Curso de Riel Comun PDF

Introduction
In recent years, electrically controlled fuel injection systems and the latest emission after-treatment
technologies are being rapidly introduced into diesel engines to achieve higher environmental and
driving performance. In line with this trend, a high-level of ability to diagnose faults is required for
service technicians. In addition, concurrent with recent progress in vehicle technology, the function
of diagnostic tools (Intelligent Tester) has also been upgraded, and the diagnostic tool is becoming
essential for the fault diagnosis which can be performed using the tool.
The utilization of diagnostic tools allows service technicians to efficiently perform fault diagnose. This
reduces the vehicle service period and prevents re-service through a proper service, resulting in
increasing customer satisfaction for the services and response quality.
This manual has been developed to cover from the basics of diesel engines to the latest electronic
control technologies and effective diagnostic tool functions and the utilization methods.
Please read the manual carefully to deal with the progressing vehicle technology.
Intelligent Tester
Common-rail (200MPa)
Driving performance
Piezo Injector Low Comp. Ratio

Intelligent Tester
Common-rail DPNR
(180MPa)
DPF
Solenoid Injector
Low Friction
Common-rail
(135MPa) Variable Nozzle Vane type
Turbocharger
DOHC 4-valve
Cooled EGR
Turbocharger Oxidation Catalyst
Environmental performance
Part 1
Description
1
1 Diesel Engine
Part 1
Part 1 Description
Description
Before learning how to diagnose faults in a diesel engine, let’s first learn the basics of the diesel engine in this
chapter.
1 1Diesel Engine
111 Outline of Diesel Engine

●●Diesel engines use diesel fuel (light oil) for running the engine, in which the fuel is self-ignited and
combusted under high temperature and pressure in the combustion chamber by compressing the
intake air, giving a high compression ratio and thermal efficiency. Therefore, diesel engines are
relatively superior to gasoline engines in fuel economy (lower CO2 emissions).
●●The diesel engine uses a self-ignition combustion system, and this allows the combustion to occur
constantly at a high air ratio. In addition, the power output is controlled by adjusting the fuel injection
amount, and which is different from that of gasoline engines.
●● The fuel injected into the combustion chamber is ignited sequentially from a section in which the
combustion conditions (air ratio and temperature) are met in accordance with the injected fuel amount,
regardless of the intake air amount. This is extremely different from gasoline engines, in which the
combustion occurs by igniting the created air-fuel mixture. Therefore, in diesel engines, the control
of the intake air amount is not required to control the output power and the throttle valve is also not
required, thus reducing any pumping loss.
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1 Diesel Engine
Part 1
■■Principle of 4 Stroke Diesel Engine
Description
Intake valve Exhaust valve
open open
Intake Compression Combustion Exhaust

Stroke Stroke Stroke Stroke
■■Principle of 4 Stroke Gasoline Engine

Intake valve Exhaust valve
open open
Intake Compression Combustion Exhaust

Stroke Stroke Stroke Stroke
3
1 Diesel Engine
Part 1
■■Differences between diesel and gasoline engines

Diesel Engine Gasoline Engine
Description
Diesel oil: The cetane number is a Gasoline: The octane number is a

measure of the ignition performance. measure of the resistance to knock.
Fuel Cetane number 48 or more Octane number 95 or more
Ignition point 330 to 350 °C 480 to 550 °C
Flash point 45 to 80 °C -35 to -46 °C
This occurs when the fuel injected
during the ignition delay period is This occurs when unburnt gas in
ignited. This is more likely to occur the the combustion chamber self-ignites
Knock
longer the ignition delay period is, or under high temperature and pressure
the more the fuel is injected during the due to the combustion.
ignition delay period.
Jerk method Carburetor method (Carburetor)
Fuel supply method
Common rail method Fuel injection method
Combustion method Compressed self-ignition Spark ignition
Compression ratio 16 to 24 7 to 12
Stoichiometric air-fuel ratio: 14.6 Stoichiometric air-fuel ratio: 14.6
Air-fuel ratio
Actual air-fuel ratio: 17.0 to 60.0 Actual air-fuel ratio: 10 to 17*1
Excess air ratio 1.2 to 4.0 0.6 to 1.2
Control of fuel injection amount Control of intake air-fuel mix ture
Output control
(AF: Not constant) amount (AF: constant)
Intake of atmospheric air Intake of air-fuel mixture*2
Self-ignites causing an ignition delay
after the fuel is ignited under high Spark ignition
temperature and pressure (Vicinity of (before Top Dead Center)
Top Dead Center).
Difference in combustion
Premix combustion (not-controlled),
in which the fuel injected during the
ignition delay period is combusted Flame propagating from the ignition
rapidly, and dif fusive combustion point (Controlled)
(controlled) after the direct combustion
period
*1: Except stratification combustion
*2: Except D-4 engine
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1 Diesel Engine
Part 1
222 Type of Diesel Engine
●●There are various diesel engine types depending on the combustion chamber shape, fuel injection
Description
method and emission treatment method.
●●The differences among the types are outlined in the table below.
1997 1998 1999 2000 ~ 2004 2005 2006
2C-T 1AD-FTV
(w/o DPF)
1CD-FTV
2C-TE
1AD-FTV
(w/DPF)
2AD-FTV
1CD-FTV
(w/DPNR) 2AD-FHV
■■Diesel engine for passenger vehicles (AVENSIS)

Engine Type 2C-T 2C-TE 1CD-FTV 1AD-FTV 2AD-FHV
Apr.,’06 Aug.,’06
Release date Oct., ‘97 ← Aug., ‘99 Apr., ‘05
(w/o DPF) (w/ DPF)
Destination Europe ← ← ← ←
No. of Cyls. & 4-Cylinder,
← ← ← ←
Arrangement In-Line
8-Valve, 16-Valve,
Valve
OHC, ← DOHC, Chain ← ←
mechanism
Belt Drive and Gear Drive
Combustion Direct Injection
Swirl Type ← ← ←
chamber Type
Jerk Method
Jerk Method Common-rail Common-rail Type
(Electric control ←
(Mechanical type) Type (HP2) (HP3)
Fuel system type)
Mechanical Solenoid Type Piezo
← ←
InjectionNozzle Injector TypeInjector
Displacement
1975 ← 1995 1998 2231
cm3
Bore X Stroke
86.0 X 85.0 ← 82.2 X 94.0 86.0 X 86.0 86.0 X 96.0
mm
Compression
23.0 : 1 ← 18.6 : 1 16.8 : 1 15.8 : 1
ratio
Max. output 60 kW @ 66 kW @ 81 kW @ 93 kW @ 130 kW @
EEC 4000 rpm 4000 rpm 4000 rpm 3600 rpm 3600 rpm
300 Nm 300 Nm
170 Nm 250 Nm @ 400 Nm @
Max. torque 203 Nm @ @ @
@2000- 2000- 2000-
EEC 2200 rpm 2000- 1800-
3000 rpm 2400 rpm 2600 rpm
2800 rpm 2400 rpm
+NSR
Catalytic +DPF
Oxidation Oxidation Oxidation +DPNR
converter Oxidation
Oxidation
Emission
EURO 2 EURO 3 EURO 4 ←
regulation
5
1 Diesel Engine
Part 1
333 Enlargement of diesel engine market

Description
[[[[ Outline
●●By use of the latest engine control technologies such as the common-rail system and improvement in
the emission treatment technologies, emission gases such as PM and NOx, which are considered to
be shortcomings have been reduced while maintaining a low fuel consumption rate, which are seen
as the maximum benefits and the engine output power has been increased, leading to clean and
powerful engines exceeding gasoline engines. Accordingly, the current European market share of
diesel engines is near 50%, however, it was only approximately 10% in 1990.
■■Market share of diesel passenger vehicles

50
45
30 Market introduction of
common rail diesel
20
15
10
0
1985 1990 1995 2000 2005
(Years)
■■Market share transition by output power

50%
40%
30%
20%
10%
0%
1999 2000 2001 2002 2003 2004 2005
115hp or less
116hp or more
6
1 Diesel Engine
Part 1
[[[[ Emission Regulation in Europe
●●Exhaust emission regulations based on the EC Directive have been introduced in Europe (EC
Description
member countries). In 1992, passenger vehicles belonging to the M1 category were only required to
be in compliance with the EURO1 standard and as the regulations have been made stricter in the past
few years, the vehicles are now in compliance with the EURO4 standard in 2008.
EURO1 2720
EURO2 1000
EURO3 640
CO
EURO4 500
EURO5 500
(mg/km) EURO6 500
EURO1 970
EURO2 700
EURO3 560
HC + NOx
EURO4 300
EURO5 230
(mg/km) EURO6 170
EURO1 No regulation
EURO2 No regulation
EURO3 500
NOx
EURO4 250
EURO5 180
(mg/km) EURO6 80
EURO1 1400
EURO2 800
EURO3 500
PM
EURO4 250
EURO5 50
(mg/km) x 10 EURO6 50
■■Emission standards for diesel passenger vehicles

Emission Standard CO(g/km) HC + NOx(g/km) NOx(g/km) PM(g/km)
EURO1 (1992/07) 2.72 (3.16*1) 0.97 (1.13*1) - 0.14 (0.18*1)
EURO2 (1996/01) 1.0 0.7*2, 0.9*3 - 0.08*2, 0.1*3
EURO3 (2000/01) 0.64 0.56 0.5 0.05
EURO4 (2005/01) 0.5 0.3 0.25 0.025
EURO5 (2009/09) 0.5 0.23 0.18 0.005
EURO6 (2014/09) 0.5 0.17 0.08 0.005
*1: COP (Conformity Of Production) value
*2: Except Direct Injection type Diesel Engine (Swirl Chamber type and Precombustion Chamber type)
*3: Direct Injection type Diesel Engine
7
1 Diesel Engine
Part 1
444 Type of Combustion Chamber

Description
[[[[ General
●●The combustion chamber of a diesel engine is the single most important component for determining
diesel engine performance. Various chamber configurations have been developed an attempt to
enhance diesel engine performance by making sure that the fuel injected into the chamber atomizes,
vaporizes, and mixes evenly with the air: Methods used include using a specially formed intake port
in the cylinder head to generate an air swirl inside the cylinder, or adding an auxiliary combustion
chamber which exploits the gas expansion at the initial ignition stage to help improve the combustion
efficiency. The combustion chambers currently in use on vehicles are:
Direct Combustion
Direct Injection Type
Chambers
Diesel Combustion
Chambers
Auxiliary Combustion
Swirl Chamber Type
Chambers
[[[[ Direct Injection Type

<<<< Outline
●●A main combustion chamber is provided between the cylinder head and the piston, in which the fuel
is directly injected into the combustion chamber from the injection nozzle/injector. Ultra-high pressure
injection via the common-rail system, porous injection nozzle/injector, and specially shaped pistons
are used, as air and fuel are mixed by the fuel injection from the injection nozzle/injector and the
squish on the piston upper face.
<<<< Advantages
●●A direct-injection type combustion chamber has a small surface area, and this reduces thermal loss,
giving a high fuel economy and output power. No pre-heating devices are required when starting the
engine at normal temperature since it has excellent ignition performance.
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1 Diesel Engine
Part 1
<<<< Disadvantages
●●A high injection pressure is required to improve fuel atomization, and this requires high strength from
Description
the fuel system.
●●Diesel engines have a high internal combustion pressure, creating a loud combustion noise, and
which is apt to induce knocking in the engine. In comparison with a swirl chamber type, the direct
injection type has a weaker swirling flow, causing the intake air to not be fully utilized, which results in
a lower maximum engine speed.
●●These disadvantages have been improved in engines which employ the common-rail system.
TIP
●●In recent years, diesel engines are equipped with a common-rail system that can inject ultra-highly
pressurized fuel at any time plunger as well as at multiple steps thanks to the electronically controlled
injectors.
●●Use of the common-rail system has allowed diesel engines to improve fuel combustion and achieve
the optimal combustion according to the engine operating conditions. As a result, the common-
rail diesel engines have successfully made the typical problems described earlier less severe to a
considerable extent.
9
1 Diesel Engine
Part 1
[[[[ Swirl Chamber Type

Description
<<<< Outline
●●Basically, a spherical swirl chamber, which is connected by holes to the main combustion chamber,
is provided. During the compression stroke, air is introduced into the swirl chamber, creating a strong
swirl motion. By injecting the fuel in the swirl chamber, air and fuel are fully mixed and combusted
rapidly, injecting the air-fuel mixture into the main combustion chamber.
<<<< Advantages
●●Air introduced by the swirl motion can be fully utilized, and this increases the maximum engine speed.
In addition, a high injection pressure like in the direct injection type diesel engine is not required, and
which reduces any fault arising from the fuel systems.
<<<< Disadvantages
●●A pre-heating device is required, and knocking is apt to easily occur at low speeds since the cylinder
head has a large surface area.
10
1 Diesel Engine
Part 1
555 Diesel Engine Combustion
Description
[[[[ Combustion Process
<<<< Outline
●●In gasoline engines, a uniformly premixed air-fuel mixture is combusted. By contrast, in diesel
engines, non-uniformly mixed fuel droplets, vapor and ambient air are combusted.
●●When the fuel is atomized under high temperature air conditions, the fuel in the combustion chamber
is heated and vaporized by the heat of the surrounding chamber, forming a combustion mixture and
igniting a part of the fuel. This rapidly increases the temperature and pressure in the combustion
chamber and causes the remaining fuel to be vaporized, mixed and combusted rapidly.
Fuel
Pressure
[kg/cm2]
80
D
60 C
B
40 A E
20
0
-40° -20° TDC 20° 40°
A→B Ignition delay period (Combustion preparation period)

B→C Flame propagation period (Constant volume combustion period)
C→D Direct combustion period (Constant pressure combustion period)
D→E After burning period (Latter combustion period)
<<<< Ignition delay period (A to B)

●●This covers the period from when the fuel is injected into the combustion chamber at point A to
when it is ignited at point B. This is also referred to as the combustion preparation period, in which
the injected fuel droplets are heated and vaporized by the surrounding high temperature air and
compressed air, and the fuel are mixed and heated up to the ignition temperature, forming a mixed
gas. The period is very short, and is governed by the pressure, temperature, fuel particle size,
dispersion state and air swirling state in the combustion chamber. An increase in the internal cylinder
pressure can barely be observed in this period. However, the length of the period strongly affects the
subsequent combustion.
<<<< Flame propagation period (B to C)

●●The ignition starts from the area with the optimum air-fuel ratio in the mixed gas which was generated
and accumulated during the ignition delay period. Subsequently, most of the remaining accumulated
mixed gas is combusted at the same time, increasing the internal cylinder pressure and temperature
instantaneously. The increase in the pressure and temperature at this time is affected by the fuel
amount which was injected during the ignition delay period, swirl motion of the atomized air and the
air-fuel mixture, and the fuel, which was injected at point B, is mostly combusted during this period.
11
1 Diesel Engine
Part 1
<<<< Direct combustion period (C to D)

●●The fuel is injected even after point C shown in the illustration below. However, once the combustion
Description
starts in the cylinder, the internal cylinder pressure and temperature increase dramatically. Therefore,
the fuel which is injected from the injection nozzle/injector is combusted very quickly once they are
mixed. During this period, the internal pressure and temperature can be controlled by adjusting the
fuel injection amount.
<<<< After burning period (D to E)

●●The fuel injection into the cylinder stops at the point D shown in the illustration below. However, large
unburnt fuel droplets and areas that were not fully combusted because the air and fuel were not fully
mixed due to oil particle density at point D are mixed with air, and combusted during the inflation
stroke, from the point D to E.
●●The fuel combustion processes described above are summarized as follows. The ignition delay period
and the flame propagation period can be referred to as a preparation period for the direct combustion
period in other words. To activate the direct combustion period, which is featured by the diesel engine,
it is said that reducing the increase in the pressure during the flame propagation period is preferable.
[[[[ Excess air ratio

●●It is said that an adequate amount of air is necessary to completely burn the fuel through combustion,
and the optimum air-fuel ratio for diesel fuel is 14.3:1. In other words, 14.3kg of air is required to
completely burn 1kg of diesel oil.
●●However, in diesel engines, the mixing time for the air and fuel is very short as the fuel is directly
injected in the combustion chamber, and this causes some air to not fully mix with fuel, leaving the
unmixed air in the chamber. If the theoretically necessary amount of air is not introduced in the
cylinder, only the oxygen around the injected fuel is likely to be combusted, causing a lack of oxygen.
Therefore, more air than the theoretically required amount of air is required to be introduced to
completely combust the injected fuel.
●●The ratio between the actual intake air amount and theoretical air amount necessary for a complete
combustion is called excess air ratio.
●●Generally, the air ratio of the diesel engine is approximately 1.2 to 1.3 at full load (maximum injection
amount) and approximately 3.0 to 4.0 at a low speed and light load (small injection amount).
Actual intake air amount (weight)

Excess air ratio =
Theoretical air amount necessary for complete combustion (weight)
12
1 Diesel Engine
Part 1
[[[[ Exhaust emission characteristics
●●Since diesel engines have the property that the air ratio is higher, thus, even without a catalytic
Description
converter, the emission level of CO and HC is equivalent to that of gasoline engines.
●●However, since NOx reduction devices such as a three-way catalytic converter are unable to be used
due to the high air ratio, the reduction of NOx emissions is not easy to achieve.　If the combustion
temperature is decreased by the EGR in order to reduce the NOx emission, the amount of PM
emissions increases.
●●The emission regulation also requires a substantial reduction of those conflicting substances.
●●Therefore, in order to reduce the trade-off NOx and PM emissions, recent diesel engines use the
common-rail system to optimize the fuel injection control, and employ DPF (Diesel Particulate Filer)
and DPNR (Diesel Particulate NOx Reduction System) to enhance the fuel combustion and emission
treatment. (Refer to TOYOTA D-CAT)
Diesel Engine Gasoline

Common-rail Engine
Emission Common-rail Common-rail + +
component + + Oxidation Jerk Three-way
DPNR DPF Catalytic Catalytic
Converter Converter
CO2
CO
HC
NOx
PM
■■Reduction of NOx and PM

EURO1*
EURO2*
PM (g/km)
EURO3
EURO4
EURO6 EURO5
NOx (g/km)
* NOx + HC
13
1 Diesel Engine
Part 1
[[[[ Output Control

●●In gasoline engines, throttle valves increase/decrease the air-fuel mixture amount introduced from the
Description
engine, thus adjusting the engine output. However, in diesel engines, the intake air amount is constant
as there are no throttle valves, therefore, the engine output is controlled by adjusting the fuel amount
to be injected.
■■ Diesel Engine
High Power Output
Low Power Output
■■Gsoline Engine
High Power Output
Low Power Output
14
1 Diesel Engine
Part 1
[[[[ Problems due to fuel combustion conditions
Description
<<<< Diesel knock
●●The fuel, which was accumulated during the ignition delay period, burns rapidly in the flame
propagation period, thus, the pressure inside the combustion chamber will rise sharply.
●●The more fuel is injected during the ignition delay period, the larger the extent of the sharp increase
in the combustion chamber internal pressure, and this pressure wave vibrates all parts of the engine,
causing the noise. This is what known as diesel knock, and is unavoidable to a certain extent in diesel
engines due to the spontaneous fuel combustion initiated by self ignition.
●●The possible causes of the diesel knock are; long ignition delay period, low engine temperature, low
intake air temperature, high fuel ignition temperature, early injection timing, or poor fuel atomization.
(For details, refer to the case study on page @)
Knocking
Fuel Injection Start Normal Combustion
15
1 Diesel Engine
Part 1
<<<< White smoke

●●White smoke emission is considered to be the result of unburned fuel vapor due to relatively low
Description
combustion temperatures.
●●The possible causes of white smoke are; late fuel ignition timing or faulty after-glow in low
temperatures. (For details, refer to the case study on page @)
<<<< Black smoke

●●Black smoke emission is considered to be the result of the incomplete combustion of fuel molecules
due to insufficient oxygen. This results in soot.　Simply, only the outside of a droplet of fuel oil burns
but the central part cannot
●●The possible causes of black smoke are; excessive fuel injection volume, insufficient intake air
volume, early fuel ignition timing, or poor fuel atomization. (For details, refer to the case study on page
@)
16
2 Three elements of a diesel engine
Part 1
Description
2 2Three elements of a diesel engine
111 Necessary conditions to run a diesel engine
[[[[ Outline
●●To run the engine efficiently, a fuel system, compression, and glow system play critical roles in diesel
engines, while air-fuel mixtures, sparks and compression are the three important elements to gasoline
engines.
[[[[ Fuel system

●●Diesel engines do not have throttle valves that are used in gasoline engines. The output of a diesel
engine is regulated by the amount of fuel injected, while that of a gasoline engine is regulated with a
throttle valve. In addition, since the combustion begins by injecting fuel, the fuel injection timing is also
regulated. This corresponds to the ignition timing control of a gasoline engine.
Output is regulated by fuel injection volume Fuel injection timing is also regulated
TIP
Currently, throttle valves are provided on a large number of TOYOTA diesel engines. However, these
throttle valves are used to ensure the EGR and reduce white and black smoke, vibrations and noise by
opening/closing the valves in accordance with the engine conditions, not to control the output power as in
gasoline engines.
17
Part 1
[[[[ Compression
●●By compressing air, the pressure prepared for the combustion can be increased. This is also applied
Description
to gasoline engines. Additionally, in diesel engines, the intense heat that ignites the fuel is produced
by the compressed air. The compression of diesel engines corresponds to the spark plug firing of
gasoline engines.
Intense heat that is necessary for ignition is produced Combustion pressure is boosted
[[[[ Glow system

