancing deviation Exchange the
Yes Injectors OK.
follow the injector? relevant injector.
No
Check the line connections

and where necessary the
engine compression.
If apprpriate replace the
Engine control unit.
142 PCR 2 DV 4 TD / FORD 1/2002

4.5 Check engine control unit (ECU)
In the case where the following code entries have been made the engine control unit shall be exchanged:
Error code Cause

P0107 Atmospheric pressure sensor faulty - or open line
P0108 Atmospheric pressure sensor faulty. Short circuit after +.
P0601 Internal self test error in the engine control unit.
P0603 EEPROM check sum error
P0604 Internal RAM error
P0605 CRC Boot-Software fault
P0606 Internal hardware fault in the engine control unit

- On chip X RAM error or CAN RAM error
- SPI communication fault
- Power stage error
P0608 5V power supply for high pressure sensor, camshaft sensor and pressure sensor for air-conditioning unit too
high or too low.
Notice: Faulty entries can also occur by faulty cable connections.
P0609 5V power supply for accelerator pedal sensor too high or too low.
Notice: Faulty entries can also occur by faulty cable connections.
P1169 Voltage of the power stage too high or too low.
P1621 Processor monitoring Fault
P1627 Internal monitoring fault in the engine control unit.

Accelerator pedal monitoring not plausible.
P1641 Injector power stage fault in the engine control unit
PCR 2 DV 4 TD / FORD 1/2002 143

144 PCR 2 DV 4 TD / FORD 1/2002
5. Diagnosis tools
In addition to the transfer of error codes, the system also specific freeze frame 2:
supports the application of a diagnosis device with the
• Measured fuel temperature
following functions:
• Rail pressure
• Freeze frames
• Rail pressure setpoint
• Actuator tests
• PCV
5.1 Freeze Frames • VCV
• ECU / CAN input status
In the case of every fault which will be diagnosed, sy-
stem data will be stored which can then be read-out with specific freeze frame 3:
the diagnosis device.
• PWM cool air control
The following values will be stored with every fault (com- • Status flags for AC
mon freeze frame):
• Pressure AC
• Engine speed
• Supply voltage
• Complete injected fuel amount
• Measured coolant temperature specific freeze frame 4:
• Air mass
• Vehicle speed
• Air mass filtered
• Battery voltage
• Engine operating condition • Ambient pressure
• PWM EGR valve
• Running period ECU
• Measured intake air temperature
Furthermore, one of the following data packets will be
• Battery voltage
stored, depending upon the type of fault:
• ECU / CAN input status
specific freeze frame 0:
• Accelerator pedal position 1 and 2
• Cylinder balancing factors
• ECU/CAN Status
• Duration of pre- and main-injection
• Driver requested torque
• ESP-Status
• Ignition voltage

• Supply voltage 1 and 2
• CPU load
• Power stage voltage
• Ignition voltage
PCR 2 DV 4 TD / FORD 1/2002 145

• Error code Monitoring unit
• Error code Controller
• Voltage 2 of MC and MU
• Engine speed in MU
• Status ECU

• Accelerator pedal position 1 and 2
• Engine speed in MU
• Status ECU
• Status "disabled injectors"
146 PCR 2 DV 4 TD / FORD 1/2002

5.2 Actuator tests through diagnosis tool
With the help of a diagnosis tool it is possible in the

workshop to trigger several actuators to check them
for their operativeness.
Prerequisite:
• Engine not running
• Ignition turned on
• ECU cleared
5.2.1 Test PCV
3 cycles (T)
36% (max.) / 1,0 sec. (t1)
16% (min.) / 1,0 sec. (t2)
Remark
Alternating buzzing can be heard during the test.
5.2.2 Test VCV
(see diagram above)
3 cycles (T)
30% (max.) / 1,0 sec. (t1)
20% (min.) / 1,0 sec. (t2)
Remark
Alternating vibration can be felt during the test.
PCR 2 DV 4 TD / FORD 1/2002 147