●●The glow system is a distinctive device of diesel engines. Diesel engines need to generate sufficient
heat to burn fuel. If an engine is cold, the compression heat is difficult to be obtained, thus, a device
(glow system) that aids the heat generation is necessary.
Compression heat is supplied when engine is cold
18
Part 1
222 Fuel System
Description
[[[[ Outline of Fuel System
●●There are two types of fuel systems; the conventional system and the common-rail system.
Type Conventional system Common-rail system

Fuel Distributor electrically
Distributor injection pump Supply pump
supply controlled injection pump
Injection nozzle (mechanical automatic valve) Injector (electromagnetic)
The plunger inside the injection pump pressurizes the The common-rail stores the fuel
Injector fuel and feeds it to the injection nozzle, and when the which has been highly pressurized
fuel pressure reaches the specified pressure level, the and fed by the supply pump, and
internal valve of the nozzle is pushed up, injecting the the ECM electrically opens the
fuel. injector valve to inject the fuel.
Common-rail internal pressure
Injection (Approx. 200 MPa/ECM regulates
Nozzle open pressure(15MPa/Constant)
pressure according to the engine operating
conditions)
Regulated by the governor T h e EC M r e g u l a t e s i t
The ECM regulates it by controlling
Injection and the degree to how by c o nt r o lling t he end
the duration that the injector valve
volume much the accelerator pedal of injection with the spill
is open.
is depressed. control valve.
T h e EC M r e g u l a t e s i t The ECM regulates it by controlling
Injection Regulated by the automatic
by controlling the timing the timing of when the injector
timing timer.
control valve. valve opens.
[[[[ Conventional Type

<<<< General
●●There are two types of injection pumps for the conventional system, one is VE pumps and the other is
in-line pumps. VE pumps are compact and light-weight, and are usually used on passenger vehicles.
In-line pumps are relatively big and heavy compared to the VE pumps, thus, they are used primarily
on trucks.
●●Furthermore, the VE pump can be classified into two different types: mechanical pumps and
distributor electrically controlled injection pumps.
<IN-LINE TYPE PUMP> <VE TYPE PUMP>
Mechanical Type Electric Type
19
Part 1
<<<< Distributor injection pump

●●Fuel injection systems equipped with a mechanical distributor injection pump consist mainly of an
Description
injection pump (governor and timer piston) and injection nozzles.
■■System Diagram
Governor Fuel Cut Off Solenoid
Spill Ring
Fuel Filter
Injection Nozzle
Feed Pump Pump Plunger
Timer Piston
Fuel Tank
■■Outline of control
Control Outline
The governor reacts to the degree of the accelerator pedal depression and the
Injection volume
engine speed, and the spill ring is allowed to operate, thus, regulating the amount of
control
fuel injected.
Injection timing The fuel pressure rises as the engine revs up, and that pressure causes the timer
control piston to operate, regulating the fuel injection timing.
The fuel, which is highly pressurized by the injection pump, pushes the needle of
Injection control
the injection nozzle up, regulating the fuel injection.
20
Part 1
<<<< Distributor electrically controlled injection pump
●●Fuel injection systems equipped with a distributor electrically controlled injection pump consist mainly
Description
of an injection pump (spill control valve and timing control valve), injection nozzles, and an ECM.
ECM
Spil Control Valve
Fuel Filter
Pump Plunger
Feed Pump Injection Nozzle
Timing Control valve
Fuel Tank
Control Outline
Depending on the engine conditions that are monitored by the sensors, the ECM
Injection volume
calculates the optimal injection volume, and regulates the amount of fuel injected
control
using the spill control valve.
By referring to the degree of the accelerator pedal depression, engine speed,
Injection timing and engine conditions that are monitored by the sensors, the ECM calculates the
control optimal injection timing, and regulates the injection timing using the timing control
valve.
The fuel, which is highly pressurized by the injection pump, pushes the needle of
Injection control
the injection nozzle up, regulating the fuel injection.
21
Part 1
[[[[ Common - rail Type

Description
<<<< General
●●There are three types of injection pumps, HP2, HP3 and HP4, for the common-rail system. HP2 and
HP3 pumps are used on vehicles with a small displacement engine, and HP4 pumps are used on
vehicles with a large displacement engine.
●●In addition, two types of injectors, solenoid and piezo, are available.
HP2 Type HP3 Type HP4 Type
<<<< Common-rail system

●●Fuel injection systems equipped with a common-rail system consist mainly of a supply pump (suction
control valve), a common-rail, injectors, EDU, and an ECM.
Common-rail
Supply Pump
Injector
Fuel
Filter EDU
ECM
Fuel Tank
Control Outline
Based on the signals received from the sensors, the ECM determines the fuel
Injection volume control
injection volume in accordance with the engine operating conditions.
Based on the signals received from the sensors, the ECM determines the fuel
Injection timing control
injection timing in accordance with the engine operating conditions.
Based on the calculated injection amount and injection period, the ECM injects
Injection control the highly-pressurized fuel which has accumulated in the common-rail by
controlling the injector valve to open through the EDU.
22
Part 1
333 Glow System
Description
[[[[ Outline of Glow System
●●The glow system, where the fuel ignition performance is enhanced by warming up the combustion
chamber using a glow plug, has been replaced with an electric control system which controls the glow
plug temperature by controlling energization to the conventional glow plug using main and sub relays.
Thus, a self-control system in which the glow plug is equipped with a self-temperature control function
is used.
●●The glow plugs are fitted in the cylinder head, and the built-in heaters are heated when the plugs are
energized. In diesel engines, either the metal or ceramic glow plugs is used generally.
Current Previous
Glow System
Self-control type Electric control type
Metal
Type of Glow Plug Metal
Ceramic
2 relay used (Main Relay / Sub
Number of relay 1 relay used (Main Relay)
Relay)
Glow Plug Resistor None Used
Preheating: Battery Voltage Preheating: Battery voltage
Voltage applied to the glow plug
After-glow: Battery Voltage After-glow: Low Voltage
[[[[ Glow Plug

<<<< Metal Glow Plug
●●The metal glow plug consists of metal heater coils and has temperature characteristics of
approximately 900 degrees.
●●The metal glow plug has two types: Self-control type in which the glow plug temperature is self-
controlled, and the conventional type in which the glow plug temperature is controlled by the
energizing system.
●●The self-control type glow plug has a built-in control coil that increases its resistance with the increase
in the temperature of the glow plug. The increased resistance of the control coil then reduces the
voltage that is applied to the thermal coil and the heating element that is connected in series to the
control coil. In this manner, the glow plug itself provides the function to reduce its own temperature.
Self-control type
Electric control type
Thermal Coil
1000
Temperature (˚C)
Control Coil
0
Self-control type glow plug 5
Energization duration (sec)
23
Part 1
<<<< Ceramic Glow Plug

●●The ceramic glow plug consists of ceramic heater elements and has temperature characteristics of
Description
approximately 1,200 degrees and excellent temperature increase characteristics.

●●The ceramic glow plug is a self-control type glow plug which does not require temperature control by
the energizing system.
Ceramic glow plug

Metal glow plug
Lead wire
1200
Temperature (˚C)
Heating element Insulating element
(conductive (insulation ceramic)
ceramic)
0
15 30
[[[[ Energizing system

<<<< Electric control type
●●In the electric control type, the preheating time (main and sub being ON period) and the after-glow
time (sub relay being ON period) are controlled on the basis of the engine coolant temperature and
the glow plug temperature which is determined by the current sensor. (Whereas, on models using the
self-control type glow plug, the preheating time and the after-glow time are controlled on the basis of
the engine coolant temperature and the voltage applied to the glow plug terminal.)
24
Part 1
Glow Plug
Main Relay
Description
Glow Indicator
Lamp
Glow Plug
Register Glow Plug
Sub Relay
Current
Sensor ECM
Ignition
Switch
Engine Coolant
Temperature
Sensor
Glow Plug
Battery
<<<< Self-control type

●●In the self-control type, the preheating time and the after-glow time (main relay being ON period) are
controlled on the basis of the engine coolant temperature.
Glow Plug
Relay Glow Indicator
Lamp
Engine Coolant
Temperature ECM
Sensor
Ignition
Switch
Glow Plug
Battery
25
Part 2
Common-rail
Diesel Engine
26
1 Common-rail Diesel Engine
Part 2
Part 2 Common-rail Diesel Engine

Common-rail Diesel Engine
In this chapter, you will learn about the common-rail system --- leading-edge technology of the electronically
controlled fuel injection system for diesel engines, the relevant electronic control technologies, and the
troubleshooting methods for the components/parts and control systems.
1 3Common-rail Diesel Engine
111 Description
●●The common-rail system is an electronically controlled fuel injection system which has been launched
by Denso for practical use in 1995 for the first time.
●●The common-rail system accumulates high-pressure fuel supplied from the supply pump in the
common-rail and injects the fuel using the electronically controlled injectors.
●●Since the common-rail system can accurately control the fuel injection volume and injection timing via
the ECM, and can maintain a stable injection pressure even when the engine speed is unstable, such
as a low engine speed, the reduction of the diesel engine-specific black smoke and the vibration/
noise resulting from the combustion is possible.
●●Toyota has named the diesel engine system Toyota D-4D (Direct injection 4-stroke common-rail
Diesel engine), in which the common-rail system is combined with the direct injection combustion
chamber that helps minimize heat loss, resulting in good fuel economy and high power output.
●●Toyota D-4D can be divided into 3 major generations depending on the supply pumps and the exhaust
emission treatment methods.
Diesel EFI Common-rail
1st-generation 2nd-generation 3rd-generation

●●HP2 Supply Pump ●●HP3/HP4 Supply ●●HP3/HP4 Supply
●●Solenoid Injector Pump Pump
●●Oxidation Catalytic ●●Solenoid Injector ●●Piezo Injector
Converter ●●Oxidation Catalytic ●●DPNR/DPF
Max. 135 MPa Converter Max. 160-200 MPa
Max. 135-160 MPa
27
Part 2
■■Common-rail Diesel Engine Control list
System Outline

Based on the signals received from the sensors, the ECM determines
Fuel Pressure Control the appropriate fuel pressure in accordance with the engine operating
conditions.
Based on the signals received from the sensors, the ECM determines the
Fuel Injection Volume Control appropriate fuel injection volume in accordance with the engine operating
conditions.
Fuel Injection Timing Control appropriate fuel injection timing in accordance with the engine operating
conditions.
Based on the signals received from the sensors, the ECM performs up to
Multiple Injection Control five injections; Pilot-, Pre-, Main-, After-, and Post-injection in accordance
with the engine operating conditions.
Based on the signals received from the sensors, the ECM adds fuel to
After-treatment Control the engine combustion control and exhaust systems to purify PM (DPF/
DPNR), sulfur (PNF) and NOX (DPNR).
Swirl Control the appropriate swirl control valve position in accordance with engine
operating conditions.
EGR Control
appropriate EGR volume in accordance with the engine condition.
the appropriate throttle position in accordance with engine operating
Diesel Throttle Control conditions.
Fully close the diesel throttle control valve in order to reduce vibration
when the engine is stopped.
Turbocharger Control
appropriate nozzle vane position in accordance with the engine condition.
28
Part 2
222 TOYOTA D-CAT

[[[[ Outline
●●The TOYOTA D-CAT has successfully achieved low emissions and good fuel economy simultaneously,
and is the concept engine putting all of Toyota’s modern clean diesel technologies together, and is the
integration of the engine control, combustion control, high-pressure common-rail injection and newly-
developed catalytic converter.
●●Simultaneously, NOx and combustion noise is reduced and CO and HC are emitted instead. The CO
and HC emissions and the exhaust temperature rise due to the reduction in the air volume for making
the air-fuel ratio rich allows the converter bed temperature to be high enough as to keep the catalytic
converter active enough under low load driving conditions.
■■TOYOTA D-CAT Conceptual Drawing

Engine Management
●●Exhaust-port Injection
●●Multi-injection
●●Feedback Control
●●EGR Control
Catalytic Converter
●●DPNR
●●DPF
Fuel Injection Combustion
●●High-pressure Common- ●●Low Temperature

rail Combustion
29
Part 2
[[[[ Combustion Control

<<<< Low-temperature Combustion
●●In conventional diesel engines, more smoke is emitted because the increase of EGR causes a
decrease in the oxygen volume. However, adoption of a highly efficient EGR system and further
increase in the amount of EGR by the fuel injection timing control make the air-fuel ratio rich, which
decreases the ambient combustion temperature and drastically decreases the smoke emissions.
●● Simultaneously, NOx and combustion noise is reduced and CO and HC are emitted instead. The CO
and HC emissions and the exhaust temperature rise due to the reduction in the air volume for making
the air-fuel ratio rich allows the converter bed temperature to be high enough as to keep the catalytic
converter active enough under low load driving conditions.
Stoichiometric : Smoke
: NOx
: CO/HC
Low Temp. Normal
Combusion Area Combustion Area
EGR Volume
Rich Lean
Air Fuel Ratio
30
Part 2
[[[[ DPF (Diesel Particulate Filter)

●● The DPF is an exhaust gas purification system that treats PM, as well as the HC and CO emitted from
diesel engines. The DPF consists of a DPF catalyst that is a structure of porous ceramics with a PM
trapping function and an oxidation catalyst function, a common-rail system, an EGR system, and fuel
addition into the exhaust system.
Oxidation
Catalytic DPF
Converter
[[[[ DPNR (Diesel Particulate - NOx Reduction System)

●●The DPNR is an exhaust gas purification system that treats PM and NOx simultaneously, in addition
to HC and CO emitted from diesel engines. The DPNR consists of a DPNR and NSR catalyst that
is the combination of a porous ceramic structure with a PM trapping function and a NOx storage
reduction catalyst, a common-rail system, an EGR system, and fuel addition into the exhaust system.
DPNR Oxidation
+ Catalytic
NSR Converter
31
2 Variation
Part 2
2 4Variation
111 CD Series Engine
[[[[ Engine Specification

Engine 1CD-FTV (*1) 1CD-FTV (*2) 1CD-FTV (*3)
CDT220, CLM20 CDT250, CDE120
Model CDT250
CDE110/120, CLA2# CUR10
Oxidation Catalytic Oxidation Catalytic DPNR + Oxidation
Catalytic Converter
Converter Converter Catalytic Converter
Supply Pump HP2 HP3 HP3
Pressurizing SCV X 2 SCV X 1 SCV X 1
Pressure Discharge Pressure Discharge
Depressurizing Pressure Limiter
Valve Valve
Fuel Pressure
Max. Pressure 135MPa 160MPa 175MPa
Fuel Pressure
Single Element Twin Element Twin Element
Sensor
Type Solenoid Solenoid Solenoid
Fuel Injector
Compensation Resister QR Code QR Code
Exhaust Fuel Addition Injector Not Available Not Available Available
32
2 Variation
Part 2
[[[[ System Diagram

■■1CD-FTV (*1)
18
ECM
19 20
EDU
3
4
1
2
5
6
10
7
17 12 11 9
16
13
15
14
1 Intake Air Temperature Sensor 11 Fuel Injector

2 Air Flow Meter 12 Glow Plug
3 Inter Cooler 13 Engine Coolant Temperature Sensor
4 Intake Air Temperature Sensor 14 Crankshaft Position Sensor
5 Diesel Throttle 15 Fuel Tank
6 Manifold Absolute Pressure Sensor 16 Fuel Filter
7 VSV (for Atmosphere Pressure Sensor) 17 Supply Pump (HP2)
8 EGR Valve 18 Common-rail
9 Variable Nozzle Vane Turbocharger 19 Fuel Pressure Sensor
10 Camshaft Position Sensor 20 Pressure Limiter
33
2 Variation
Part 2
■■1CD-FTV (*2)
18 20

19
ECM
EDU
4 3 1
17 2
5 7 8
9
6 10
12 11
16
13
15
14

7 EGR Valve 17 Supply Pump (HP3)
8 EGR Cooler 18 Common-rail
10 Camshaft Position Sensor 20 Pressure Discharge Valve
34
2 Variation
Part 2
■■1CD-FTV (*3)
19 21
20
ECM
EDU
3
4 1
18
2
5 11 8
12
7
6 10
13 22 9
17
14 23
16
15
24
1 Intake Air Temperature Sensor 13 Glow Plug

2 Air Flow Meter 14 Engine Coolant Temperature Sensor
3 Inter Cooler 15 Crankshaft Position Sensor
4 Intake Air Temperature Sensor 16 Fuel Tank
5 Diesel Throttle 17 Fuel Filter
6 Manifold Absolute Pressure Sensor 18 Supply Pump (HP3)
7 EGR Valve 19 Common-rail
8 EGR Cooler 20 Fuel Pressure Sensor
9 Variable Nozzle Vane Turbocharger 21 Pressure Discharge Valve
10 Camshaft Position Sensor 22 Differential Pressure Sensor
11 Exhaust Fuel Addition Injector 23 Exhaust Temperature Sensor
12 Fuel Injector 24 Air-fuel Ratio Sensor
35
2 Variation
Part 2
222 AD Series Engine

1AD-FTV 1AD-FTV
Engine 2AD-FHV (*3)
2AD-FTV (*1) 2AD-FTV (*2)
ADT25# ADT250, ADE150 ADT251, ADE157
Model
ALA30, AUR10 ALA30, AUR10 ALA30, AUR10, ALE20
Oxidation Catalytic DPF + Oxidation DPNR + Oxidation
Catalytic Converter
Converter Catalytic Converter Catalytic Converter
Supply Pump HP3 HP3 HP3
Pressurizing SCV X 1 SCV X 1 SCV X 1
Pressure Discharge
Depressurizing Pressure Limiter Pressure Limiter
Valve
Fuel Pressure 160MPa (1AD-FTV) 160MPa (1AD-FTV)
Max. Pressure 180MPa
170MPa (2AD-FTV) 170MPa (2AD-FTV)
Fuel Pressure
Single Element Single Element Twin Element
Sensor
Type Solenoid Solenoid Piezo
Fuel Injector
Compensation QR Code QR Code QR Code
Exhaust Fuel Addition Injector Not Available Available Available
36
2 Variation
Part 2
[[[[ System Diagram

■■1AD-FTV, 2AD-FTV (*1)
19
21 ECM
20
EDU
3 1
4
2
18
5
7
8
6
10
12 11 9
16 17
13
15
14

6 Manifold Absolute Pressure Sensor 17 Fuel Cooler
11 Fuel Injector
37
2 Variation
Part 2
■■1AD-FTV, 2AD-FTV (*2)
21

23
22
ECM
EDU
20 3 1
4
2
9
5 8
7
6 11
12 13
18 19 24 10
14
15 25
17
16
26

9 VSV (for EGR Cooler Bypass Valve) 22 Fuel Pressure Sensor
10 Variable Nozzle Vane Turbocharger 23 Pressure Limiter
12 Fuel Injector 25 Exhaust Temperature Sensor
13 Exhaust Fuel Addition Injector 26 Air-fuel Ratio Sensor
38
2 Variation
Part 2
■■2AD-FHV (*3)
21
23
22
ECM
EDU
3 1
20
4
2
9
5 8
7
6 11
12 10
18 19 13 24
14
15 25
17
16
26

12 Fuel Injector 25 Exhaust Temperature Sensor
13 Exhaust Fuel Addition Injector 26 Air-fuel Ratio Sensor
39
2 Variation
Part 2
333 KD Series Engine

1KD-FTV
Engine 1KD-FTV (*1) 2KD-FTV (*2) 1KD-FTV (*4)
2KD-FTV (*3)
KDY2## KDH2# KDY2##
KDJ9#
Model KLH1#/2# KLH1#/2# KDH2#, KUN##
KDJ12#
KDN1## KUN## KDJ12#
Oxiadation Oxiadation Oxiadation Oxiadation
Catalytic Converter Catalytic Catalytic Catalytic Catalytic
Converter Converter Converter Converter
Supply Pump HP2 HP3 HP3 HP3
Pressurizing SCV X 2 SCV X 1 SCV X 1 SCV X 1
Pressure Limiter
Pressure
Depressurizing Pressure Limiter Pressure Pressure Limiter
Discharge Valve
Discharge Valve
Fuel Pressure
160MPa
Max. Pressure 135MPa 135MPa 160MPa
180MPa
Fuel Pressure
Single Element Single Element Single Element Twin Element
Sensor
Type Solenoid Solenoid Solenoid Solenoid
Fuel Injector
Compensation Resister Resister QR Code QR Code
Exhaust Fuel Addition Injector Not Available Not Available Not Available Not Available
40
2 Variation
Part 2
[[[[ System Diagram

■■1KD-FTV (*1)
19
21 ECM
20
EDU
3
1
2
4
9
5
18 6
7
8 13 12 10
17
14
16 11
15

7 VSV (for Atmosphere Pressure Sensor) 18 Supply Pump (HP2)
8 EGR Valve 19 Common Rail
9 EGR Cooler 20 Fuel Pressure Sensor
11 Camshaft Position Sensor
41
2 Variation
Part 2
■■2KD-FTV (*2)
21

18
19 20
ECM
EDU
3
1
4 2
17
11
5
6
7
9
8
16 12 22
13
15 10
14

6 Manifold Absolute Pressure Sensor 17 Supply Pump (HP3)
7 VSV (for Atmosphere Pressure Sensor) 18 Common Rail
8 EGR Valve 19 Fuel Pressure Sensor
10 Camshaft Position Sensor 21 Pressure Discharge Valve
11 Fuel Injector 22 Exhaust Gas Control Valve
42
2 Variation
Part 2
■■1KD-FTV, 2KD-FTV (*3)

22 24
23
ECM
EDU
21
5 4 1
8 2
6 3
11
7
10
8
14 12
19 20 9
15 16
18 13
17
Intake Air Temperature Sensor

1 13 Camshaft Position Sensor
(Built-in Mass Air Flow Meter)
2 Air Flow Meter 14 Fuel Injector
8 EGR Valve 20 Fuel Cooler
9 VSV (for Swirl Control Valve) 21 Supply Pump (HP3)
10 EGR Cooler 22 Common Rail
43
2 Variation
Part 2
■■1KD-FTV (*4)
21 20 22

ECM
EDU
3
1
19
4 2
10
5
6
9
7
13 11
8
18 14 15
17 12
16
1 Intake Air Temperature Sensor 12 Camshaft Position Sensor

2 Air Flow Meter 13 Fuel Injector
3 Inter Cooler 14 Glow Plug
4 Intake Air Temperature Sensor 15 Engine Coolant Temperature Sensor
5 Diesel Throttle 16 Crankshaft Position Sensor
6 Manifold Absolute Pressure Sensor 17 Fuel Tank
7 EGR Valve 18 Fuel Filter
8 VSV (for Swirl Control Valve) 19 Supply Pump (HP3)
44
2 Variation
Part 2
444 VD Series Engine


Engine 1VD-FTV (*1) 1VD-FTV (*2)
Model VDJ7# VDJ200
Catalytic Converter Oxidation Catalytic Converter Oxidation Catalytic Converter
Supply Pump HP4 HP4
Pressurizing SCV X 1 SCV X 1
Depressurizing Pressure Limiter Pressure Limiter
Fuel Pressure 175MPa (EURO 4)
Max. Pressure 157MPa
129MPa (Ohter than EURO 4)
Fuel Pressure
Single Element Single Element
Sensor
Type Solenoid Solenoid
Fuel Injector
Compensation QR Code QR Code
Exhaust Fuel Addition Injector Not Available Not Available
45
2 Variation
Part 2
[[[[ System Diagram
■■1VD-FTV (*1)

19
20
3
19 21
18 5
5
7
7
4
ECM 8 8
6
12
EDU
16 17 10
12
11
15
1 2
11 13
9 14

11 Fuel Injector
46
2 Variation
Part 2
■■1VD-FTV (*2)
19
20
2
1
3
19 21
18 5 5
7 7
ECM 8 4 8
6
12
EDU 10
16 17 12
11
15 9
9 11 13
14

11 Fuel Injector
47
3 Main Components
Part 2
3 5Main Components
111 Supply Pump
[[[[ Outline
●●The supply pump is a component that pressurizes fuel extremely high (up to 200 MPa) and feeds it to
the common-rail.
●●Fuel is drawn from the fuel tank into the plunger chamber by the built-in feed pump through the
electromagnetic SCV (Suction Control Valve). The fuel in the plunger chamber, where the high-
pressure is generated, is then fed to the common-rail by the plunger.
●●The fuel, which is supplied to the exhaust fuel addition injector of a DPNR and DPF equipped engine*,
is not fed by the plunger, is supplied from the feed pump passing through the flow damper.
●●Supply pumps are generally classified into two groups by the drive system of a plunger, inner cam
type (HP2), or outer cam type (HP3 and HP4).
●●The ECM learns and memorizes the pump discharge volume variances associated with the individual
differences in the supply pumps.
*: Except for the 1KD-FTV engine for Japan (as of October 2008).
Inner Cam Outer Cam

HP2 HP3 HP4
Type
Avensis and Avensis and Land Cruiser
Land Cruiser etc. Land Cruiser etc. Station Wagon
Feed punp Vane Trochoid Trochoid
Suction control valve 2 1 1
2X2 2 3
Plunger Driven by inner cam Driven by outer cam Driven by outer cam
Tandem layout Opposed layout Opposed layout
Fuel intake regulating Regulating the SCV Regulating the SCV Regulating the SCV
method opening duration opening angle opening angle
Length* mm 250 190 190
Weight* g 6000 3800 4900
* Reference value
TIP
The small displacement engines, which are used on the Yaris and Aygo, use the common-rail and a
supply pump manufactured by Bosch (1ND-TV) or Siemens (2WZ-TV).　Similar to the Denso made HP4
supply pump, their supply pumps also regulate the fuel intake with the electromagnetic valve opening
angle, and feed the pressurized fuel using the three opposed-layout plungers driven by the outer cam.
48
3 Main Components
Part 2
[[[[ Inner Cam type Supply Pump (HP2 type)

<<<< Construction
●●The inner cam type (HP2) supply pump consists of mainly a pump body (inner cam, roller, and four
plunger), two SCVs, a fuel temperature sensor and a feed pump. The four plungers are paired and are
arranged in tandem. The paired plungers are arranged 180° away from each other.
IN Fuel Temp. Sensor

Plunger (B)
OUT Inner Cam
Regulator Valve
SCVs SCV
Feed Pump Plunger (A)
Roller
■■Supply Pump Fuel Circuit

SCV
Regulator Valve Delivery Valve

Check Valve
Plunger (A)
Roller
Feed Pump SCV
Check Valve
Inner Cam
Plunger (B)
Roller
49
3 Main Components
Part 2
<<<< Operation

(((( General
●●The ECM controls the SCV opening duration in order to regulate the fuel volume that is pumped by
the supply pump to the common-rail. Consequently, the fuel pressure in the common-rail is regulated
to the target injection pressure.
(((( Suction Stroke

●●The plunger becomes positioned at the shorter diameter of the inner cam. When the inner cam rotates
from this position, the suction stroke starts as the plunger expands with the fuel pressure created by
the feed pump.
Pump Chamber
Fuel SCV
Plunger ON
Plunger
Roller Inner Cam
Suction Starting
Inner Cam Rotation Direction Suction Ending
(((( Pumping Stroke

●●The plunger becomes positioned at the longer diameter of the inner cam. When the inner cam rotates
from this position, the pumping stroke starts as the plunger is pushed by the inner cam.
Pump Chamber SCV

Fuel
OFF
Fuel
Plunger Suction Starting Suction Ending

Inner Cam
Rotation Direction
50
3 Main Components
Part 2
[[[[ Outer Cam type Supply Pump (HP3 and HP4 type)
<<<< Construction
(((( HP3 type
●●The outer cam type (HP3 type) supply pump consists of an eccentric cam shaft, a ring cam, two
plungers, four check valves, an SCV, a fuel temperature sensor, and a feed pump. The two plungers
are placed opposite each other outside of the ring cam.
Plunger
Plunger
Eccentric
Cam
Fuel Temp.
Sensor
Pump
Plunger Ring Cam

SCV

Check Valve
Plunger
A
Eccentric
Cam
Ring Cam
Plunger
B
SCV
51
3 Main Components
Part 2
(((( HP4 type
●●The outer cam type (HP4 type) supply pump consists of an eccentric camshaft, ring cam (polygon

ring), and three plungers, an SCV, and a feed pump. Each plunger is placed outside of the ring cam.
Plunger
SCV
Inner Cam
Feed Pump
Feed Pump
Outer Cam
Plunger A
Inner Cam
Plunger C
SCV To Injector
Suction Outer Cam

Plunger B
<<<< Operation
(((( General
●●The ECM controls the opening of the SCV in order to regulate the volume of fuel that is pumped by
the supply pump to the common-rail. Consequently, the fuel pressure in the common-rail is controlled
to the target injection pressure.
52
3 Main Components
Part 2
(((( SCV Opening Small

●●When the opening of the SCV is small, the fuel suction area is kept small, which decreases the
transferable fuel quantity.

●●If the plunger strokes fully, however, the suction volume becomes small due to the small suction area.
Therefore, the difference of the volume between the geometry volume and the suction volume is in
the vacuum condition.
●●Pumping will start at the time when the fuel pressure has become higher than the common-rail
pressure.
Fuel Pumping Mass

Pumping
Plunger TDC Plunger BDC Starting Point
Cam
Stroke
SCV
Small Suction
Area
(((( SCV Opening Large

●●When the opening of the SCV is large, the fuel suction area is kept large, which increases the
transferable fuel quantity.
●●If the plunger strokes fully, the suction volume will increase because the suction area is large.
●●Pumping will start when the fuel pressure has become higher than the common-rail pressure.
Fuel Pumping Mass Pumping

Starting Point
Cam
Stroke
SCV
Large Suction
Area
53
3 Main Components
Part 2
[[[[ Flow Damper
●●The flow damper is provided in the fuel supply path (the rear end of the feed pump) connected to the

exhaust fuel addition injector, and incorporates a piston and a spring. The piston is operated by the
fuel pressure, and opens and closes the fuel supply path.
●●The fuel pumped by the feed pump is supplied to the exhaust fuel addition injector flowing through
the flow damper. The built-in spring dampens the pulses that occur when the fuel is supplied.
Furthermore, if the fuel is pressurized abnormally high, that fuel pressure will overcome the spring
force, and as a result, the fuel supply path will be closed by the piston, shutting off the fuel to the
exhaust fuel addition injector.
To Exhaust fuel addition Injector

Feed Pump
Piston
Supply Pump Orifice Flow Damper
Flow Damper
54
3 Main Components
Part 2
222 Common-rail
●● The function of the common-rail is to store the fuel that has been pressurized by the supply pump.
●●Internally, the common-rail contains a main hole and five branch holes that intersect the main hole.
Each branch hole functions as an orifice that dampens the fluctuation of the fuel pressure.
●●The common-rail incorporates either a pressure limiter (mechanical valve) or pressure discharge
valve (electromagnetic valve), and a fuel pressure sensor.
●●The pressure limiter is a mechanical valve that consists of a spring and a valve, and if the common-
rail internal fuel pressure rises abnormally high, it opens the valve to discharge the pressure.
●●The pressure discharge valve is an electromagnetic valve that consists of a solenoid coil, a return
spring, and a plunger. In the pressure discharge valve, the plunger opens and closes in accordance
with the actuation signals from the EDU. Thus, it regulates pressure by releasing excess pressure
from the common-rail. In addition, it has a pressure reduction function in case of emergency.
●●The regulating method for the target common-rail pressure varies depending on the fuel pressure
control valves.
Target Pressure Fuel

Pressure
Common-rail Outline Discharge Pressure
Limiter
Pressure Control Valve Sensor
Pressurizing The SCV pressurizes the fuel to the target value. - ○ Single
The SCV pressurizes the fuel to the target value
Pressurizing and
depressurizing
and the pressure discharge valve depressurizes ○ -* Double
the fuel when necessary.
* Some engines are equipped with both a pressure discharge valve and pressure limiter.
POINT
●●The fuel pressure sensor has its sealing portion plastic-deformed in order to maintain the sealing
performance, so do not reuse it after disassembling.
●●The fuel pressure sensor and pressure discharge valve are supplied as a set with the common-rail.
●●Do not disassemble the fuel pressure sensor and pressure discharge valve.
●●If parts that affect the alignment have been changed, make sure to replace the pipe (Injection Pipe,
Fuel Inlet Pipe) with a new one.
●●For details, refer to the Repair Manual.
55
3 Main Components
Part 2
■■Common-rail with Pressure Discharge Valve

Valve Open
To Fuel Tank
Branch Hole
Common-rail
Fuel Pressure
Sensor
Pressure
Limiter
Pressure Discharge
Valve
Valve Open
56
3 Main Components
Part 2
333 Injector
[[[[ Outline
●●There are 2 types of injectors; the fuel injector that injects fuel into the combustion chamber and the
exhaust fuel addition injector that injects fuel into the exhaust port.
●●The fuel injectors atomize the high-pressure fuel accumulated in the common-rail and inject it to the
combustion chamber at the optimum injection timing, injection counts and injection rate in accordance
with the ECM signals. The injectors can be divided into 2 types; the solenoid type and piezo type in
accordance with the valve opening types.
●●The exhaust fuel addition injectors inject the fuel into the exhaust port to raise the catalyst temperature
and conduct the exhaust emission after-treatment. They are provided on the engines with DPNR or
DPF.
●●The fuel injectors have unique injection characteristics and the characteristics should be equalized
to improve the injection accuracy of the common-rail system. The equalization can be performed by
using the compensation resistance or injector compensation value.
*: Except for the 1KD-FTV engine for Japan (as of Ocotber 2008).
Exhaust Fuel
Fuel Injector
Addition Injector
Type Solenoid Type Piezo Type Solenoid Type
Avensis and Avensis with DPNR and
Avensis with 2AD-FHV
Land Cruiser etc. DPF
Nozzle needle is opened Nozzle needle is opened
indirectly using control indirectly using control Nozzle needle is opened
Valve opening
chamber pressure control chamber pressure control by directly driving it with
control method
using solenoid valve (2-way using 3-way valve driven by solenoid valve
valve) piezo actuator
5 to 8
Number of (The number changes in
injection holes accordance with the engine 10 1
types)
Injection hole
diameter mm
0.14 to 0.15 0.128 to 0.134 Slit
Injection Compensation resistance

Injector Compensation Value
characteristics Injector compensation value -
(QR Code)
compensation (QR Code)
Corresponding
3 5 -
injection counts
Maximum injection
180 200 1
pressure MPa
57
3 Main Components
Part 2
[[[[ Solenoid type Fuel Injector

<<<< Construction
●●The solenoid type fuel injector is composed of the nozzle needle, piston that controls the nozzle
needle, control chamber with inflow and outflow orifice, and solenoid valve (2-way Valve) that controls
inflow and outflow of the fluid into the control chamber.
Solenoid Valve
Piston
Nozzle Needle
<<<< Operations
●●When electrical current is applied to the solenoid coil, it pulls the solenoid valve up.
●●The orifice to the control chamber opens, allowing the fuel to flow out.
●●The fuel pressure in the control chamber drops.
●●Simultaneously, fuel flows from the orifice to the bottom of the piston and raises the piston up (to
enhance response).
●●As a result, the piston raises the nozzle needle to inject fuel.
Solenoid Coil
Solenoid Valve
Fuel Fuel
Piston
Control Chamber
Nozzle Needle
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3 Main Components
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[[[[ Piezo type Fuel Injector

<<<< Construction
●●The piezo type fuel injector is composed of the nozzle needle, 2 pistons that control the nozzle
needle, 3-way valve, control chamber with inflow and outflow orifice, and piezo actuator that controls
inflow and outflow of the fluid into the control chamber.
●●The piezo actuator has an increased responsiveness than the aforementioned solenoid valve, thus
using it contributes to achieving a higher needle valve opening speed, improved injection accuracy
under extremely high pressure, improved fuel atomization, multiple injection correspondence and
more.
●●The EDU regulates the injector to decrease the injector operation voltage and speed upon receiving
a signal, that indicates idling conditions, from the ECM in order to reduce the injector operation noise
while idling.
Piezo Actuator
No.1 Piston
No.2 Piston
Three-Way Valve
Nozzle Needle
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3 Main Components
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<<<< Operations

(((( During Injection
●●The piezo actuator is electrically charged when current is applied to it, causing the No.1 piston, No.2
piston and the three-way valve to be pushed down.
●●The orifice on the upper part of the three-way valve opens and the fuel in the control chamber flows
out.
●●The fuel pressure in the control chamber drops.
●●As a result, the nozzle needle is pushed up due to fuel pressure, causing fuel injection.
(((( While Stopped

●●When current is no longer applied to the piezo actuator, it loses its electrical charge, causing the No.1
piston, No.2 piston and the three-way valve to be pushed up due to spring tension.
●●The orifice on the upper part of the three-way valve closes to stop fuel flow.
●●The fuel pressure in the control chamber rises.
●●As a result, the nozzle needle goes down, stopping fuel injection.
To Fuel Tank
Piezo Actuator Fuel

Fuel
No.1 Piston
No.2 Piston
Three-Way Valve
Control Chamber
Nozzle Needle
While Stopped During Injection
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3 Main Components
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[[[[ Exhaust Fuel Addition Injector

●●An exhaust fuel addition injector is installed on the No. 4 exhaust port of the cylinder head. This
injector supplies additional fuel into the No. 4 exhaust port for the purpose of realizing exhaust fuel
enrichment (in order to reduce NOx), to help create and maintain the proper catalyst temperature for
the purpose of PM recovery and sulfur poison recovery (only for the engines with DPNR).
●●The exhaust fuel addition injector is composed of a needle valve body with a slit shaped injection
hole and a solenoid coil that drives the needle valve, and injects the fuel in the fan shaped pattern as
shown.
Solenoid Coil
Slit Shaped
Injection Hole
Needle Valve View from A
Needle
Valve Body
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3 Main Components
Part 2
444 Catalytic Converter

[[[[ Outline
●●The catalytic converter is an exhaust gas after-treatment system that removes harmful substances
such as CO, HC, NOx and PM in exhaust emissions, conducts storage and reduction of NOx and
trapping and recovery of PM.
●●For diesel engines, the oxidation catalyst that purifies CO and HC is generally used, and for some
engines, the DPF catalyst, NSR catalyst or DPNR catalyst that can purify PM and NOx is used.
Diesel Gasoline
Purifying Methods and DPF DPNR
Purified Pollutants Oxidation 3-way
Catalyst DPF NSR DPNR Catalyst
Catalyst Catalyst Catalyst
Oxidation
CO ○ ○ ○ ○ ○
HC ○ ○ ○ ○ ○
Reduction
NOx
- - ○ ○ ○
Storage - - ○ ○ -
Trapping
PM
- ○ - ○ -
Recovery - ○ - ○ -
[[[[ Oxidation Catalyst

●●The oxidation catalyst is a catalytic converter that purifies CO and HC in the exhaust emissions,
converting them to CO2 and HC by oxidation. The catalyst is only active when there is enough oxygen.
Oxidation Catalytic Converter CO + O2 = CO2

HC + O2 = CO2 + H2O
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3 Main Components
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[[[[ DPF
●●The DPF catalyst is a catalytic converter with an oxidation catalyst supported by a porous ceramic
structure. The porous ceramic structure traps PM and the oxidation catalyst purifies CO and HC.
Trapped PM is catalytically oxidized under the high catalyst temperature conditions.
Exhaust Gas
Filter
Oxidation Catalyst
DPF Catalyst
[[[[ DPNR
●●The NSR catalyst and DPNR catalyst integrated catalytic converter is used for the DPNR.
●●The NSR catalyst purifies NOx by storage and reduction of NOx and it is composed by the ceramic
structure and the attached NOx storage layer.
●●The DPNR catalyst traps PM by the porous ceramic structure and purifies NOx by storage and
reduction of NOx using the NOx storage layer attached to the structure.
●●NOx is stored under lean air/fuel ratio conditions, released from the catalyst and then reduced to N2
under rich air/fuel ratio conditions. PM is oxidized under low temperature condition by active oxygen
released from the catalyst at the time NOx is stored or released.
Exhaust Gas Exhaust Gas

NOx Storage Layers
NOx
Pt
NOx
NOx Storage Layers
NSR Catalyst
PM
NOx
DPNR Catalyst NOx Storage Layers
Pt
NOx
Pt
PM
S
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4 6Sensors
111 Mass Air Flow Meter
[[[[ Description
●●The mass air flow meter measures the intake air amount via a platinum hot wire (heater) by passing
air through the sensor.
●●When the intake air amount changes, the bridge circuit for the platinum hot wire (heater) regulates the
current flowing through the hot wire (heater) according to the feedback control in order to maintain
the temperature difference between the temperature sensor and the hot wire (heater) at a constant
level. The current flowing through the hot wire (heater) is converted into voltage, and then output to
the ECM. The ECM calculates the air intake of an engine based on the predetermined relationship
between the output voltage and voltage flow of the mass air flow meter.
●●The ECM uses the output value from the mass air flow meter in the fuel injection volume control and
the EGR control.
●●The air flow meter has a built-in atmospheric temperature sensor.
Temperature
Sensing Element
Air Flow
Hot-Wire Element
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[[[[ Circuit
<<<< Mass Air Flow Meter Circuit
12 V
Temperature
Sensor Platinum
Hot Wire
Output VG
ADC
Circuit
EVG
Microprocessor
E1
Mass Air Flow Meter ECM
<<<< Terminal Voltage

Terminal Voltage
+B Value on Data List
Problem Condition VG EVG
Sensor power (MAF)
Sensor output (ECM Sensor ground (ECM
source (Sensor
terminal) terminal)
terminal)
Same as battery
Normal (IG ON) Depends on 0V Depends on
voltage
+B open Below 1.5 V 0V 0V 0.5 g/sec less
Same as battery
VG open 0V 0V 0.5 g/sec less
voltage
Same as battery
VG short 0V 0V 0.5 g/sec less
voltage
Same as battery
EVG open 9 V or more 0V 200 g/sec over
voltage
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[[[[ Character
5.0

4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
0 20 40 60 80 100 120 140 160 180
Flow rate (g/sec)
TIP
On new Avensis AD series engines, the output voltage is converted into output frequency by a frequency
conversion circuit inside the mass air flow meter and transmitted to the ECM. By converting the mass air
flow meter output into frequency (frequency range between 250 to 11,000 Hz), a more accurate intake
air amount value can be gained because the value is then less likely to be affected by the differences
between resistance of the individual circuits including the wire harnesses.
10000
Output frequency (Hz)
0
1 1000
Intake air flow amount (g/s)
[[[[ Related Engine Control