5.2.3 Test EGR valve
(see diagram above)
1 cycle (T)
80% (max.) / 3,0 sec. (t1)
40% (min.) / 1,0 sec. (t2)
5.2.4 Glow plug relay
(see diagram above)
1 cycle (T)
3,0 sec. (t1) on / 0,1 sec. (t2) off
5.2.5 Test Coolant pre-heating (Heating circuit 1 and 2)
(see diagram above)
1 cycle (T)
3,0 sec. (t1) on / 1,0 sec. (t2) off
5.2.6 Test Cooler fan 1 and 2
(see diagram above)
1 cycle (T)
5,1 sec. (t1) on / 1,0 sec. (t2) off
5.2.7 ACC relay
(see diagram above)
3 cycles (T)
1,0 sec. (t1) on / 1,0 sec. (t2) off
148 PCR 2 DV 4 TD / FORD 1/2002

C Repairs
1. Directives for working on the diesel fuel system
1.1 Recommendations
• no work to be carried out on the high pressure fuel sys-

Important tem when the engine is running
• no work is to be carried out for at least 30 seconds after
The use of material with additives such as fuel line the engine has been turned off.
cleaners/metal coatings is not authorised.
Remark
1.2 Work safety instructions
The waiting time is necessary so that the pressure
a) Introduction:
within the high pressure fuel system has a chance
The relevant rules and directives apply for all work being to drop down to the ambient pressure.
performed on the injection system:
• of the responsible health authorities
• of the accident prevention Running engine:
• always stay outside the range of a possible jet of fuel,
• of the environment protection
since this can cause serious injuries
The work must be carried out by skilled professional • Do not position hands in the region of a suspected leak
craftsmen who are familiar with the safety regulations in the high pressure fuel system
and who take special measures to ensure that these are
followed. • Do not disconnect connectors on the injectors and the
engine control unit (ECU), since this could cause dama-
b) Safety instructions: ge to the engine.
In consideration of the extremely high pressure (1500
bar) which can prevail in the fuel system, the following in- c) Working area:
structions are to be observed: The working area must be clean (floor, ...) and unobstruc-
• absolute prohibition on smoking in the immediate vici- ted; parts which are in for repair must be stored in a dust
nity of the high pressure system whilst working on it free environment.
• no work to be carried out in the immediate vicinity of

open flames or sparks
PCR 2 DV 4 TD / FORD 1/2002 149

d) Preparatory work:
It may be necessary that preparatory work on a system
could include the cleaning of sensitive equipment (see
appropriate instructions).
Component parts of the sensitive equipment are:

• High pressure fuel pump
• Injection distribution pipe (Rail*)
• High pressure fuel pipes*
• Injectors
Important
• Rules of cleanliness: The workers must wear clean

clothing.
• Directly after dismantling all connections of the
high pressure system the openings are to be clo-
sed by means of stoppers/plugs, to avoid any pol-
lutants penetrating into the high pressure system.
• Safety torques: Always observe tightening tor-
ques for the high pressure system (Pipes, Injector
flanges, Rail), utilise a torque wrench that is cont-
rolled regularly
150 PCR 2 DV 4 TD / FORD 1/2002

1.3 Information concerning the exchange of parts and the work steps
Do not remove the following parts from the high pressu-

re pump (5):
• Pressure control valve PCV (1)
• Volumetric control valve VCV (3)
• High pressure outlet connection (4)
inlet (6)
return flow (6)
Important
If a part of the pump is damaged, then the whole

pump must be sent back to SiemensVDO for further
investigations.
Do not take the injector (9) apart:
• Do not detach the high pressure connection (8)

• Do not release nut (7)
Important
A malfunctioning injector must be sent back to