Controls in which the sensor is used
Fuel Injection Volume Control
EGR Control
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222 Manifold Absolute Pressure Sensor (Turbo Pressure Sensor)

[[[[ Description
●●The manifold absolute pressure sensor, which outputs changes in the pressure applied to the built-in
silicon chip as electric signals, detects the intake manifold pressure.
●●As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the silicon chip
resistance value varies with the changes in the intake manifold pressure. The resistance is output to
the ECM after being converted to voltage by the IC built into the sensor. This signal is input into the
microprocessor after being digitally converted by the ADC in the ECM.
●●The manifold absolute pressure sensor detects the absolute pressure, thus the value does not change
depending on the climate or place.
●●The ECM uses the value output from the manifold absolute pressure sensor for the fuel injection
volume control and fuel injection timing control.
Sensor Unit
[[[[ Circuit
<<<< Manifold Absolute Pressure Sensor Circuit
Manifold Absolute
Pressure Sensor
VCPM 5V Constant Voltage
Circuit
IC PIM
ADC
EPIM
Microprocessor
E1
Silicon Chip
ECM
Intake Manifold
Pressure
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ECM Terminal Voltage

Problem Condition VCPM Value on Data List (MAP)
PIM EPIM
Sensor power
Sensor output Sensor ground
source
Same value as the actual
Normal (IG ON) 5V Depends on 0V
atmospheric pressure
VCPM open 5V 0.5 V or less 0V 40 kPa or more or less
No communication with ECM
VCPM short 0V 0V 0V
(ECM processor down)
PIM open 5V 5V 0V 250 kPa or more
PIM short 5V 0V 0V 30 kPa or less
EPIM open 5V 5V 0V 250 kPa or more
[[[[ Character
5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
0 40 80 120 160 200 240 280 320
Pressure (kPa)

Fuel Injection Timing Control
EGR Control
Intelligent Tester usage
●●The manifold absolute pressure sensor output can be checked easily by the data list functions of
the intelligent tester. When the manifold absolute pressure and the atmospheric pressure values
are nearly the same with the ignition switch in the on position and the engine stopped, it can be
determined that the manifold absolute pressure sensor and the atmospheric pressure sensor work
normally. If there is a difference of 8 kPa or more, compare the values to the atmospheric pressure
for that day. The sensor whose deviation is the greatest is malfunctioning.
●●Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by 1
kPa. Varies by weather.
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333 Engine Coolant Temperature Sensor

[[[[ Description
●●The engine coolant temperature sensor has a built-in thermistor that changes its resistance value
corresponding to the temperature in order to detect the engine coolant temperature. The lower the
coolant temperature is, the more the thermistor resistance value increases. Similarly, the higher the
coolant temperature is, the more the thermistor resistance value decreases.
●●As 5 V from the ECM constant-voltage power supply circuit is applied through the resistance R to the
sensor, the voltage of the signal terminal varies with the changes in the resistance value of the sensor.
This signal is input into the microprocessor after being digitally converted by the ADC in the ECM.
●●The ECM uses the value output from the engine coolant temperature sensor for the fuel injection
volume control, fuel injection timing control and cooling fan control.
Thermistor
TIP
■■Radiator coolant temperature sensor

●●The radiator coolant temperature sensor detects the engine coolant temperature around the radiator.
The sensor structure, operation and wire connection to the ECM are the same as those of the sensor
attached to the engine. The output signal of the sensor is mainly used for drive control of the cooling
fan, and the ECM controls the cooling fan motor in accordance with the coolant temperature around
the radiator.
●●The ECM terminal voltage (RTHW, E2) in the radiator coolant temperature sensor circuit and the data
displayed on the Data List (Radiator Coolant Temp.) have the almost same characteristics as those of
the engine coolant temperature sensor.
●●In a vehicle equipped with the radiator coolant temperature sensor, the cooling fan motor is controlled
in accordance with the signal output from the radiator coolant temperature. Therefore, it is not affected
by the signal output from the engine coolant temperature sensor.
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[[[[ Circuit

<<<< Engine Coolant Temperature Sensor Circuit
5V Constant Voltage
Circuit
R
THW
ADC
Microprocessor
ETHW
Engine Coolant E1
Temperature Sensor
ECM

Value on Data List
Problem Condition THW ETHW (Coolant Temp)
Normal (IG ON) Depends ON 0V Depends ON
THW open 5V 0V -40 ˚C
THW short 0V 0V 140 ˚C
E2 open 5V 0V -40 ˚C
[[[[ Character
5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature (˚C)
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Cooling Fan Control (Only for vehicle with ECM controlled electric cooling fan)
●●The engine coolant temperature sensor output can be checked easily by the data list functions of
the intelligent tester. After a long soak, the fuel temperature, the intake air temperature and the
engine coolant temperature become approximately equal to the actual ambient temperature. From
this characteristic, when the value displayed on the data list is very different from the actual ambient
temperature, there may be a malfunction in the system circuit.
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444 Intake Air Temperature Sensor

[[[[ Description
●●The intake air temperature sensor has a built-in thermistor that changes resistance value
corresponding to the temperature to detect the intake air temperature. The lower the intake
air temperature is, the higher the thermistor resistance becomes, and the higher the intake air
temperature is, the lower the thermistor resistance becomes.
●●There are three types of intake air temperature sensors; the first one has a built-in mass air flow meter
and detects the temperature of the intake air around the engine air inlet port, the second one has no
built-in sensor and detects the intake air temperature around the engine air inlet port, and the last one
has also no built-in sensor but is fitted behind the turbocharger (intercooler).
●●The ECM uses the value output from the intake air temperature sensor for the fuel injection volume
control, fuel injection timing control and EGR control.

(Built-in Mass Air Flow Meter)
Intercooler
Air Filter
Thermistor
Intake Air Temperature Sensor Intake Air Temperature Sensor
Turbo charger
Thermistor Thermistor
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[[[[ Circuit
<<<< Intake Air Temperature Sensor Circuit
5V Constant Voltage Circuit
THA
Intake Air Temperature Sensor (Air Inlet Port)

ADC Microprocessor
THIA

(Behind-Turbocharger)
ETHI
ETHA
E1
ECM

■■Intake air temperature around air inlet port
ECM Terminal Voltage Value on Data List
Problem Condition THA ETHA (Intake Air)
Sensor output Sensor ground (Intake Air Temp (turbo))
THA open 5V 0V -40 ˚C
THA short 0V 0V 140 ˚C
ETHA open 5V 0V -40 ˚C
■■Intake air temperature behind turbocharger

Problem Condition THIA ETHI (Intake Air)
Sensor output Sensor ground (Intake Air Temp (turbo))
THIA open 5V 0V -40 ˚C
THIA short 0V 0V 140 ˚C or more
ETHI open 5V 0V -40 ˚C
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[[[[ Character
5.0

4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature (˚C)

EGR Control
●●The intake air temperature sensor output can be checked easily by the data list functions of the
intelligent tester. After a long soak, the fuel temperature, the intake air temperature and the engine
coolant temperature become approximately equal to the actual ambient temperature. From this
characteristic, when the value displayed on the data list is very different from the actual ambient
temperature, there may be a malfunction in the system circuit.
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555 Fuel Temperature Sensor

[[[[ Description
●●The fuel temperature sensor has a built-in thermistor that changes its resistance value corresponding
to the temperature in order to detect the fuel temperature. The lower the fuel temperature is, the more
the thermistor resistance value increases. Similarly, the higher the fuel temperature is, the more the
thermistor resistance value decreases.
●●The ECM uses the value output from the fuel temperature sensor for the fuel injection volume control,
fuel injection timing control and fuel pressure control.
Fuel Temperature Sensor
Thermistor
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[[[[ Circuit

<<<< Fuel Temperature Sensor Circuit
5V Constant Voltage
Circuit
THF
ADC
Microprocessor
ETHF
Fuel Temperature E1
Sensor
ECM

Value on Data List
Problem Condition THF ETHF (Fuel Temp)
THF open 5V 0V -40 ˚C
THF short 0V 0V 140 ˚C
ETHF open 5V 0V -40 ˚C
[[[[ Character
5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature (˚C)
76
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Fuel Pressure Control
●●The fuel temperature sensor output can be checked easily by the data list functions of the intelligent
tester. After a long soak, the fuel temperature, the intake air temperature and the engine coolant
temperature become approximately equal to the actual ambient temperature. From this characteristic,
when the value displayed on the data list is very different from the actual ambient temperature, there
may be a malfunction in the system circuit.
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666 Atmosphere Pressure Sensor

[[[[ Description
●●The atmosphere pressure sensor, which outputs changes in the pressure applied to the built-in silicon
chip as electric signals, detects the atmospheric pressure.
●●There are 2 types of atmosphere pressure sensors; an ECM built-in type and a combination type
that measures the intake manifold pressure and atmospheric pressure separately using the manifold
absolute pressure sensor (turbo pressure sensor).
●●5 V from the ECM constant-voltage power supply circuit is applied to the sensor, and the silicon
chip resistance varies with the change in the atmospheric pressure. The resistance is output to the
ECM after being converted to voltage by the IC built into the sensor. This signal is input into the
●●The ECM uses the value output from the atmosphere pressure sensor for the fuel injection volume
control, fuel injection timing control and EGR control.
Atmosphere Pressure Sensor

(ECM Built-in Type)

(Combination Type)
Sensor Unit
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[[[[ Circuit
<<<< Atmosphere Pressure Sensor Circuit

■■ECM built-in Type
Silicon Chip IC ADC
Microprocessor
ECM
■■Combination Type
VC 5V Constant Voltage
Circuit
PIM
ADC ADC
E2
Microprocessor
Manifold Absolute
Pressure Sensor
PA
VSV
Drive
MAIN 12 V Circuit
MREL
E1
Battery
ECM
79
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<<<< Terminal Voltage (Combination type)

Problem Condition VC Value on Data List
PIM E2
Sensor power
source
Same value as the actual
atmospheric pressure
VC open 5V 5V 0V 250 kPa or more
VC short 0V 0V 0V
(ECM Processor down)
PIM open 5V 5V 0V 250 kPa or more
PIM short 5V 0V 0V 0 kPa
E2 open 5V 5V 5V 250 kPa or more
TIP
Perform the inspection using DTCs or the data list functions of the intelligent tester as the ECM built-in
type cannot measure the terminal voltage.
[[[[ Character
5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
0 40 80 120 160 200 240 280
Pressure (kPa)
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TIP
Measurement switch conditions of the combination type

Ambient pressure measurement conditions:
(1) 0 rpm engine speed
(2) Starter ON
(3) Stable engine idling
(Measures the atmospheric pressure for a predetermined time when one of the above conditions is met.)
Intake manifold pressure

Measurement conditions-
(Measures the intake manifold pressure when none of the above measurement conditions are met.)

EGR Control
●●ECM built-in type atmospheric pressure sensor output can be checked easily by the data list
functions of the intelligent tester. When the manifold absolute pressure and the atmospheric pressure
values are nearly the same with the ignition switch in the on position and the engine stopped, it can
be determined that the manifold absolute pressure sensor and the atmospheric pressure sensor work
normally. If there is a difference of 8 kPa or more, compare the values to the atmospheric pressure
for that day. The sensor whose deviation is the greatest is malfunctioning.
●●Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by 1
kPa. Varies by weather.
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TOPICS Relationship between Atmospheric Pressure and Altitude

In our daily lives, we do not feel the weight of air. However, since it is “mass”, air has weight.
A mass volume of air weighs about 1 kg per 1 cm2 around sea level. This is called atmospheric pressure.
Namely, “atmospheric pressure = the pressure caused by the weight of air”.
The standard unit of atmospheric pressure is “hPa* (hectopascal)”, and the standard atmospheric pressure (1
atmospheric pressure) equals 1013.25 hPa.
If translated into a unit available on the intelligent tester, it is about 101 kPa.
* 1hPa = 100Pa =0.1 kPa
Next, we will talk about the relationship between atmospheric pressure and altitude.
As explained above, atmospheric pressure is the weight of air. This may prompt you to think: “If we go up to a
higher location, we have less air pushing down from above, and therefore the atmospheric pressure becomes
lower.
That’s right. As illustrated below, the higher in altitude we go, the lower the atmospheric pressure we have.
At up to an altitude of 3000 m, atmospheric pressure decreases by 1 kPa / 0.145 psi (0.01 atmospheric
pressure) every 100 m higher we go.
0.5 atmospheric
5000 m pressure
(55 kPa)
0.7 atmospheric
pressure
3000 m
(70 kPa)
1 atmospheric
pressure
0m
(101 kPa)
Relationship between Altitude and Atmospheric Pressure
120
101
Atmospheric Pressure (kPa)
100
90
80
80
70
62
60
55
40
20
0
0 1000 2000 3000 4000 5000
Altitude (m)
Relationship between Altitude Atmospheric Pressure
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777 Fuel Pressure Sensor

[[[[ Description
●●The fuel pressure sensor, which outputs changes in the pressure applied to the built-in silicon chip as
electric signals, detects the fuel pressure in the common-rail.
●●Fuel pressure sensors can be classified into 2 different types; a single element type that has one
sensor circuit and a twin element type that has 2 sensor circuits.
●●As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the silicon chip
resistance value varies with the changes in the fuel pressure. This resistance value is output to
the ECM after being converted to voltage by the IC built in the sensor. This signal is input into the
●●The ECM uses the value output from the fuel pressure sensor for the fuel injection volume control and
fuel pressure control.
Single Element Type
Twin Element Type
Fuel Pressure Sensor
TIP
The twin element type sensor, which has higher reliability compared to the single element type, is provided
on common rails which are not equipped with the pressure limiter. (The higher output control value is
used.)
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[[[[ Circuit

<<<< Fuel Pressure Sensor Circuit
■■Single Element Type
VC
PCR
IC ADC
E2
Microprocessor
E1
ECM
■■Twin Element Type
Fuel Pressure Sensor ECM
VCM 5V Constant Voltage

Circuit
IC PCR1
E2M
ADC Microprocessor
VCS
PCR2
IC
E2S
E1
■■Single element type

VC Value on Data List
Problem Condition PCR E2
Sensor power (Fuel Press)
source
Same value as the actual fuel
pressure
VC open 5V 5V 0V 200000 kPa or more
VC short 0V 0V 0V
PCR open 5V 5V 0V 200000 kPa or more
PCR short 5V 0V 0V 0 kPa
E2 open 5V 5V 5V 200000 kPa or more
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■■Twin element type (PCR1 system)

VCM Value on Data List

Problem Condition PCR1 E2M
Sensor power (Fuel Press)
source
pressure
VCM open 5V 0V 0V
VCM short 0V 0V 0V
PCR1 open 5V 5V 0V 200000 kPa or more
PCR1 short 5V 0V 0V 0 kPa
E2M open 5V 5V 0V 200000 kPa or more
■■Twin element type (PCR2 system)

VCS Value on Data List
Problem Condition PCR2 E2S
Sensor power (Common Rail Press Sens 2)
source
pressure
VCS open 5V 0V 0V
VCS short 0V 0V 0V
PCR2 open 5V 5V 0V 200000 kPa or more
PCR2 short 5V 0V 0V 0 kPa
E2S open 5V 5V 0V 200000 kPa or more
When there are any problems in either of the PCR1 or the PCR2 system fuel pressure signal circuit, the
ECM controls the engine using the fuel signal which has no errors. When any signal error is detected in the
single element type fuel pressure sensor, the normal value before error detection (fixed value) will be used to
continue the control.
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[[[[ Character
■■Single element type

5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
0 30 60 90 120 150 180 210
Pressure (MPa)
■■Twin element type

Main
Sub
5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
0 30 60 90 120 150 180 210
Pressure (kPa)

86
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888 Crankshaft Position Sensor

[[[[ Description
●●The crankshaft position sensor has a built-in pick-up coil and generates a pulse when the timing rotor
which is attached to the crankshaft rotates and passes through the sensor.
●●The air gap between the projecting portions on the timing rotor and the crankshaft position sensor
varies upon the rotation of the timing rotor. This increases and decreases the magnetic flux passing
through the pick-up coil, generating the electromotive force on the coil. The generated voltage flows
in one direction when the projecting portions on the timing rotor come close to the crankshaft position
sensor, whereas it flows in the opposite direction when the projecting portions on the timing rotor
come away from the coil. The generated pulses are converted into rectangular waves by the input
circuit in the ECM, thus generating the AC voltage.
●●The timing rotor has 34 teeth (arranged at 10 degree intervals) and 2 of them are chipped.
●●The ECM detects the crankshaft angle (top dead center point), cylinder number and engine speed in
accordance with the pulse (Ne signal) from the crankshaft position sensor and the pulse (G signal)
from the camshaft position sensor.
Timing Rotor
34 Pulse/360 ˚CA 34 Pulse/360 ˚CA
34 Pulse/360 ˚CA
2 Teeth Missing
Crankshaft Position Sensor
720 ˚CA
G Signal
360 ˚CA 360 ˚CA
Ne Signal
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[[[[ Circuit

<<<< Crankshaft Position Sensor Circuit
NE+
Waveform Shaping IC
Crankshaft
Timing Rotor Position
Sensor
NE-
Microprocessor
ECM

When the engine starts. When the engine stops.
Ne + Open (Short) Ne - Open
Open
Open
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[[[[ Character
●●The ECM input circuit converts changes in the sensor electromotive force into rectangular waves
and input them into the microprocessor, with the predetermined standard voltage (trigger level) set
as the switching start point. Therefore, the ECM judges that the engine speed is 0rpm when the
electromotive force (sensor output pulse) does not reach the standard voltage.
Reference
Low to Mid rpm Mid to High rpm
Voltage
Reference
approx. 30 mV approx. 30 mV
Voltage
Converted
Rectangular
Wave
10 ˚CA
1 5 10 15 20 25 30 34
360 ˚CA

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999 Camshaft Position Sensor

[[[[ Description
●●The crankshaft position sensor has a built-in pick-up coil and generates a pulse when the timing
sprocket/timing pulley rotates and passes through the camshaft position sensor.
●●The air gap between the projecting portions on the outer circumference of the camshaft timing
sprocket/timing pulley and the camshaft position sensor varies when the camshaft timing sprocket/
timing pulley rotates. This increases and decreases the magnetic flux passing through the pick-
up coil, generating the electromotive force on the coil. The generated voltage flows in one direction
when the projecting portions come close to the pick-up coil, whereas it flows in the opposite direction
when the projecting portions come away from the coil, thus generating the AC voltage. The generated
pulses are converted into rectangular waves by the input circuit in the ECM.
●●There are 2 types of projecting portions arranged on the outer circumference of the timing sprocket
and the timing pulley: 1-tooth type and 5-teeth type.
●●The ECM detects the crankshaft angle (upper dead center point) and cylinder number in accordance
with the pulse (G signal) from the camshaft positioning sensor and the pulse (Ne signal) from the
crankshaft position sensor.
1-Tooth Type
1 Pulse/720 ˚CA
1 Pulse/720 ˚CA
Camshaft Position Sensor 5-Teeth Type
5 Pulse/720 ˚CA
180 ˚CA 180 ˚CA 180 ˚CA
5 Pulse/720 ˚CA
Camshaft Position Sensor
720 ˚CA
G Signal
(1-Tooth Type)
G Signal 180 ˚CA 180 ˚CA 180 ˚CA

(5-Teeth Type)
Ne Signal
360 ˚CA 360 ˚CA
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[[[[ Circuit
<<<< Camshaft Position Sensor Circuit
G+
Waveform Shaping IC
Crankshaft
Timing Rotor Position
Sensor
G- Microprocessor
1-Tooth
ECM
Timing Rotor
5-Teeth

G+ Open (Short) G- Open
Open Open
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[[[[ Character
●●The ECM input circuit converts the changes in the sensor electromotive force into rectangular waves

and inputs them into the microprocessor, with the predetermined standard voltage (trigger level) set
as a switching start point. Therefore, the ECM judges that the camshaft is not rotating if the sensor
electromotive force (sensor output pulse) does not reach the standard voltage value.
Reference Low to Mid rpm Mid to High rpm

Voltage
Reference
approx. 300 mV approx. 650 mV
Voltage
Converted
Rectangular
Wave
1-Tooth
Type
720 ˚CA
5-Teeth
Type
180 ˚CA 180 ˚CA 180 ˚CA
720 ˚CA

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1111 Accelerator Pedal Position Sensor

[[[[ Description
●●The accelerator pedal position sensor detects the accelerator pedal opening degree using the hall IC,
which can retrieve the magnetic field strength as electric signals using the hall effect.
●●As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the magnetic field
angle for the applied current flow inside the hall IC varies in accordance with the accelerator pedal
depression amount, therefore, the applied current and the vertical magnetic field strength vary. Thus,
the changes in the voltage generated perpendicular to the applied current and the magnetic field are
sent to the ECM as accelerator pedal depression amount signals.
●●The accelerator pedal position sensor has 2 types of circuits with different characteristics, and the
ECM detects the actual degree of the accelerator pedal and the accelerator pedal position sensor
errors. This allows the detection of the degree of the accelerator pedal depression using signals from
the working sensor, if either sensor malfunctions.
●●The ECM uses the output value from the accelerator pedal position sensor for the fuel injection
volume control.
Hall IC
Hall IC
Magnet
Magnet
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TIP

●●The accelerator pedal position sensor is composed of the moving contact and the resistive element,
and the output voltage varies depending on the accelerator pedal opening degree.
●●As 5V from the ECM constant-voltage power supply circuit is connected through the variable
resistance of the sensor and resistance R, the voltage of the signal terminal varies in accordance with
the sensor resistance value.
●●The accelerator pedal position sensor has 2 types of circuits with different characteristics, and the
ECM reads the detected actual degree of the accelerator pedal and the accelerator pedal position
sensor errors. This allows the detection of the degree of the accelerator pedal even if either sensor
malfunctions.
●●The ECM uses the output value from the accelerator pedal position sensor for the fuel injection volume
control.
Accelerator Pedal
Position Sensor
(Contact Type)
Segment
Rotor
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[[[[ Circuit
<<<< Accelerator Pedal Position Sensor Circuit
VCPA 5V 5V Constant Voltage

Circuit
Magnet
VPA
EPA
Hall IC
No.1
ADC Microprocessor
VCP2
Hall IC
No.2 VPA2
EPA2
E1
Magnet
Accelerator Pedal Position Sensor ECM

■■Sensor 1
VCPA Value on Data List
Problem Condition VPA EPA
Sensor power (Accel Sensor Out No.1)
source
Normal (IG ON) 5V Depends on 0V Depends on
VCPA open 5V 0V 0V 0 to 0.2 V
VCPA short 0V 0V 0V
VPA open 5V 0V 0V 0 to 0.2 V
VPA short 5V 0V 0V 0 to 0.2 V
EPA open 5V 5V 0V 4.5 to 5.0 V
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■■Sensor 2

VCP2 Value on Data List
Problem Condition VPA2 EPA2
Sensor power (Accel Sensor Out No.2)
source
VCP2 open 5V 0V 0V 0 to 0.2 V
VCP2 short 0V 0V 0V
VPA2 open 5V 0V 0V 0 to 0.2 V
VPA2 short 5V 0V 0V 0 to 0.2 V
EPA2 open 5V 5V 0V 4.5 to 5.0 V
[[[[ Character
●●The sensor voltage varies linearly and the difference between the voltages of the sensors 1 and 2
remains constant. Therefore, if an error occurs in either sensor, it can be detected.
VPA
VPA2
5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0.0
0 5 10 15 20
Fully Fully
Close Open
Accelerator Pedal Opening Angle (˚)
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■■Throttle Position Sensor Data (ALE20 with 2AD-FHV)

: Axel Position
: Accelerator Position No.1
: Accelerator Position No.2
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1111 Throttle Position Sensor

[[[[ Description
●●The throttle position sensor is composed of the hall IC and magnets, in which the magnetic field
changes depending on the opening degree of the throttle valve, thus detecting the opening degree of
the diesel throttle valve.
●●As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the magnetic
field for the applied current flow inside the hall IC varies in accordance with the throttle valve opening
degree, therefore, the applied current and the vertical magnetic field strength vary. Thus, the changes
in the voltage generated perpendicular to the applied current and the magnetic field are sent to the
ECM as the throttle valve opening degree signals.
●●The ECM uses the value output from the throttle position sensor for the fuel injection volume control,
fuel injection timing control and EGR control.
Magnet
Throttle Position Sensor

Hall IC
TIP
A new Avensis AD series engine has a DC motor type diesel throttle, and a throttle position sensor
composed of the hall IC and magnets are used.
Hall IC
Magnet
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[[[[ Circuit
<<<< Throttle Position Sensor Circuit

Magnet
VCVL 5V Constant Voltage

Circuit
VLU
Hall IC ADC
EVLU
Microprocessor
E1
Throttle Position Sensor ECM

VCVL Value on Data List
Problem Condition VLV EVLV
Sensor power (Throttle Sensor Volt %)
source
VCVL open 5V 0V 0V 0%
VCVL short 0V 0V 0V
VLU open 5V 0V 0V 0%
VLU short 5V 0V 0V 0%
EVLU open 5V 5V 0V Approximately 100 %
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[[[[ Character
Actual Throttle Position
Voltage (V)

Throttle Pos. Sensor Outpu
Accelerator Pedal Opening Angle
3.5
Open
Close
0.7
0
14 70.1 100
Intelligent Tester Display

EGR Control
100
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Part 2

■■Throttle Position Sensor Data (ALE20 with 2AD-FHV)

: Throttle Position Sensor Output
: Actual Throttle Position
Diesel throttle valve

closing direction
Diesel throttle valve

opening direction
* The throttle position sensor output and the actual throttle position values are always opposite
when they are output.
■■Learning of fully closed diesel throttle valve position

●●The ECM performs the learning of fully closed diesel throttle valve position when the diesel throttle
valve is fully closed (when the ignition switch is off).
●●Learning of the fully closed position can be checked by the 2 data list items, “Diesel Throttle Learn
Status” and “Diesel Throttle Learning Val”, by the data list function of an intelligent tester.
●●The ECM performs the learning of the fully closed diesel throttle valve position, with the diesel
throttle valve opening degree value when the diesel throttle valve is fully closed set as the Diesel
Throttle Learning Val. When the opening degree value is within the reference values (between 14.25
and 21.25 deg.), the ECM determines that the Diesel Throttle Learn Status is OK and normally
terminates the learning of the fully closed diesel throttle valve position. When the opening degree is
outside the reference values, the ECM terminates the learning of the fully close diesel throttle valve
position and determines that the Diesel Throttle Learn Status is FAIL, with the fully closed diesel
throttle valve at the default value of 21.25 degrees.
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1111 Throttle Valve Fully Opened Switch

[[[[ Description
●●The throttle valve fully opened switch is installed in the step motor type throttle body and the throttle
valve fully open position is detected using the ON/OFF contact.
●●The ECM uses the output value from the throttle valve fully opened switch for the EGR control.
Throttle Valve Fully Opened Switch
[[[[ Circuit
<<<< Throttle Valve Fully Opened Switch Circuit
12 V
THOP
Interface
Throttle Valve Fully

Open Switch
Microprocessor
ECM

Value on Data List
Problem Condition THOP (Throttle Open Switch)
Switch Output
Normal
(Engine running, accelerator pedal 0V ON
fully depressed)
Normal
5V OFF
(Idling)
THOP open 5V Remains OFF
THOP short 0V Remains ON
Throttle valve stuck
0V Remains ON
(Stuck at fully opened position)
Throttle valve stuck 5V Remains OFF
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[[[[ Character
(Throttle Valve)
Near Fully Open Switch ON
Near Fully Closed
Large Small
No. of Step
(Step Motor)

EGR Control
103
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1111 Nozzle Vane Position Sensor

[[[[ Description
●●The nozzle vane position sensor is used on a DC motor type of the variable nozzle vane turbocharger.
●●The nozzle vane position sensor is composed of the hall IC and the magnets, in which the magnetic
field changes depending on the opening degree of the movable nozzle connected to the DC motor,
thus detecting the opening degree of the movable nozzle.
●●As 5 V from the turbo motor driver constant-voltage power supply circuit is applied to the sensor, the
applied current inside the hall IC and the vertical magnetic field strength vary in accordance with
the variable nozzle opening degree after the DC motor is started. Thus, the changes in the voltage
generated perpendicular to the applied current and the magnetic field are sent to the turbo motor
driver as the variable nozzle opening degree signals.
●●There are 2 types of nozzle vane position sensor: single signal output and twin signal output
types. The dual signal output type sensor has 2 types of circuits with different characteristics, and
detects the actual opening degree of the movable nozzle and even any nozzle vane position sensor
malfunctions. This allows the detection of the opening degree of the movable nozzle if either sensor
has a malfunction.
●●The ECM uses the value output from the nozzle vane position sensor and the turbo motor driver for
the turbocharger control.
Hall IC
Magnet
Nozzle Vane
Position Sensor
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[[[[ Circuit
<<<< Nozzle Vane Position Sensor Circuit

■■Single signal output type
Magnet
VNVC 5V Constant Voltage

Circuit
Hall IC VTA1 ADC
VNE2 Microprocessor
GND
Nozzle Vane Position Sensor Turbo Motor Driver
■■Twin signal output type

Magnet
VNVC 5V Constant Voltage

Circuit
VTA1
Hall IC
No.1 VNE2
ADC Microprocessor
VCS
Hall IC
No.2
VTA2
ES2
GND
Magnet
Nozzle Vane Position Sensor Turbo Motor Driver
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■■Sensor 1 (single signal output type or twin signal output type)

Turbo Motor Driver Terminal Voltage
Problem Condition VNVC VTA1 VNE2
Sensor power source Sensor output Sensor ground
Normal (Idling) 5V Depends on 0V
VNVC open 5V 0V 0V
0V 0V 0V
VNVC short
(driver down) (driver down) (driver down)
VTA1 open 5V 0V 0V
VTA1 short 5V 0V 0V
VNE2 open 5V 5V 0V
■■Sensor 2 (Twin signal output type)

Turbo Motor Driver Terminal Voltage
Problem Condition VCS VTA2 E2S
Sensor power source Sensor output Sensor ground
Normal (Idling) 5V Depends on 0V
VCS open 5V 0V 0V
0V 0V 0V
VCS short
(driver down) (driver down) (driver down)
VTA2 open 5V 0V 0V
VTA2 short 5V 0V 0V
E2S open 5V 5V 0V
[[[[ Character
4.5
Voltage (V)
0.5
Closed Opened
Nozzle Vane Position
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Turbocharger Control
●●The variable nozzle vane turbo opening degree and indicating value can be displayed on the
intelligent tester. However, the actual angle value cannot be displayed on it.
●●To control the nozzle vane position, the turbo motor driver renders the contact position of the linkage
with the full-close stopper (thus fully closing the nozzle vane) as the zero point for the nozzle vane
position sensor.
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1111 EGR Valve Position Sensor

[[[[ Description
●●The EGR valve position sensor is composed of a movable contact point and a resistive element, and
the output voltage varies depending on the EGR valve opening degree.
●●As 5 V from the ECM constant-voltage power supply circuit is connected through the variable
resistance of the sensor and resistance R, the voltage of the signal terminal varies in accordance with
the sensor resistance value.
●●The ECM uses the value output from the EGR valve position sensor for the EGR control.
EGR Valve
EGR Valve
Position Sensor
TIP
●●The EGR valve position sensor is composed of the hall IC and magnets, in which the magnetic field
varies depending on the opening degree of the EGR valve, thus detecting the EGR valve lift amount.
●●5V from the ECM constant voltage power supply circuit is applied to the sensor. The gap between the
magnets and the hall IC in the EGR valve position sensor changes in accordance with the EGR valve
lift amount, and at the same time, the magnetic field strength (voltage) varies. This magnetic change is
output to the ECM after being converted to electronic signals.
●●The ECM uses the value output from the EGR valve position sensor for the EGR control.
EGR Valve
EGR Valve
Position Sensor
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[[[[ Circuit
<<<< EGR Valve Position Sensor Circuit
VCEG 5V Constant Voltage

Circuit
EGLS
ADC
Microprocessor
EEGL
E1
EGR Valve Position Sensor ECM

VCEG Value on Data List
Problem Condition EGLS EEGL
Sensor power (EGR Lift Sensor Output)
source
VCEG open 5V 0V 0V 0%
VCEG short 0V 0V 0V
EGLS open 5V 0V 0V 0%
EGLS short 5V 0V 0V 0%
EEGL open 5V 5V 0V Approximately 100 %
[[[[ Character
Voltage (V)
EGR Lift Sensor Output

Target EGR Position
5
100 %
Intelligent Tester Display
2
+/- 10 %
1
0%
0
Fully Closed Fully Opened
EGR Valve Opening
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EGR Control
■■EGR valve position sensor data (VDJ200 with 1VD-FTV)

: EGR Lift Sensor Output
: Actual EGR Valve Position
EGR valve closing

direction
EGR valve opening

direction
* The EGR lift sensor output and the actual EGR valve position values are always opposite when
they are output.
■■Learning of fully closed EGR valve position

●●The ECM performs the learning of the fully closed EGR valve position, with the EGR valve opening
degree value when the ignition switch is on (when the EGR control is not performed) set as the EGR
Close Learning Val.
●●Learning of the fully closed position can be checked by the 2 data list items, “EGR Close LRN.” and
“EGR Close Learn Val.”, by the data list function of an intelligent tester.
●●The ECM performs the learning of the fully closed EGR valve position, with the EGR valve opening
degree value at the time the ignition switch is on (when the EGR control is not performed) set as the
EGR Close Learn Val., when the opening degree value is within the reference values (between 3.5
and 4.5, reference values for V/AD series engine), the ECM determines that the EGR Close LRN.
Status is OK and terminates the learning of the fully closed EGR valve position normally. When the
opening degree is outside the reference values, the ECM terminates the learning of the fully closed
EGR valve position and determines that the EGR Close LRN. Status is FAIL, with the fully closed
EGR valve position set as the default value 4V or the past opening degree value when operating
normally.
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1111 Air-fuel Ratio Sensor

[[[[ Description
●●The air-fuel ratio sensor is provided at the rear of the DPF catalyst and DPNR catalyst and detects the
air-fuel ratio over the entire range of rich to lean.
●●Approximately 0.4 V (AF+:3.3 V, AF-:2.9 V) is constantly applied to the A/F sensor.
●●The current flow direction and amount vary in accordance with the air-fuel ratio, however, the current
does not flow at the stoichiometric air-fuel ratio. This current is detected by the current detection
circuit and is input into the microprocessor after digitally converted by the ADC (A/D converter). (The
A/F sensor output can be checked by the converted voltage of 0 to 5 V for the A/F current and the air-
fuel ratio by an intelligent tester.)
●●The A/F sensor is activated only at high temperatures (650 ˚C or higher), therefore, the heater is
precisely controlled while the engine is running to detect a stable air-fuel ratio.
●●The ECM detects the air-fuel ratio on the basis of the current on the AF+ terminal which varies
depending on the magnitude of the electromotive force.
Zirconia
Cooting (Ceramic)
Dilation Layer
Atmosphere
Heater
A A
Platinum
Electrode
Alumina
<A-A Cross Section>
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TIP

■■Air-fuel ratio sensor current value
Lean
Electromotive force < Approx. 0.4V
A/F Sensor
2.9 V + Electromotive
A/F- force < 3.3 V A/F+ AF+
ECU Direction & Strength (3.3 V)
of electric current
are detected. AF-
(2.9 V +
2.9 V Constant 3.3 V Constant
Voltage Circuit Voltage Circuit Electromotive force)
●●When the electromotive force is less than approx. 0.4V, the voltage at the AF+ terminal is higher
than the AF- terminal, therefore, the current flows in proportion to the voltage difference from the
AF+ to the AF- terminal
Stoichimetric air-fuel ratio

Electromotive force = Approx. 0.4V
A/F Sensor
AF-
2.9 V + Electromotive (2.9 V + Electromotive force: approx. 0.4 V)
A/F- force = 3.3 V A/F+ AF+
of electric current
are detected.

Voltage Circuit Voltage Circuit
●●When the electromotive force is approx. 0.4V, the voltage at both AF+ and AF- terminals are equal
and the current does not flow in either way
Rich
Electromotive force >Approx. 0.4V
A/F Sensor
AF-
2.9 V + Electromotive (2.9 V + Electromotive force)
A/F- force > 3.3 V A/F+ AF+
of electric current
are detected.

Voltage Circuit Voltage Circuit
●●When the electromotive force is more than approx. 0.4V, the voltage at the AF- terminal is higher
than the AF+ terminal and the current flows in proportion to the voltage difference from the AF-
terminal to the AF+ terminal.
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[[[[ Circuit
<<<< Air-fuel Ratio Sensor Circuit

ECM
Current Detection
ADC
Circuit
AF+ 3.3 V Constant

Voltage Circuit
Air Fuel Ratio

Sensor DAC Microprocessor
AF- 2.9 V Constant

Voltage Circuit

Problem AF+ AF- MREL Value on Data
Condition HAF2
Sensor positive Sensor negative ECM and Heater List (AFS B1S1)
Heater control
terminal terminal power control
Normal Pulse Near battery
Depended on Depended on Depended on
(IG ON) generated voltage
Pulse Near battery
AF+ Open 3.3 +/- 0.1 V 2.9 +/- 0.1 V 0V
generated voltage
Pulse Near battery
AF+ Short 0V Approx. 1 V 5V
generated voltage
Pulse Near battery
AF- Open 3.3 +/- 0.1 V 2.9 +/- 0.1 V 0V
generated voltage
Pulse Near battery
AF- Short 3.3 +/- 0.1 V 0V 0V
generated voltage
HAF2 Open or Near battery
Depends on Depends on 0V Depends on
Short voltage
0V 0V 0V Near battery Communication
MREL Open
(ECM down) (ECM down) (ECM down) voltage unavailable
0V 0V 0V Communication
MREL Short 0V
(ECM down) (ECM down) (ECM down) unavailable
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TIP

A pulse signal which is output from the HAF2 terminal of the air-fuel ratio sensor controls the sensor
heater. The zirconium elements used in the air-fuel ratio sensor cannot accurately judge the air-fuel ratio
at low temperatures. Therefore, the sensor includes the heater so that the air-fuel ratio can be accurately
judged by quickly heating the engine after the start-up.
■■Change in duty ration according to running conditions

1
Heater Duty Ratio (%)
100
2
4
3
50
5
* The time it takes from 1 to 2 and duty ratio in 3 change with sensor temperatures.
1 The duty ratio right after cold start is 100%

2 Duty control is ON after warm up
3 Duty control is ON during driving
4 The duty ratio during idling is 40 to 50 %
5 The heater is OFF during high-speed driving
[[[[ Character
2.0
1.5
Voltage (V)
1.0
0.5
0
10 20 30 40 50
Air Fuel Ratio
TIP
A constant voltage is applied to the terminal of the air-fuel ratio sensor and the current change is sent to
the ECM by the sensor. The ECM converts the value output from the sensor into voltage and displays the
output characteristics on the intelligent tester.
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Exhaust Emission Control
Air-fuel Ratio:
The actual air-fuel ratio is one of the important elements to know about the engine conditions when
searching for the cause of a malfunction in the common rail system. However, any items relevant to the
air-fuel ratio cannot be displayed in the Data List functions of the Intelligent Tester. Obtain the actual air-
fuel ratio from either item: Air fuel ratio fuel trim value (Air ratio) [AF Lambda B1S1] or Air-fuel ratio sensor
output voltage [AFS Voltage B1S1]. Follow the formulas below to obtain the air-fuel ratio.
1. When the value of the AF Lambda B1S1 is less than 1.99 the actual air-fuel ratio can be calculated
by using a formula below.
Actual air-fuel ratio = 14.5 x [AF Lambda B1S1]
Example calculation: if AF Lambda B1S1 is 1.2, actual air-fuel ratio = 14.5 x 1.2 = 17.4
2. When the value of the AF Lambda B1S1 is 1.99 or more, in this case use the following table to
determine the actual air-fuel ratio based on the output voltage of the air-fuel ratio sensor [AFS
Voltage B1S1]. If AFS voltage B1 S1 is 1.1 V, the actual air fuel ratio is around 33 to 34
AF Lambda B1 S1 1
AF Lambda B1 S1 = Air-Fuel Ratio / 14.5
0
(V)
2
AFS B1 S1 1
0
10 20 30 40 50
Air = Fuel Ratio
AFS Voltage B1S1 * * * 0 0.065 0.174 0.274 0.361 0.513 0.787 1.013 1.579
AF Lambda B1S1 0.828 0.897 0.966 1 1.034 1.103 1.172 1.241 1.379 1.724 * *
Air-fuel ratio 12 13 14 14.5 15 16 17 18 20 25 30 50
*: On the Intelligent Tester, values exceeding 1.99 for the AF Lambda B1S1 cannot be displayed and
negative values for the AFS Voltage B1S1 cannot also be displayed.
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1111 Differential Pressure Sensor

[[[[ Description
●●The differential pressure sensor, which outputs changes in the pressure applied to the built-in silicon
chip as electric signals, detects the pressure of the DPF and DPNR catalytic converters.
●●5 V from the ECM constant-voltage power supply circuit is applied to the sensor, and the silicon IC
resistance varies in accordance with the pressure before and after catalyzation, and the change in the
resistance is converted into a voltage change by the built-in IC and is output to the ECM. This signal
is input into the microprocessor after being digitally converted by the ADC in the ECM.
●●The ECM uses the value output from the differential pressure sensor for after-treatment control.
Differential Pressure
Sensor
Sensor Unit
TIP
For the DPF catalytic converter with a exhaust gas control valve, the pressure in the DPF catalytic
converter is detected by the absolute pressure sensor.
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[[[[ Circuit
<<<< Differential Pressure Sensor Circuit
VCPX
5 V Constant Voltage Circuit
IC PEX
ADC
EPEX
Microprocessor
E1
Differential Pressure Sensor ECM

Problem
VCPX PEX EPEX (DPF Differential
Condition
Sensor power source Sensor output Sensor ground Pressure)
Normal (IG ON) 5V Approximately 0.75 V Approximately 0.4 V Approximately 0 kPa
VCPX open 5V Approximately 0 V 0V -5 kPa
No communication
VCPX short Approximately 0 V Approximately 0 V 0V with ECM (ECM
processor down)
PEX open 5V 5V 0V 100 kPa
PEX short 5V 0V 0V -5 kPa
EPEX open 5V 5V 0V 100 kPa
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[[[[ Character
●●The pressure difference pulsates strongly as it is affected by the engine exhaust pulsation, and is

averaged by the ECM. The pressure difference can be calculated accurately even at low difference
pressures by being measured in negative values.
5.0
4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0
-10 0 10 20 30 40 50 60 70 80 90 100
Pressure (kPa)