SiemensVDO for further investigations.
No cleaning agents or liquids must penetrate into

the electrical connection. For this reason a suitable
preventive measure (fitting of a protection plug)
should take place during the cleaning.
Remark
In the case where an injector is to be re-used, the

nozzle shank must be freed from all loose contami-
nation with a soft cloth (if necessary. with the aid of
brake cleaner). In order to avoid contamination pe-
netrating from the outside into the nozzle holes, the
nozzle cone must not be cleaned mechanically (e.g.
wiping off with a cloth, or use of a wire brush).
PCR 2 DV 4 TD / FORD 1/2002 151

Do not detach the high pressure sensor from the rail (10):
Important
If the high pressure sensor is damaged, then the

whole assembly must sent back to SiemensVDO
for further investigations.
Do not open the engine unit control (11):
Important
A malfunctioning ECU must be sent back to

SiemensVDO for further investigations. It is prohibi-
ted to open the ECU.
152 PCR 2 DV 4 TD / FORD 1/2002

2. Cleaning of the fuel high pressure connections
Danger
The safety arrangements must be observed during

work on the diesel fuel system;
see instructions: Directives for working on the die-
sel fuel system
2.1 Special tools
• Degreasing agent SODIMAC No. 35.

• Paint brush
• Cleaning bath
• Suction pump
• Round adaptor for the suction pump
2.2 Preparatory work
• Disconnect the battery.

• Dismantle cover.
• Protect generator.
2.3 Work process
Clean high pressure connections of the DCP, rail and in-

jectors which are affected by the repair with the degrea-
sing agent and at the same time suck up the affected
area.
Clean the suction pump after use.
PCR 2 DV 4 TD / FORD 1/2002 153

154 PCR 2 DV 4 TD / FORD 1/2002
3. Disassemble and assemble injector
Danger

sel fuel system
3.1 Special tools
• Plug set [1]
• Pipe line socket wrench [2], e: g: HAZET

No. 4550 (3/8" -Drive), No. 4550-1 (1/2" -Drive)
• Torque wrench set
PCR 2 DV 4 TD / FORD 1/2002 155

3.2 Disassembly
• Disconnect the battery at the negative pole.
• Loosen the air filter box (2) and pull off the tube-crank
casing vent (3) at the valve cover.
Take out the air filter box and the tube-crank casing
vent as one piece.
• Disassemble the charge-air (4) line.

To do this, screw out the screws at the flange of the
turbocharger and loosen the hose clamp from the air
mass meter.
• Disassemble the cover (1) of the toothed belt.
• Loosen the fuel filter (5).
Remark
In order to be able to take off the valve cover, you

have to loosen the fuel filter.
156 PCR 2 DV 4 TD / FORD 1/2002

• Loosen the AGR-tube (1) at the clamp.
• Pull off the connector (2) of the injectors and lay the ca-
ble duct (3) to the side.
• Screw out the screws (arrows) and take off the valve
cover.
• Disassemble the high pressure pipes* (7) to the injec-

tors.
• Screw out the screws (5) and take out the claw lugs (6).
Pull out the injector by hand for a little bit.
Important
The injector must not be levered out with a screw-

driver,a tyre tool or similar tools. By doing this the in-
jector could be damaged. Loosen from the seat only
by careful movements to and fro.
*The Rail and the high pressure pipes are not included in
PCR 2 DV 4 TD / FORD 1/2002 157

• Push out the holding clamp (c) and pull out the fuel re-
turn flow line (8).
• Disassemble the synthetic sealing rings (9).
158 PCR 2 DV 4 TD / FORD 1/2002

• Take off the copper sealing rings (d).
Important
Close the injector borings in the cylinder head, the

connections and the nozzle at the injectors with the
plug set [1].
3.3 Assembly
• Clean the injector seats if necessary.
• Insert new synthetic sealing rings (9).
PCR 2 DV 4 TD / FORD 1/2002 159