After-treatment
118
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Part 2
1111 Exhaust Temperature Sensor

[[[[ Description
●●Exhaust temperature sensors are provided at the front and rear of the DPF catalyst and the DPNR
catalytic converter.
●●The exhaust temperature sensor has a built-in thermistor, in which its resistance varies depending
on the exhaust gas temperature, and detects the exhaust gas temperature at the front and rear of the
DPF catalytic converter and DPNR catalytic converter. The higher the thermistor resistance is, the
lower the exhaust gas temperature is, and similarly the higher the exhaust gas temperature is, the
lower the thermistor resistance is.
●●As 5 V from the ECM constant-voltage circuit is applied to the sensor through the resistance R, the
voltage of the signal terminal varies in accordance with the sensor resistance value. This signal is
input into the microprocessor after being digitally converted by the ADC in the ECM.
●●The upstream sensor is mainly used to determine an estimated catalyst temperature, injection amount
from the exhaust fuel addition injector and injecting timing, and the downstream sensor is used to
judge the increase in the catalyst temperature (active state of catalyst).
●●The ECM uses the value output from the exhaust temperature sensor for after-treatment control.
Thermistor
Exhaust Gas
Temperature Sensor
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[[[[ Circuit

<<<< Exhaust Temperature Sensor Circuit
■■Different terminal for each circuit on ground side
THCI
Exhaust Gas Temperature Sensor (Front)

ADC Microprocessor
THCO
Exhaust Gas Temperature Sensor (Rear)
ETCO
ETCI
E1
ECM
■■Same terminal for each circuit on ground side
THCI
Exhaust Gas Temperature Sensor (Front)

ADC Microprocessor
THCO
Exhaust Gas Temperature Sensor (Rear)
E2
E1
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Part 2

■■Exhaust Gas Temperature Sensor B1S1(in front of Catalyst)

Problem Condition THCI ETCI (E2) (Exhaust Temperature
Sensor output Sensor ground B1S1)
THCI open 5V 0V 0 ˚C
THCI short 0V 0V 1000 ˚C
ETCI (E2) open 5V 0V 0 ˚C
■■Exhaust Gas Temperature Sensor B1S2(behind Catalyst)

Problem Condition THCO ETCO (E2) (Exhaust Temperature
Sensor output Sensor ground B1S2)
THCO open 5V 0V 0 ˚C
THCO short 0V 0V 1000 ˚C
ETCO (E2) open 5V 0V 0 ˚C
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[[[[ Character
5.0

4.5
4.0
3.5
3.0
Voltage (V)
2.5
2.0
1.5
1.0
0.5
0
-40 160 360 560 760 960 1000
Temperature (˚C)
REFERENCE
●●The output characteristics of the upstream and downstream catalysts are the same.
●●At temperatures outside of the use temperature range (50 to 850 ˚C, the thermistor tolerance is large,
therefore it’s difficult to judge whether the thermistor is normal or not using the resistance value.
■■Exhaust gas temperature

Engine Condition Data motor output temperature
After warm up and drive or idling 150 to 350 ˚C
Under control of catalyst generation 500 to 700 ˚C

After-treatment
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5 7Actuators
111 Suction Control Valve
[[[[ Suction Control Valve in HP2 type Supply Pump

<<<< Description
●●The suction control valves (SCVs) used in the HP2 supply pump are fitted on the two pressurized fuel
feeding systems, and regulate the fuel intake amount through the time duration that the fuel passages
are open (the electromagnetic valves turn ON and OFF). The suction control valves incorporate a
solenoid electromagnetic valve consisting of a coil, a spring, and a needle valve.
When SCV is ON
To feeding area
Needle Valve
Stopper Coil
From feed pump
Spring
Suction Control Valves
■■Outline of Suction Control

The coil is energized by the ECM, and when the electromagnetic force of the coil
Suction control start overcomes the spring force that closes the needle valve, the needle valve will open,
letting the fuel come in.
The energization of the coil is cut off by the ECM, thus, the needle valve will shut
Suction control end
due to its spring force, and the fuel suction will stop.
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<<<< Operation
●●Since the fuel suction timing (SCV turns ON) is constant due to the crank position sensor signal

(determined by the pump speed), the amount of fuel intake is regulated by the timing of the fuel
suction end (SCV turns OFF). Therefore, the earlier the SCV turns OFF, the smaller the fuel intake
amount becomes, and the later the SCV turns OFF, the larger the fuel intake amount becomes.
●●During the fuel suction process, the plunger moves outward along with the cam face due to the fuel
feeding pressure, however, when the fuel suction ends, the plunger will stop moving at that position.
As the fuel intake amount varies between 0 to 100%, except the situation when the fuel comes in at
the maximum extent, the roller is not coming in contact with the cam face during the period from the
fuel suction end until the fuel feeding start.
Suction Suction
SCV 1 ON
OFF
Suction Suction
SCV 2 ON
OFF
Delivery Valve
Discharge
Cam Lift
Horizontal
Direction Feeding Suction Feeding Suction
Cam Lift
Vertical
Direction Feeding Suction Feeding Suction
Fuel Fuel
SCV
ON OFF OFF OFF
Check Delivery
Valve Valve
Plunger
Roller
Suction Feeding
Fuel Fuel
ON OFF OFF OFF
Suction Feeding
Increase in Suction Volume
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<<<< Circuit
(((( Suction Control Valve in HP2 Supply Pump Circuit

12 V
Constant
Current
Drive
Circuit
COM
PCV1
No.1 Suction Control Valve

Drive
Circuit
PCV2
No.2 Suction Control Valve

E1
Microprocessor
ECM
■■Active Test
Active Test Item Test Detail/Control Range
Pressurizes common rail internal fuel pressure, and checks for fuel leaks:
Test the Fuel Leak
Stop/Start
** The applicable items vary depending on the vehicle. For details about the Active Test, refer to the
relevant repair manuals.
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[[[[ Suction Control Valve in HP3 and HP4 type Supply Pump

<<<< Description
●●The suction control valve used in the HP3 and HP4 supply pumps is fitted on the inlet portion of the
pressurized fuel feeding system, and regulates the fuel intake amount by changing the fuel passage
area where the fuel flows through. The suction control valve incorporates a solenoid electromagnetic
valve.
●●The fuel passage area enlarges or reduces in accordance with the valve lift of the suction control
valve that is regulated by the current value (drive duty ratio) from the ECM.
To feeding
area
From feed
Pump
To feeding
area Suction Control Valve
Low fuel intake amount High fuel intake amount

(SCV opening degree is small) (SCV opening degree is large)
■■Outline of Suction Volume Control

Since the drive duty ratio applied to the electromagnetic valve is small and the opening
Low fuel intake
degree of the SCV decreases, the amount of fuel drawn by the plunger working in the
amount
suction stroke also decreases.
Since the drive duty ratio applied to the electromagnetic valve is large and the opening
High fuel
degree of the SCV increases, the amount of fuel drawn by the plunger working in the
intake amount
suction stroke increases as well.
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<<<< Operation
(((( General
●●By changing the current value applied to the suction control valve, the ECM controls the opening
degree of the suction control valve.
●●Depending on the changes in the current value applied to the suction control valve, the ECM
generates SCV drive duty signals.
Fuel Pumping Mass

High fuel intake amount
(SCV opening degree is large) Plunger TDC Plunger TDC
SCV
Current Cam
Stroke
ON +B
PCV+
Terminal
OFF 0 V
Low fuel intake amount

(SCV opening degree is small)
SCV
Current Cam
Stroke
ON +B
PCV+
Terminal
OFF 0 V
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(((( Operation during the Active Test
■■Data under the fuel leak test (ALE20 with 2AD-FHV)

Active test is conducted
When active test is conducted,

target common-rail pressure
rises up to maximum level
Amount of fuel fed to supply

pump increases, thus,
common-rail pressure rises
In order to achieve target

common-rail pressure, SCV
current is boosted, increasing
SCV opening degree
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■■Data under the same conditions as the above Active Test (2000 rpm with no load)
POINT
In comparison to the data monitored under the same conditions, when the SCV current rises by 50 mA,
the common-rail pressure increases approximately 128 MPa.
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<<<< Circuit

(((( Suction Control Valve in HP3 and HP4 Supply Pump Circuit
12 V
Drive
Circuit
PCV+
Fail
Detection
Drive
PCV- Circuit
Suction Control Valve

Current
E1 Monitor
Microprocessor
ECM
■■Active Test
Pressurizes common rail internal fuel pressure, and checks for fuel leaks:
Test the Fuel Leak
Stop/Start
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222 Pressure Discharge Valve

[[[[ Description
●●If the fuel pressure inside the common-rail is higher than the target pressure, the pressure discharge
valve is opened while releasing the excess pressure such as during deceleration and engine stop
to return the fuel to the fuel tank using the fuel return pipe. The pressure discharge valve is an
electromagnetic valve that consists of a coil, a spring, and a plunger.
●●When the coil is energized, the plunger is lifted up and the fuel is released to the return pipe. The coil
is energized by the EDU (Electronic Driving Unit) controlled by the drive request signal transmitted
from the ECM. However, for the models with both the pressure limiter and the pressure discharge
valve, the pressure discharge valve is directly connected to the ECM and driven directly.
●●By releasing the excess pressure using the pressure discharge valve, the actual fuel pressure
decrease ability and the adherence to the common-rail target fuel pressure is improved to apply
appropriate injection pressure to the injectors while the engine is running. In addition, if the fuel
pressure inside the common-rail is too high, the ECM sends the valve open signal to the pressure
discharge valve and releases the fuel pressure to protect the system.*
* For models with both the pressure limiter and the pressure discharge valve, the pressure limiter
mechanically releases the pressure if too high.

Pressure Limiter To Fuel Tank
Pressure Discharge
Valve
Plunger
Valve Open
■■Outline of Pressure Discharge Specification

Target fuel Excess fuel Abnormally high
Model Drive system
pressure control pressure release pressure release
2KD-FTV KDY2## /
KDN1##KLH1#, 2# ○ ○ Pressure limiter Directly by ECM
(01/08-06/08)
For all models except the Driven by EDU
above-mentioned models ○ ○ ○ controlled by ECM
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[[[[ Operation

<<<< General
●●In case of sudden deceleration (when the accelerator pedal is suddenly depressed) or a sudden
fuel pressure rise, the ECM drives the pressure discharge valve to quickly decrease the pressure to
prevent the fuel pressure from becoming too high.
Accelerator depression
degree
Sudden deceleration
Injector injection pulse
Pressure discharge
valve drive pulse
Target pressure w/o pressure

Rail pressure
discharge valve
Actual rail pressure
REFERENCE
●●The pressure discharge valve drive request signal output timings are not affected by the injector
injection signals.
<<<< Operation when the pressure discharge valve is defective

■■Data when normal (ALE20 with 2AD-FHV)
: Fuel Press
: Target Common-rail Pressure
* The common-rail pressure is reduced In accordance with the target common-rail pressure, hence, it is
regulated without lagging behind the target common-rail pressure.
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■■Data when circuit is open (ALE20 with 2AD-FHV)

: Fuel Press
: Target Common-rail Pressure
* Since the pressure discharge valve does not operate, the common-rail pressure cannot be reduced in
accordance with the target common-rail pressure, a lag occurs.
[[[[ Circuit
<<<< Pressure Discharge Valve Circuit
■■Driven by EDU Controlled by ECM Injector Driver (EDU)
COM3
12 V
COM2
DC/DC +B
Converter
GND
5V Constant Voltage
COM1 Circuit
Injector
#1
Pressure Mono-
Discharge INJ1 Stable #4
Valve
INJ4
Waveform #2
Shaping
INJ2
Microprocessor
Driver #3
INJ3
PRV PRD
Constant Fail INJF

Current Detection
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■■Directly by ECM

12 V
COM
Drive Circuit
PRV
Pressure Discharge Valve
E1
Microprocessor
ECM
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333 EDU (Electronic Driving Unit)

[[[[ Description
●●In order to drive the injectors at high speeds with high voltage and high current, the ECU incorporates
an injector driver equipped with a DC-DC converter that is exclusively used for the injectors. The EDU
converts injection request signals, which are transmitted from the ECM, into injector signals to control
the injectors.
●●Since the EDU generates high voltage and high current, it is separated from the ECM to prevent the
noise affecting the ECM.
●●In engines in which the common-rail has a pressure discharge valve, the EDU drives the pressure
discharge valve and transmits valve drive confirmation signals to the ECM in the same way as the
injectors.
REFERENCE
●●When the common-rail has both the pressure limiter and the pressure discharge valve, the ECM drives
the pressure discharge valve directly.
[[[[ Operation
●●By receiving the injection timing signal from the ECM, which is calculated based on the sensor
signals, the EDU transmits the injector drive signal to the injectors. In addition, the EDU transmits the
injection confirmation signal, which can be obtained from the current flowing through the injector drive
circuit, to the ECM.
●●The power is not constantly supplied to the positive terminal of an injector, for the duration that the
ECM requests injection, a high voltage is applied. Simultaneously with the power supply activation,
the EDU connects the negative terminal of an injector to the ground, energizing the injector. The EDU
has the high side SW for the injector power control and the driver circuit for the ground control, and
accurately drives the injectors through the controls.
●●The EDU regulates the injector to decrease the injector operation voltage and speed upon receiving
a signal, that indicates idling conditions, from the ECM in order to reduce the injector operation noise
while idling.
Timing Chart
Injection Timing
Signal
Injection Current
Fail Safe Signal
Injector Low Side

Voltage
Injector High Side

Voltage
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[[[[ Circuit

<<<< EDU Circuit
●●The injector drive request signal (INJ#) transmitted by the ECM is input to the monostable circuit to
the high side SW, and to the driver circuit, passing through the waveform shaping circuit. Coincident
with a high voltage application COM1 by the high side SW, the driver lets INJ1 flow into the ground.
When the INJ injection current exceeds a certain voltage, the ECU transmits the drive confirmation
signal (INJF) to the ECM.
Injector Driver (EDU)
COM3
12 V
COM2
DC/DC +B
Converter
GND
5V Constant Voltage
COM1 Circuit
Injector
#1
Pressure Mono-
Discharge INJ1 Stable #4
Valve
INJ4
Waveform #2
Shaping
INJ2
Microprocessor
Driver #3
INJ3
PRV PRD
Constant Fail INJF

Current Detection
SJG 殿からデータ提供待ち。（メモハイデータ）
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■■Active Test
Control the Cylinder#1 Fuel Cut
Control the Cylinder#4 Fuel Cut Cut off fuel injection from No. 1 to 8 injector:
Control the Cylinder#5 Fuel Cut ON/OFF
All cylinder injector fuel cut:
Control the All Cylinders Fuel Cut
ON/OFF
** The injection signals* shown in the Data List are the values calculated by the ECM, thus, an Intelligent
Tester cannot show the actual injection signals (EDU output signals).
** Main Injection Period, Pilot 1 Injection Period, Pilot 2 Injection Period, and After Injection Period
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444 Swirl Control Valve

[[[[ Outline of Swirl Control Valve
●●The swirl control valve generates strong swirls inside the cylinder and stabilizes combustion to largely
reduce smoke emissions. In addition, the swirl control ensures combustion stability while driving with
a large amount of EGR.
●●There are two types of swirl control valves; one that controls vacuum for the vacuum controller in two
stages, open and closed, using one VSV and the other that controls the vacuum in three stages, fully
open, half open and fully closed using two VSVs.
Swirl Control Valve
VSV for Swirl Control Valve

Swirl Control Valve Actuator
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[[[[ 1.VSV drive

<<<< Description
●●The SCV consists of a shaft with a valve that is installed into the intake manifold, a vacuum actuator
and a VSV that switches pressure for the actuator.
●●The ECM determines the swirl control valve opening angle in accordance with the engine conditions
and controls the swirl control valve opening angle in two stages (fully open and fully closed) by
switching vacuum applied to the actuator diaphragm chamber via the VSV.
●●In the low engine speed range, the valve is closed and the swirl inside the cylinder becomes stronger
to enhance the mixture of fuel and air in order to achieve stable combustion. As a result, smoke was
reduced. However, when the engine is cold, white smoke is reduced by fully opening the valve and
increasing the intake air amount.
Air Intake Chamber
Actuator
Swirl Control Valves
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<<<< Operation
●●The battery voltage is constantly supplied to the VSV that switches the vacuum applied to the vacuum

actuator diaphragm chamber while the ignition switch is on. The ECM controls the VSV by switching
the VSV ground side circuit. The ECM turns the transistor on and shorts the SCV terminal potential to
ground to energize the VSVs when closing the swirl control valve.
<<<< Circuit
(((( VSV Drive Circuit
Fail Detection
Circuit *
SCV
12 V Drive Circuit
Swirl Control Valve
MAIN
MREL
Microprocessor
E1
Battery
ECM
(((( Drive Voltage

Problem Condition
SCV Switch Input (Swirl Control Valve VSV)
Normal (Low speed, Low load) 0V ON
Normal (High speed, Heavy load) 12V OFF
SCV circuit open Remains 0 V Remains ON
VSV itself shorted Remains 12V Remains OFF
■■Active Test
Activate VSV for No. 1 Swirl Control Valve:
Activate the VSV for Swirl Control Valve
ON/OFF
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[[[[ 2.VSV drive

<<<< Description
●●The SCV consists of a shaft with valve that is installed into the intake manifold, two vacuum actuators
and two VSVs that switch pressure for the actuator.
●●The ECM determines the swirl control valve opening angle in accordance with the engine conditions
and switches vacuum for the diaphragm chamber via the two VSVs, to control the swirl control valve
opening angle in three stages (fully open, half open and fully closed).
●●The 2-VSV drive system allows optimal swirl generation in accordance with the engine conditions
by controlling the swirl control valve opening angle in three stages in order to improve combustion
efficiency and exhaust performance.
Air Intake Chamber
Actuator
Swirl Control Valves
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<<<< Operation
●●The battery voltage is constantly supplied to the VSV that switches the vacuum applied to the vacuum

actuator diaphragm chamber while the ignition switch is on. The ECM controls the VSV by switching
the two VSV ground side circuits. The ECM turns the transistor on and shorts the SCV terminal
potential to ground to energize the VSVs when closing the swirl control valve.
<<<< Circuit
(((( 2-VSV Drive Circuit
Fail Detection Circuit
SCV
No.1 Swirl Control Valve

MAIN
Drive
SCV2 Circuit
No.2 Swirl Control Valve

12 V
Battery MREL
E1
Microprocessor
ECM
(((( Drive Voltage

Value on Data List
Problem Condition SCV SCV2 (Swirl Control Valve VSV)
Switch Input Switch Input
Normal
0V 0V ON
(Low speed, Low load)
Normal
(Medium speed, in 0V 12 V ON
transition)
Normal
12 V 12 V OFF
(High speed, Heavy load)
SCV circuit open 0V Depends on Remains ON
No. 1 VSV itself shorted 12V Depends on Remains OFF
SCV2 circuit open Depends on 0V Depends on
No. 2 VSV itself shorted Depends on 12V Depends on
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■■Active Test
Activate VSV for No. 1 Swirl Control Valve:
Activate the VSV for Swirl Control Valve
ON/OFF
**The applicable items vary depending on the vehicle. For details about the Active Test, refer to the
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555 Variable Nozzle Vane Type Turbocharger

[[[[ Outline of Variable Nozzle Vane Type Turbocharger
●●The variable nozzle vane type turbocharger opens and closes the variable nozzle located on the outer
circumference of the turbine and adjusts the velocity and the pressure of the exhaust gas flow taken
into the turbocharger, in order to control the back pressure and boost pressure so as to take optimal
balance against the engine speed and engine load.
●●The variable nozzle vane type turbochargers can be divided into 3 types depending on the variable
nozzle drive system.
●●As a basic control, the feedback control is conducted to gain a boost pressure determined from the
engine operating conditions (lower the boost pressure: open the variable nozzle, increase the boost
pressure: close the variable nozzle).
Impeller Turbine
To Exhaust Pipe
Nozzle Vane
Open Close
■■Variation of Variable Nozzle Vane Type Turbocharger

Step motor DC motor Vacuum actuator
Type 1KD-FTV 1CD-FTV
1KD-FTV
1VD-FTV AD Series etc.
Nozzle vane drive Step motor DC motor Vacuum actuator
Controlled by regulating
Controlled by the turbo
Nozzle vane drive Controlled by the ECM the vacuum taken into the
motor driver that is
control directly. actuator with the VRV that
controlled by the ECM.
is controlled by the ECM.
Determined by the number
Nozzle vane Nozzle vane position
of steps calculated by the No detection
position detection sensor
ECM.
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■■Basic Control of Variable Nozzle Vane Type Turbocharger

Engine Condition Purpose
To improve boost pressure increase characteristicsTo

Low and medium engine speed
reduce black smoke emission
To improve fuel economy and outputTo prevent
High engine speed
turbine overspeed
During EGR operation To stabilize EGR amount
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[[[[ Step motor