Important
Check O-rings (a) on the connection nipple (b) of the

fuel return flow line. In the case of damage or leaka-
ge the O-ring has to be replaced.
Remark
• Grease the O-rings (a) at the connection nipples

with an acid free fat.
Push the connection nipples (b) into the boring on

the injectors using a light backwards and forwards
rotation till they have engaged.
• Push on the retaining clamps (c) and install the fuel
return flow line.
• Push the claws (11) onto the injectors (10) and insert
the injectors with new copper sealing rings (d) in the cy-
linder head.
• Install High pressure pipes*, hand tighten union nuts at

the Rail* and the injector.
• Tighten the screw (5). Tightening torque 30 Nm.
• Tighten union nuts of the high pressure pipes* at the

injector. Tightening torque 25 Nm.
• Proceed with the subsequent assembly in the reverse

order of the disassembly.
• Check connections for leakage.
160 PCR 2 DV 4 TD / FORD 1/2002

4. Disassemble and assemble high pressure pump
Danger

sel fuel system.
4.1 Special tools
• Plug set [1]
• Pipe line socket wrench [2], e: g: HAZET

No. 4550 (3/8" -Drive), No. 4550-1 (1/2" -Drive)
• Lifting beam
• Lifting chain
• Locking pin for pulley wheel
• Extractor tool for pulling off the drive wheel from the
high pressure pump
• Torque wrench
PCR 2 DV 4 TD / FORD 1/2002 161

4.2 Disassembly
• Disconnect the battery at the negative pole.
• Loosen the air filter box (2) and pull off the tube-crank
casing vent (3) at the valve cover.
Take out the air filter box and the tube-crank casing
vent as one piece.
• Disassemble the charge-air (4) line.

To do this, screw out the screws at the flange of the
turbocharger and loosen the hose clamp from the air
mass meter.
• Disassemble the cover (1) of the toothed belt.
• Loosen the fuel filter (5).
Remark
In order to be able to take off the valve cover, you

have to loosen the fuel filter.
162 PCR 2 DV 4 TD / FORD 1/2002

• Loosen the AGR-tube (1) at the clamp.
• Pull off the connector (2) of the injectors and lay the ca-
ble duct (3) to the side.
• Screw out the screws (arrows) and take off the valve
cover.
• Disassemble the right front wheel.
• Loosen the tensioner pulley for the poly-V-belt and take

off the belt.
• Screw out the central screw at the harmonic balancer

and take off the harmonic balancer.
• Disassemble the lower cover of the toothed belt.
• Pull off the connector from the reference mark sensor

(a) of the crankshaft
• Insert the locking pin (b) for the crankshaft-pulley

wheel.
PCR 2 DV 4 TD / FORD 1/2002 163

• Insert the locking pin (c) for the camshaft-pulley wheel.
• Screw out the nut (5) of the pulley wheel of the pump.
• Pull off the drive wheel from the high pressure pump
with the tool (d).
164 PCR 2 DV 4 TD / FORD 1/2002

• Disassemble the high pressure pipe (6) to the Rail*.
• Unclip and pull off the fuel intake pipe (9) and the fuel
return flow pipe (11) from the pressure control valve
(PCV).
• Pull off the connectors (10) and (12) at the volumetric

control valve (VCV) and the pressure control valve
(PCV).
Important
Close the connections at the high pressure pump,

rail and the high pressure pipes with plugs [1].
• Screw out the screws (8) and take off the holders (7).
• Screw out the fastening screws (13) of the high pressu-

re pump and disassemble the high pressure pump.
the scopes of delivery.
PCR 2 DV 4 TD / FORD 1/2002 165

4.3 Assembly
• Proceed with the assembly in the reverse order of the

disassembly.
Important
Do not interchange the connectors of the high pres-

sure pump:
• Connector (5, orange) to VCV
• Connector (6, white) to PCV.
Tightening torque:
• Fixing screws of the high pressure pump: 23 Nm
• Nut of the drive wheel: 17 Nm
• Union nut of the high pressure pipe* (6) at the high

pressure pump: 25 Nm
Check the connections for leakage.
the scopes of delivery.
166 PCR 2 DV 4 TD / FORD 1/2002

5. Removal and assembly of the Engine control unit (ECU)
5.1 Disassembly
Danger

sel fuel system.
• Disconnect the cable from the negative pole of the bat-

tery.
• Remove the cover of the control unit box.
• Unscrew the fixing screws of the engine control unit

and pull out the engine control unit.
• Pull out the connectors at the engine control unit in the

consecutive sequence A - B - C, in order to do this
swing each of the securing stays (1) through 90°.
5.2 Assembly
• Proceed with the assembly in the reverse order of the

disassembly.
Remark
Assembly of the connector: Firstly push in the con-

nector and then close the securing stay only when
the connector is fully seated.
PCR 2 DV 4 TD / FORD 1/2002 167

168 PCR 2 DV 4 TD / FORD 1/2002
Contact:
Siemens VDO Automotive AG

Diesel-Systems
Im Gewerbepark C27
D-93059 Regensburg
Tel. +49 (941) 790-8394

Fax +49 (941) 790-5112
© Siemens VDO Automotive 1/2002

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General Trainer additional information

Note on handling Siemens “Piezo Common Rail

Note on handling Siemens aftersales documentation

NOTE: This Siemens aftersales documentation

Service Training TAI -- 1

This handbook is applicable for:

System: Siemens PCR2 DV 4 TD

Vehicle: Ford B 256

A System description PCR 2 diesel injection system . . . . . . . . . . . . . . . . . . . . . . . . . 5

1. Complete system PCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2. System boundaries fuel supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1. System Nominal Value and Operating Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

2. Fault Search Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

PCR 2 DV 4 TD / FORD 1/2002 1

3. Fault code listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

4. Test instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

5. Diagnosis tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

2 PCR 2 DV 4 TD / FORD 1/2002

1. Directives for working on the diesel fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

2. Cleaning of the fuel high pressure connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

3. Disassemble and assemble injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

4. Disassemble and assemble high pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

5. Removal and assembly of the Engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

PCR 2 DV 4 TD / FORD 1/2002 3

This hand book contains the following symbols:

* This symbol marks components which are out of

This symbol reminds you to act according the regula-

This Symbol calls for attention to the possible dama-

This tip gives advice on easements of labor or

This symbol denotes an interrupted

4 PCR 2 DV 4 TD / FORD 1/2002

1. Complete system PCR

1.1 General to the PCR-System

PCR 2 DV 4 TD / FORD 1/2002 5

PCR 2 DV 4 TD / FORD 1/2002 7

Diesel Common Rail Pumpe DCP High pressure sensor

D Diesel The fuel pressure measured by the High pressure sensor

The diesel common rail pump consists of the following

• High pressure pump HPP

• Pressure control valve PCV

PCR 2 DV 4 TD / FORD 1/2002 9

2 Rail* with high pressure sensor

PCR 2 DV 4 TD / FORD 1/2002 11

The Piezo injectors, which are connected to the rail*, in-

Due to the deployment of the Piezo actuators, extremely

The injectors are controlled from the engine control unit

During the time that the engine is running, the con-

PCR 2 DV 4 TD / FORD 1/2002 13

14 PCR 2 DV 4 TD / FORD 1/2002

PCR 2 DV 4 TD / FORD 1/2002 15

• Injector non controlled:

When the engine is no longer running, the valve, which

A small amount of fuel will be directed for lubrication pur-

16 PCR 2 DV 4 TD / FORD 1/2002

PCR 2 DV 4 TD / FORD 1/2002 17

18 PCR 2 DV 4 TD / FORD 1/2002

The Diesel common rail pump DCP is a demand control-

The DCP supplies the volume flow for the generation of

1 Internal transfer pump ITP a Fuel delivery

PCR 2 DV 4 TD / FORD 1/2002 19

1 Internal transfer pump ITP

a Fuel delivery feed

Fuel process in the DCP

PCR 2 DV 4 TD / FORD 1/2002 21

• Fuel suction: • Fuel delivery:

22 PCR 2 DV 4 TD / FORD 1/2002