<<<< Description
●●The step motor is used to open and close the variable nozzle vanes. The turbocharger driven by the
step motor consists of variable nozzle vanes, a step motor (stator core and rotor), and a linkage that
couples the variable nozzle vanes and the step motor.
●●The ECM monitors the engine operating conditions using the various sensors, and calculates the
number of directive steps. Based on the calculation, the ECM energizes the step motor. The motor
rotates a number of degrees according to the number of directive steps, opening or closing the
variable nozzle via the coupled linkage.
Step Motor
Turbine
Linkage
Nozzle Vane
REFERENCE
●●The turbocharger driven by the step motor compensates for the exhaust gas flow amount variation
depending on the turbine individual differences using the turbocharger compensate resistor resistance
values. A turbocharger compensate resistor that matches each turbine is installed to regulate the
amount of exhaust gas flow of a step to be uniform.
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<<<< Operation
●●The battery voltage is applied to the four coils built into the step motor while the engine is running,
and the ground sides of the coils are connected to the ECM. The ECM operates the step motor in
incremental steps by switching the coil grounds, to regulate the nozzle vanes to the appropriate
position according to the engine conditions.
●●The built-in rotor of the step motor rotates in the normal or reverse direction by an incremental angle
by the signal transmitted from the ECM to the stator coil. The linkage is moved upward or downward
by the amount of the rotor rotation, the ECM drives the step motor so that the actual step position of
the step motor can follow the target step position.
<<<< Circuit
(((( Step Motor Drive Circuit
MAIN
12 V
VN-B
VN+B
VN-A
VN+B Drive
Microprocessor
Circuit
VN-B
Step Motor
(VN Turbo)
5V Constant Voltage
Circuit
R
VTB
Microprocessor
R
Battery Turbocharger Compensate
Resistor E2
E1
ECM
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TIP

■■Step Motor Movement:
●●The 1-2 phase excitation drive method and the 2-phase excitation drive method are used to operate
the step motor.
●●While the 1-phase excitation rotates the rotor by energizing a coil phase-by-phase, the 2-phase
excitation energizes a coil two-by-two, increasing the torque that rotates the rotor. The 1-2 phase
excitation can halve the amount of rotor rotation per energization by alternating the 1-phase and
2-phase excitations.
●●In accordance with the engine operating conditions, the ECM accurately controls the step motor with
a 1-2 phase excitation or the 2-phase excitation. The step motor is controlled in up to 470 incremental
steps (235 steps if only 2-phase excitation), with a motor rod (linkage) stroke of 11mm between the full
close to full open positions.
2-Phase Excitation
Coil
Rotor (magnet)
Coil
Rotor (magnet)
Rotational Amount
1-2 Phase Excitation
Coil
Rotor (magnet)
Coil
Rotor (magnet)
Rotational Amount
Energized
Not Energized
Combination of Energization Coils Terminal Arrangement

2-Phase
Excitation S2 S1
1-2 Phase
Excitation B2 B1
S1
S4 S3
S2
S3 Equivalent Circuit
S1
S4
Direction Close Open

B1 Rotor
: Energized
S3
S2 B2 S4
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■■Active Test
Activate Step Motor for Turbocharger:
Test the Turbo Charger Step Motor
ON/OFF
REFERENCE
●●An Intelligent Tester cannot show the step motor actual number of steps.
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[[[[ DC motor

<<<< Description
●●The DC motor is used to open and close the variable nozzle vanes. By using the DC motor, the
variable nozzle vane control responsiveness is improved and the variable nozzle vane boost rate is
improved due to expansion of the variable nozzle vane close operation range.
●●The turbocharger driven by the DC motor consists of variable nozzle vanes, a DC motor, a linkage
that couples the variable nozzle vanes and the DC motor, and a nozzle vane position sensor.
●●The motor is driven by the turbo motor driver controlled by the request signals output from the ECM.
DC Motor
Turbine
Linkage
Nozzle Vane
<<<< Operation
●●The vane nozzle opening angle signal, of which value is determined from the engine speed and
injection volume, is input from the ECM to the turbo motor driver. The turbo motor driver drives the DC
motor so that the nozzle vane position signal becomes same as the vane nozzle opening angle signal
output from the ECM.
●●The rotation of the DC motor opens and closes the nozzle vanes via the linkage provided on the
motor, regulating the exhaust gas pressure and the amount of the EGR gas flow.
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<<<< Circuit
(((( DC Motor Drive Circuit
+B
Motor Drive Circuit

+B Motor Drive Request Circuit
5V Constant 5V
Voltage Circuit
BNTO
ADC
Microprocessor
M
12 V 12V Constant
5V 5V Constant Voltage Circuit
DC Motor Voltage Circuit
VNTI
ADC
Microprocessor
Drive Status Output Circuit

GND
Turbo Motor Driver ECM
■■Active Test
Activate DC motor for turbocharger:
40 to 100%
REFERENCE
●●An Intelligent Tester cannot show the actual position of the variable nozzle vanes that is output from
the nozzle vane position sensor.
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[[[[ Vacuum Actuator Drive

<<<< Description
●●The vacuum actuator is used to open and close the variable nozzle vanes. The turbocharger driven by
the DC motor consists of variable nozzle vanes, a vacuum actuator, a vacuum switching valve (E-VRV),
and a linkage that couples the variable nozzle vanes and the vacuum actuator.
●●According to the engine operating conditions, the ECM operates the electric vacuum regulating valve
(E-VRV) to regulate the volume of vacuum acting at the diaphragm chamber of the vacuum actuator.
Actuator
Nozzle Vane
Actuator
Turbine Linkage
<<<< Operation
●●When the variable nozzle vanes need to be opened, the ECM boosts the current (duty signal) applied
to the vacuum regulating valve to increase the vacuum volume that is taken from the vacuum pump to
the vacuum actuator. Conversely, when the vanes need to be closed, the ECM reduces the current to
let atmospheric air come into the diaphragm chamber of the vacuum actuator, decreasing the vacuum
volume taken from the vacuum pump. The position of the variable nozzle vane is controlled by the
volume of vacuum of the diaphragm.
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<<<< Circuit
(((( Vacuum Actuator Drive Circuit
12 V 5V Constant
Voltage Circuit
Drive Circuit
VN
E-VRV for Microprocessor

MAIN Turbocharger
Current Monitor Fail Detection
Circuit Circuit
12 V
Drive Circuit Microprocessor
Battery MREL
E1
ECM
■■Active Test
Activate DC motor for turbocharger:
40 to 100%
REFERENCE
●●An Intelligent Tester cannot show the actual position of the variable nozzle vanes.
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666 EGR Valve

[[[[ Outline of EGR Valve
●●The EGR system is a system that recirculates the exhaust gas partially to the intake passage to lower
the peak temperature inside the combustion chamber, in order to reduce NOx emissions primarily.
Since the ECM precisely regulates the amount of EGR gas by opening and closing the EGR valve
according to the engine operating conditions and by letting enough EGR gas enter by reducing the
intake manifold pressure by limiting the intake air using the diesel throttle, the engine output as well as
drivability are not impaired.
●●The EGR valve is fitted on the exhaust port or the bypass passage (EGR passage) provided in
between the intake passage and the exhaust manifold, and is divided into four types depending on the
EGR valve drive systems.
ECM
Intercooler
Diesel
Throttle
Body
EGR Cooler
EGR Valve
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■■Variation of EGR valve

Linear
Vacuum actuator Step motor DC motor
solenoid
Type
KD Series AD Series AD series
2KD-FTV 1CD-FTV
1CD-FTV 1VD-FTV (for New Avensis)
EGR valve Linear
Vacuum actuator Vacuum actuator Step Motor DC Motor
drive system Solenoid
EGR Valve
Gate Gate Gate Gate Butterfly
Type
C o nt r o l l e d by
regulating the In addition to the
vacuum taken mechanism described Controlled
EGR valve Controlled by the
into the actuator on the left, the EGR by the ECM
lift control ECM directly.
with the VRV cut-off control via the directly.
that is controlled VSV is performed.
by the ECM.
Deter mined by
EGR Valve EGR valve EGR valve
EGR valve No the number of
position position position
position sensor detection steps calculated
detection sensor sensor
by the ECM.
TIP
Under the following engine conditions, higher priority is placed on quick engine warm-up and acceleration,
and the ECM stops the EGR control. In addition, the EGR control will be stopped if the EGR control
is performed for a long time during idling because it may result in white smoke emission due to the
combustion temperature fall.
●●Low engine coolant temperature of below 15°C. (The temperature that allows the EGR control to start
varies depending on the vehicles)
●●High engine speed of above 3500rpm. (The engine speed that stops the EGR control varies depending
on the vehicles)
●●High engine load, such as when the accelerator pedal is fully depressed.
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[[[[ Vacuum Actuator Drive

<<<< Description
●●The vacuum actuator is used to open and close the EGR valve. The EGR valve system driven by the
vacuum actuator consists of an EGR valve (vacuum actuator), a vacuum regulating valve (E-VRV), a
vacuum damper, and the ECM that controls the vacuum regulating valve. In some of the EGR systems
that have the vacuum actuator, an EGR cut VSV, which has high responsiveness for when the EGR
control is inactive, and an EGR valve lift sensor, which detects the EGR valve position used when
conducting the feedback control for the EGR amount, are also used.
●●According to the engine operating conditions, the ECM operates the electric vacuum regulating valve
(E-VRV) to regulate the volume of vacuum acting on the diaphragm chamber of the vacuum actuator.
EGR Valve
Position Sensor
E-VRV Cut VSV
To Intake
Intake Air
Manifold
EGR Valve
Position Sensor
EGR Gas
E-VRV for EGR
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<<<< Operation
●●When the EGR valve needs to be opened, the ECM boosts the current (duty signal) applied to the
vacuum regulating valve to increase the vacuum volume that is taken from the vacuum pump to the
vacuum actuator. Conversely, when the valve needs to be closed, the ECM reduces the current to let
atmospheric air come into the diaphragm chamber of the vacuum actuator, decreasing the vacuum
volume taken from the vacuum pump. The EGR valve position is controlled by the volume of vacuum
of the diaphragm.
●●In the system with the EGR cut VSV, the VSV is activated when the EGR valve is promptly closed in
order to release the vacuum from the diaphragm chamber.
<<<< Circuit
(((( Vacuum Actuator Drive Circuit
■■Without EGR Cut VSV
5V Constant
12 V Voltage Circuit
Drive Circuit
EGR

MAIN EGR
Circuit Circuit
12 V
Battery MREL
E1
ECM
■■With EGR Cut VSV

EGRC
Drive Circuit
5V Constant
VSV for EGR 12 V Voltage Circuit
Cut
Drive Circuit
EGR

MAIN EGR
Circuit Circuit
12 V
Battery MREL
E1
ECM
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■■Active Test
Activate E-VRV (for E-EGR):
Control the EGR System
ON/OFF
Activate VSV (for EGR Cut):
Activate the VSV for EGR Cut
ON/OFF
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[[[[ Step motor

<<<< Description
●●The step motor is used to open and close the EGR valve. The EGR valve system driven by the step
motor consists of a step motor (stator core and rotor), a valve, and the ECM that controls the step
motor. Compared to the EGR valve system which is driven by the vacuum actuator, the EGR volume
can be regulated more accurately.
rotates a number of degrees according to the number of directive steps, opening or closing the EGR
valve.
EGR Valve
Exhaust Gas OUT

(To Intake Manifold)
Exhaust Gas IN
(From Exhaust Manifold)
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<<<< Operation
●●The battery voltage is applied to the four coils built into the step motor while the engine is running,

and the ground sides of the coils are connected to the ECM. The ECM operates the step motor in
incremental steps by switching the coil grounds, to regulate the EGR valve lift.
according to the signal transmitted from the ECM to the stator coil. The EGR valve moves upward or
downward by the amount of the rotor rotation, the ECM drives the step motor so that the actual step
position of the step motor can follow the target step position.
<<<< Circuit
12 V
MAIN
MREL
EG+A
EG-A
Drive
Microprocessor
EG+B Circuit
Battery EG-B
E1
EGR Valve
ECM
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Part 2
TIP

●●The 2-phase excitation drive method is used to operate the step motor.
excitation energizes a coil two-by-two, increasing the torque that rotates the rotor.
●●In accordance with the engine operating conditions, the ECM controls the step motor with a 2-phase
excitation. The step motor is controlled in up to 58 incremental steps, with a stroke of 4.3mm between
the full close to full open positions.
2-Phase Excitation
Coil
Rotor (magnet)
Coil
Rotor (magnet)
Rotational Amount
Energized
Not Energized
Terminal Arrangement
Combination of Energization Coils S2 S1
S1
B2 B1
S2
S4 S3
S3
S4
Equivalent Circuit
S1
Energized
B1 Rotor
S3
S2 B2 S4
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■■Active Test
Open and close EGR valve:
EGR Step
From 0 to 125 steps
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Part 2
[[[[ Linear solenoid

<<<< Description
●●The linear solenoid is used to open and close the EGR valve. The EGR valve system driven by the
linear solenoid consists of a solenoid (coil, spring and plunger), a valve that is coaxially coupled to the
plunger, and the ECM that controls the solenoid. Compared to the EGR valve system which is driven
by the vacuum actuator, the EGR volume can be regulated with a higher responsiveness and higher
accuracy.
●●In accordance with the engine operating conditions, the ECM calculates the current (duty signal) that
drives the linear solenoid and then applies it to the solenoid, regulating the valve lift. By receiving
the valve position signal from the EGR valve lift sensor, the feedback control is conducted.
Exhaust Gas IN
Dual-Valve
Exhaust Gas OUT

EGR Valve
Position Sensor
EGR Valve
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<<<< Operation
●●The plunger of the linear solenoid is being pushed toward the valve close direction by the spring,

however, when the coil is energized, the plunger moves to the valve open direction. The EGR
valve lift is regulated by the balance between the spring force and the magnetic energy of the coil
corresponding to the energization current (duty ratio). When the EGR valve needs to be opened, the
ECM boosts the current (duty signal) applied to the linear solenoid, conversely, when the valve needs
to be closed, the ECM decreases the current.
<<<< Circuit
(((( Linear Solenoid Drive Circuit
12 V
EGRS
EGR Valve
Drive
MAIN Circuit
12 V
MREL
Battery
E1 Microprocessor
ECM
■■Active Test
Control the EGR valve position:
Control the EGR Step Position
0 to 100%
Control the EGR valve (bank 2):
Control the EGR Step Position #2
0 to 100%
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[[[[ DC motor Drive

<<<< Description
●●The DC motor is used to open and close the EGR valve. The EGR valve system driven by the DC
motor consists of a DC motor, a valve, and the ECM that controls the DC motor. By using the DC
motor for the EGR valve operation, a control with more torque, more sophisticated functions, and
larger flow amount can be possible compared to the EGR valve system which is driven by the linear
solenoid.
●●The motor is driven by the request signal from the ECM. The valve lift is constantly monitored with
the EGR valve lift sensor, and the valve lift feedback control is conducted so that the valve lift can be
appropriate to the engine operating conditions.
EGR Valve
Exhaust Gas OUT
Exhaust Gas IN
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<<<< Operation
●●The ECM calculates the required EGR valve lift appropriate to the engine operating conditions, and

drives the DC motor through the current control; the direction in which the current flows, and the
magnitude of the flowing current. When the valve needs to be opened, the current is applied to the
M+ and M- terminals as the motor positive pole and negative pole. Conversely, when the valve needs
to be closed, the current is applied to the M+ and M- terminals by interchanging the positive and
negative.
●●The rotation of the DC motor opens and closes the EGR valve via the reduction gear provided on the
motor, regulating the amount of the EGR gas flow.
<<<< Circuit
12 V
Microprocessor
Drive Circuit
Shield
EGM+
EGM-
M
Current
EGR Valve Monitor
(DC Motor)
ECM
<<<< Character
■■Active Test
Control the EGR valve position:
Control the EGR Step Position
0 to 100%
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Part 2
777 EGR Cooler Bypass Valve

[[[[ Description
●●The EGR cooler bypass valve is fitted on the outlet port of the water-cooled EGR cooler, and
optimizes the temperature of the EGR gas that is recirculated into the intake passage, improving the
exhaust gas purification performance since engine start.
●●When the engine is cold or the engine load is low, if the compression heat in the engine compression
stroke is determined insufficient due to the low intake air temperature, the ECM closes the bypass
valve and recirculates the EGR gas bypassing the EGR cooler into the intake air passage.
●●This system consists of a bypass passage-equipped EGR cooler, a bypass valve, a vacuum actuator,
a vacuum switching valve (VSV), and the ECM that controls the vacuum switching valve.
EGR Cooler
Bypass
Switching Valve
EGR Gas
EGR Gas
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[[[[ Operation
●●While the ignition switch is ON, the battery voltage is constantly supplied to the vacuum switching

valve (VSV) that switches the vacuum of the vacuum actuator. The ECM controls the VSV by
switching the ground circuit of the VSV.
●●According to the engine operating conditions, the ECM operates the VSV to activate the vacuum
actuator linked with the EGR cooler bypass valve, switching the EGR gas flow to either the EGR
cooler or the EGR cooler bypass passage.
[[[[ Circuit
<<<< EGR Cooler Bypass Valve Circuit
Fail Detection
Circuit *
Diode *
ECBV
VSV for EGR

MAIN Drive Circuit
Cooler Bypass
Valve
Microprocessor
12 V
Drive Circuit
Battery MREL
E1
ECM
* A diode and fail detection circuit are applied depending on the type of vehicle.
<<<< Drive Voltage

Problem Condition
ECBVVSV Control Output
Normal
1.5 V or less
(Cold engine, Idling)
Normal
12 V
(Engine warmed up, 3000 rpm)
ECBV circuit open Remains 12V
ECBV circuit GND short Remains 0 V
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888 Diesel Throttle

[[[[ Outline of Diesel Throttle

●●The diesel throttle is a throttle valve that is driven by a motor or vacuum. By limiting the intake air
through use of the throttle valve, the intake manifold pressure is reduced, letting a large amount of the
EGR gas enter. The diesel throttle can also be effective for the air-fuel ratio control as well as smooth
engine stop.
●●The diesel throttle is divided into four types depending on the throttle valve drive systems.
EGR Cooler EGR Valve
Diesel
Throttle
Body
Intercooler
Step motor Rotary Solenoid Drive DC motor

Type 1CD-FTV AD Series AD Series
KD Series KD Series (for New Avensis)
Throttle Valve Drive
Step Motor Rotary Solenoid DC Motor
system
Controlled by the ECM Controlled by the ECM Controlled by the ECM
Throttle valve angle
directly. directly. directly.
Determined by the number
Throttle Valve Throttle Position Sensor Throttle Position Sensor
of steps calculated by the
position detection (no-contact type) (no-contact type)
ECM.
Equipped
(Built into Diesel Throttle None None
Opened Switch
Body)
TIP
In some 1ND-TV engines, a diesel throttle that is driven by a vacuum actuator and a VRV was used.
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[[[[ Step Motor Drive

<<<< Description
●●The step motor is used to open and close the throttle valve. The diesel throttle body consists of a step
motor (stator core and rotor), a throttle valve, and a throttle valve fully opened switch.
rotates a number of degrees according to the number of directive steps, opening or closing the throttle
valve.
Throttle Valve
Magnet
Reduction Gears
Throttle Control Motor

Rotor Shaft Opened Switch
<<<< Operations
●●The battery voltage is applied to the coil built into the step motor while the engine is running, and the
ground side of the coil is connected to the ECM. The ECM operates the step motor in incremental
steps by switching the coil ground, to regulate the diesel throttle valve angle.
according to the signal transmitted from the ECM to the stator coil. The throttle valve opens or closes
by the angle determined by the motor input speed that is reduced by the drive gear, the ECM drives
the step motor so that the actual step position of the step motor can follow the target step position.
Relationship between the number of steps and opening angle
Full open switch ON

Small Full open 90˚
1-2 phase excitation

The number Drive 0.4˚
of steps
2-phase excitation
Large Drive 0.8˚
Full close 7˚
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TIP

●●The 1-2 phase excitation drive method and the 2-phase excitation drive method are used to operate
the step motor.
excitation energizes a coil two-by-two, increasing the torque that rotates the rotor. The 1-2 phase
excitation can halve the amount of rotor rotation per energization by alternating the 1-phase and
2-phase excitations.
●●In accordance with the engine operating conditions, the ECM accurately controls the step motor
with the 1-2 phase excitation or the 2-phase excitation. The step motor is controlled in up to 209
incremental steps (104 steps if only 2-phase excitation), and the throttle valve is controlled in an
operating angle range of 83°(full close at 7°and full open at 90°).
2-Phase Excitation
Coil
Rotor (magnet)
Coil
Rotor (magnet)
Rotational Amount
1-2 Phase Excitation
Coil
Rotor (magnet)
Coil
Rotor (magnet)
Rotational Amount
Energized
Not Energized
Combination of Energization Coils Terminal Arrangement
2-Phase
Excitation S2 S1
1-2 Phase
Excitation B2 B1
S1
S4 S3
S2
S3 Equivalent Circuit
S1
S4

B1 Rotor
: Energized
S3
S2 B2 S4
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<<<< Circuit

12 V
MAIN
MREL
LU+A
LU-A
Drive
Microprocessor
LU+B Circuit
Battery LU-B
E1
Diesel Throttle Body
ECM
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[[[[ Rotary Solenoid Drive

<<<< Description
●●In the rotary solenoid type diesel throttle system, a rotary solenoid is used to open and close the
throttle valve. The rotary solenoid type diesel throttle consists of a rotary solenoid (coil and magnet), a
throttle valve, and a throttle valve position sensor.
●●In accordance with the engine operating conditions, the ECM calculates the duty signal that drives
the rotary solenoid, regulating the throttle valve angle. The ECM performs the throttle valve angle
feedback control according to the valve angle signals transmitted by the throttle position sensor.
●●In order to minimize the vibration that occurs when the engine stops, the throttle valve fully closes
when the ignition switch is turned off, and then will fully open again for the next engine start.
Rotary Solenoid
Throttle Control Motor Throttle Valve
Throttle Position Sensor
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<<<< Operations
●●The rotary solenoid type throttle body energizes the solenoid (coil) using the built-in drive circuit

according to the duty signals transmitted by the ECM to rotate the rotor, regulating the throttle valve
that coaxially operates with the rotor.
<<<< Circuit
(((( Rotary Solenoid Drive Circuit
●●The drive circuit and rotary solenoid, which are built into the diesel throttle body, have their own power
supply (+B) and ground (GND).
12 V
MREL Drive Circuit
5V Constant
MAIN Voltage Circuit
Magnet Drive Circuit
LUSL Microprocessor
Drive IC
Battery Solenoid Coil
Diesel Throttle Body ECM
■■Active Test
Control the diesel throttle valve (bank 1):
Diesel Throttle Target Angle
0 to 90%
Diesel Throttle Target Angle #2
0 to 90%
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[[[[ DC motor Drive

<<<< Description
●●The DC motor is used to open and close the throttle valve. The diesel throttle valve system driven by
the DC motor consists of a DC motor, a valve, and the ECM that controls the DC motor.
●●The motor is driven by the request signal from the ECM. The valve angle is constantly monitored with
the throttle position sensor, and the valve angle feedback control is conducted so that the valve angle
can be appropriate to the engine operating conditions.
Throttle Position
Sensor
Throttle Valve
DC Motor
Throttle Control Motor
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<<<< Operation
●●The ECM calculates the required throttle valve angle appropriate to the engine operating conditions,

and drives the DC motor through the current control; the direction in which the current flows, and the
magnitude of the flowing current. When the valve needs to be opened, the current is applied to the
M+ and M- terminals as the motor positive pole and negative pole. Conversely, when the valve needs
to be closed, the current is applied to the M+ and M- terminals by interchanging the positive and
negative.
●●The rotation of the DC motor opens and closes the throttle valve via the reduction gear provided on
the motor, regulating the amount of intake air (intake manifold pressure).
<<<< Circuit
+BM
12 V
Microprocessor
Drive Circuit
Shielded
M+
M-
M
Current
Throttle Control Monitor
Motor (DC Motor) GE01
ME01
ECM
■■Active Test
0 to 90%
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6 8Control
111 Fuel Pressure Control (Common-rail Pressure)
[[[[ Description
●●In common rail diesel engines, a stable injection pressure can be obtained even at a low speed
without being affected by the engine speed and load by storing high pressure fuel, which is fed from
the supply pump, in the common rail. The ECM constantly monitors the common-rail pressure, and
controls the supply pump SCV and feeds the fuel to allow the common-rail pressure to maintain the
target pressure.
Fuel Pressure Sensor Pressure Limiter
Common-Rail
Fuel Temp. Sensor
Supply SCV
Pump
Fuel
Filter ECU
Engine ECU Injector

Fuel Tank
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[[[[ Component Parts and Functions

Final Injection
Volume
Crankshaft Position
Sensor
ECM Suction Control Valve
Component Function and Purpose

Crankshaft Position Sensor Used to calculate the basic target common-rail pressure.
Fuel Pressure Sensor Used to calculate the fuel pressure feedback volume.
Driven by the ECM and regulates the amount of fuel that is taken into the
Suction Control Valve
plunger chamber of the supply pump.
Calculates the basic common-rail pressure.
Apply correction to basic target common-rail pressure and calculates the
ECM final target common-rail pressure.
Controls the SCV based on the final target common-rail pressure and the
actual common-rail pressures, and adjusts the common-rail pressure.
Final injection Calculated by the injection volume control and used to calculate the basic
volume target common-rail pressure.
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[[[[ Control
<<<< Outline
●●The ECM calculates the basic target common-rail pressure based on the final injection volume and
the engine speed. In order to meet the engine conditions, the final target common-rail pressure is
calculated from the product of the correction coefficient obtained by the output values from the various
sensors and the basic target common-rail pressure. The ECM calculates the SCV drive current value
(duty ratio) to allow the actual common-rail pressure to be the target pressure and energizes the SCV,
thus adjusting the common-rail pressure to the target pressure.
Injection Volume Control

Correction
Final Injection Volume Basic Target Coefficient to
Common-rail calculate the Final
Pressure Target Common-rail
Pressure
Engine Speed Signals
Final Target Common-rail Pressure
Deviation Calculation of the Actual Common-rail

Fuel Pressure Sensor Pressure and the Target Common-rail Pressure
Fuel Pressure Feedback Volume Calculation
Suction Control Valve Drive Control

(Supply Pump)
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<<<< Calculation of basic target common-rail pressure
●●The ECM calculates the basic target common-rail pressure from the final injection volume, which is

calculated based on the accelerator opening degree and the engine speed. As shown in the following
map of the basic target common-rail pressure, the more the final injection volume is and the higher
the engine speed is, the higher the common-rail pressure is calculated.
■■Basic injection pressure map

80
135 MPa
70 ~ 90
Final injection volume
60 MPa
120 ~ 130 MPa

40 100 ~ 120 MPa
90 ~ 100 MPa
50 ~ 70 MPa
20
30 ~ 50 MPa
0 1000 2000 3000 4000 5000

Engine speed (rpm)
<<<< Drive of Suction Control Valve

●● The ECM calculates the SCV drive duty ratio to allow the actual common-rail pressure reach the
target pressure. The higher the target common-rail pressure is, the larger the SCV drive duty ratio is,
whereas the lower the target common-rail pressure is, the smaller the SCV drive duty ratio is.
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222 Injection Volume Control

[[[[ Description
●●In the common-rail diesel engine, the ECM calculates two values: a basic injection volume and a
maximum injection volume, in accordance with the engine operating conditions. The ECM then
compares the basic and maximum injection volumes and determines a smaller calculated value for
the final injection volume.
Basic Injection Compensation

Fuel Pressure EDU
Volume Valve
Decision on
Comparison
Duration
Maximum
Injector Feed
Injection
Back Valve
Volume
ECM
Injector
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Accelerator Pedal
Position Sensor
Crankshaft Position
Sensor
Turbo Pressure Sensor
Intake Air Temp.

Sensor
Atmospheric Temp.
Sensor
EDU
ECM
Fuel Temp.
Injector
Engine Coolant Temp.
Sensor
Mass Air Flow Meter
Starter Signal
Vehicle Speed Signal

Atmospheric
Pressure
Sensor
Clutch Switch
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Component (Signal) Function and Purpose

Accelerator Pedal Position Sensor Used to calculate the basic injection volume.
Used to calculate the basic and maximum injection volumes.
Used as a correction value to calculate the final injection volume.
Used to calculate the basic injection volume at engine start.
Used to detect fluctuations in the engine speed.
Used as a correction value to calculate the maximum injection
volume.
Intake Air Temp. Sensor
volume.
Fuel Pressure Sensor Used as a correction value to calculate the final injection volume.
Engine Coolant Temp. Sensor volume.
Used to calculate the basic injection volume at engine start.
Used as a correction value to calculate the fuel injection volume at
engine start.
Starter Signal
Used as a calculation start reference signal for the fuel injection
volume at engine start
Used as ISC (Idle Speed Control) correction value for the basic
injection volume.
Clutch Switch Used as ISC (Idle Speed Control) correction value for the basic
Neutral Start Switch injection volume.
Drives the injector upon receiving the injection command signal from
EDU
the ECM
Calculates the basic and maximum injection volumes.
Calculates the final injection volume from the basic and maximum
injection volumes.
Calculates the basic injection volume at start and the corrected
ECM
injection volume at start.
Calculates a presumed actual fuel injection volume from the
fluctuation in the engine speed and corrects the final injection volume.
Transmits a fuel injection signal to the EDU.
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[[[[ Control

<<<< Outline
●●The ECM calculates the basic injection volume, based on the fuel injection volume pattern obtained
by the accelerat or pedal opening degree and the engine speed. In addition, the ECM calculates
the maximum fuel injection volume by applying various corrections in accordance with the engine
conditions to the basic maximum injection volume calculated based on the engine speed.
●●Either the basic or the maximum fuel injection volume, whichever is smaller, is selected and set as
the base of the final fuel injection volume. Corrections are then applied to the base, and the final fuel
injection volume is calculated.
●●In addition, the fuel injection volume is calculated based on the engine coolant temperature, engine
speed and starter ON time when the engine is started.
Injection Volume
Engine Speed
Smaller Volume
Accelerator of Fuel Injection
Basic Injection
opening degree
Volume Calculation
Engine speed of EDU Drive
Basic Maximum Timing
Injection
Volume
Final Injection Volume
after Correction
●●Manifold Absolute ●●Fuel Injection
Pressure Correction Volume Correction
Injection Volume
●●Intake Air Temperature

for Each Cylinder
Correction ●●Speed Correction
●●Maximum Fuel Injection
Correction when the ●●Fuel Injection
Engine is Cold. Pressure Correction
Engine Speed
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<<<< Calculation of Basic Fuel Injection Volume

●●The ECM selects the fuel injection volume pattern according to signals (VPA) from the accelerator
pedal position sensor and signals (NE) from the crankshaft position sensor. The basic fuel injection
volume is calculated by the selected pattern.
●●In addition, idle speed control corrections from the clutch switch (park/neutral position switch) and
the vehicle speed signals, and the engine coolant temperature correction are applied to the basic fuel
injection volume.
■■Basic Injection Volume Pattern
#7
Basic Injection Volume
#6
#5
#3 #4
#1 #2
Engine Spped
#1 Pattern 1: Below idling speed

#2 Pattern 2: Idling speed
#3 Pattern 3: Accelerator pedal depression degree of 10%
TIP
Pattern 7 of the injection volume in the maximum speed area is calculated considering the fuel injection
volume reduction control that judges whether a driver dozes off or not while driving at high speeds for a
long time.
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<<<< Calculation of Maximum Fuel Injection Volume
●●The maximum fuel injection volume is calculated by applying corrections such as manifold absolute

pressure correction, intake air temperature correction, fuel injection volume increase correction in
cold start conditions to the basic maximum fuel injection volume which is determined in accordance
with the engine speed.
●●When the engine coolant temperature is 90 ˚C or more, the fuel injection volume is corrected to be
reduced. In addition, there are torque limit to protect drive systems, turbo speed limit to prevent the
turbocharger from overrotating at high altitude, and intake air amount limit to prevent white smoke
generation due to EGR cut delay, which are used to limit the injection volume within specified ranges.
[ Basic Injection Volume Pattern ]
Intake Air
Volume-large
Basic Injection Volume
Varies by
Required Volume
Intake Air
Volume-small
Engine Spped
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<<<< Calculation of Final Fuel Injection Volume

●●The ECM selects either the basic or the maximum fuel injection volume, whichever is smaller, and
then calculates the final fuel injection volume by applying corrections such as a fuel injection volume
correction for each cylinder, engine speed correction and fuel injection pressure correction to the
selected fuel injection volume.
[ Determining Injection Volume ]

: Basic Injection Volume
: Maximum Injection Volume
Selects lowest
Injection Volume
30% VPA
Engine Speed
Calculation formula
Final fuel injection volume:
MIN (Basic and maximum fuel injection volumes) + Engine speed correction+ Fuel injection volume
correction for each cylinder + Fuel injection pressure correction
POINT
The calculated final fuel injection volume is later used to calculate the fuel injection timing control,
multiple injection control and EDU driving timing.
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<<<< Fuel Injection Volume at Engine Start
●●The fuel injection volume at engine start is calculated by applying a starter ON time correction to the

basic injection volume at engine start. The basic injection volume at engine start and increase and
decrease rates of the fuel injection volume at engine start are calculated based on the engine coolant
temperature and engine speed at engine start.
Engine coolant
High temperature
Fuel injection volume
Fuel injection volume

Low
Basic fuel injection

volume
STA ON time STA ON time
STA ON Engine start STA ON Engine start
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<<<< Various corrections

●●In order to obtain an optimal fuel injection volume in accordance with the engine operating conditions
requested by a driver, the final maximum fuel injection volume is calculated by applying corrections to
the maximum fuel injection volume, based on the values from various sensors. The final fuel injection
volume is calculated by applying corrections to the fuel injection volume which is selected from either
the maximum or basic fuel injection volume.
Item Content
Used to calculate the maximum fuel injection volume, and is used
to protect the engine and injection systems at high engine coolant
temperature.
Reduction correction at high
engine coolant temperature
Reduces the fuel injection volume by subtracting a predetermined
correction value determined by the ECM from the maximum injection
volume control value.
Used to calculate the maximum fuel injection volume.
Ensures the start-off performance at extreme low temperature.
Applies correction values to the maximum injection volume control value

and increases the fuel volume, to ensure a stable combustion after cold
engine start.
[ Engine Coolant Correction ]
Inc rease c or rec tion af ter Increase

engine start in cold conditions
Correction
Coefficient
40
Engine Coolant Temperature (deg)
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Item Content
Used to calculate the maximum injection volume.

Corrects the combustion difference which is caused by the
intake air density.
[ Manifold absolute Pressure Correction ]

Pressure Correction Overload Protection
Increase
Correction
Coefficient
Decrease
1
Manifold absolute pressure correction
Intake air temperature correction 3

Manifold absolute Pressure Sensor Output (V)
[ Intake Air Temperature Correction ]
Correction
Coefficient
1
Decrease
40
Intake Air Temperature (deg)
Item Contents
Used to calculate the final fuel injection volume.Smoothes
the fluctuation in the engine speed during acceleration
Engine speed correction
and deceleration to improve drivability. Performs both the
feedforward and feedback controls.
Used to calculate the final fuel injection volume.Detects
Fuel injection volume correction for each any fluctuation in the rotation of the cylinders while idling
cylinder and increases and decreases the fuel injection volume for
(Crank Time Compensation Learning) each cylinder, in order to reduce engine vibration caused by
variations in the fuel injection volume for each cylinder.
Used to calculate the final injection volume.Corrects the
Fuel injection pressure correction difference in the fuel injection volume according to the fuel
pressure.
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REFERENCE
■■Accelerator pedal opening degree to calculate the fuel injection volume

●●Torque control for the cruise control and the VSC are controlled by virtually changing the accelerator
opening degree to calculate the fuel injection volume. The fail-safe torque limit, such as when there is a
malfunction in the system parts, is performed by limiting the accelerator opening degree to calculate the
injection volume.
●●The accelerator pedal opening degree to calculate the fuel injection volume can be checked by the item
“Accel. Position” on the data list.
●●When there are no requests from the cruise control, ETC, or VSC system, or when the acceleration is
not limited by the fail-safe, the “Accel. Position” value varies in proportion to the accelerator depression
amount.
●●If the “Accel. Position” value ranges between 10 and 25% when the MIL illuminates and the accelerator
is fully opened, the acceleration is limited (engine output is limited) by the fail-safe.
●●When the voltage applied to the accelerator is in a normal range (Accel Sensor Out No.1 and No.2), the
accelerator is limited (engine output is limited) by the fail-safe due to a malfunction in other actuators.
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<<<< Pilot Quantity Learning

(((( Outline of Pilot Quantity Learning
●●In recent common-rail injection systems, the fuel injection pressure is being progressively increased
to meet engine’s high power output and emission regulations. On the negative side, the fuel injection
volume per valve opening time increases under high-pressure injection conditions, therefore, the
variation in the fuel injection accuracy for each cylinder (variations in the injector open valve accuracy)
causes a big difference in the fuel injection volume.
●●In order to correct differences in the engines (fuel injection systems) and variations in the fuel injection
accuracy for each cylinder, a small amount of fuel is injected at the request of the ECM while the fuel
is not injected for the output control during deceleration, and the actual fuel injection volume from the
injector is estimated based on the fluctuation in the engine speed corresponding to the fuel injection.
The ECM learns the difference between the estimated actual injection volume value and commanded
very small injection volume value and then corrects the actual injection volume, thus equalizing the
fuel injection volume for each cylinder.
(((( Learning Process

●●When the ECM determines a decrease in the engine speed (vehicle speed) which meets a
predetermined condition, a small amount of fuel is injected once and the pulse width for the injection
signal and the fluctuation (angular speed) in the engine speed are detected. The fluctuation in the
engine speed is once converted into torque and then the torque is converted in the fuel injection
volume. The ECM learns the difference between the converted fuel injection volume and the actual
fuel injection volume and applies corrections to each cylinder injection volume.
●●The small injection volume correction control has 2 modes: automatic mode in which the control is
performed while the vehicle is running, and manual mode in which the control is performed using an
intelligent tester.
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■■Control Flow
Detection of fluctuation
in the engine speed

Determination of Injection of a very Application of correction
due to injection,
prerequisite conditions small amount of fuel volume
and processing of a
detected value
Q
Map value
Engine speed CR Engine speed INJ
Target Q Actual
Injection volume Q Injection volume Q Injection volume Q INJ
Q=0 Q=0
Q=0
τ1 τ2 τ
Determined Time Injected Time Injected Injection pulse width
The ECM determines The ECM determines The ECM detects fluc- The difference between
whether the engine which cylinder needs to tuation in the engine the actually injected very
meets a predetermined be corrected, due to ei- s p e e d ( N E s i g n a l s) small fuel volume and the
condition to inject a very ther variation in the fuel w h e n t h e ve r y sm all injection volume which
small volume of fuel, injection volume caused vo lume of f ue l i s in - i s c o nve r t e d f r o m t h e
and then checks the in- by deterioration in the jected. The fluctuation fluctuation in the engine
jection point. * cylinder over time or in the engine speed is speed is converted into a
based on the previous measured as crankshaft correction value to con-
fuel injection correction angular speed by the trol the injection volume,
value (learned value), pulse width of NE sig- and reflected in the map
and determines the very nals. The ECM converts value. The injection pulse
small injection volume the fluctuation in the en- width (Time: t1) for the
in accordance with the gine speed into torque fuel injection volume (Q)
engine operating condi- onc e, and inversely which is calculated from
tions. The fuel is inject- converts the torque into the map value under the
ed in a very short time fuel injection volume. injection volume control is
d u r i n g d e c e l e r at i o n, The ECM compares the corrected into the injection
and the injection timing ver y small fuel injec - pulse width (t2) to obtain
and pressure are de - tion volume with the the actual fuel injection
termined in accordance converted fuel injection volume (Q).
with the engine operat- volume, and learns the
ing conditions. difference.
*: The implementation conditions (prerequisite conditions) of the pilot quantity learning are outlined in the
table below.
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■■Prerequisite conditions
Conditions of pilot quantity learning (Auto mode)

●●When the ECD system works normally.
●●After the engine is warmed up. (When the engine coolant temperature, intake air temperature and fuel
temperature are within a predetermined range.)
●●When the after-treatment is not controlled. (with DPF/DPNF catalytic converter)
●●During deceleration from a speed above a predetermined speed and during the fuel cut-off operation.
Conditions of pilot quantity learning (Manual mode)

●●When the ECD system works normally
●●After the engine is warmed up. (The engine coolant temperature, air intake temperature and fuel
temperature are within a predetermined range.)
●●When the after-treatment is not controlled. (with DPF/DPNF catalytic converter)
●●When the ignition switch is ON or while idling
●●The status of the pilot quantity learning can be checked by using data list on the intelligent tester.
Data List Item Confirmation Item

Pilot Quantity State (CAT) Is the pilot quantity learning allowed on the system?
Current status of the pilot quantity learning
Pilot Quantity State
Is “Complete” (learning complete status) displayed?
■■Confirmation of Injection Volume:

●●The fuel system can be easily inspected by checking the injection volume and the injection feedback
value, which are displayed on the data list.
●●When there are significant variations in the fuel injection correction volume for each cylinder “injector
feedback value #”, there may be a malfunction in one or more of the cylinders. The fuel injection
correction volume is used to correct the crankshaft angular speed for each cylinder. Therefore,
it cannot specify that the cylinder of which the correction volume significantly deviates may be a
malfunctioning cylinder, since the correction value may be increased or decreased to correct the
malfunctioning cylinder.
●●In addition, even when there are no extreme variations in the fuel injection correction volume for
each cylinder, if the “Injection Volume” on the data list is extremely high, there may be a malfunction
in the fuel system relating to all the cylinders (including all injectors).
POINT
At this moment, the actual fuel injection volume from the injector cannot be detected and the feedback
cannot be given. The fuel injection correction volume for each cylinder which is displayed using tools
is corrected based on the angular speed at the time of the fuel injection from each cylinder which is
detected from NE signals, therefore, some mechanical or electrical malfunctions may not be able to be
reflected in the volume.
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333 Injection Timing Control

[[[[ Description
●●In the common-rail diesel engine, the fuel injection timing control is performed by controlling the
injector opening timing, based on the main fuel injection timing obtained by applying corrections in
accordance with the engine operating conditions to the basic fuel injection timing which is calculated
by the ECM.
EDU
Basic Injection Timing
Injection Timing Correction
ECM
Injector
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Final Injection
Volume
Crankshaft Position
Sensor
Turbo Pressure Sensor EDU
Intake Air Temperature ECM

Sensor
Engine Coolant
Injector
Temperature Sensor
Starter Signal

Used to calculate the basic injection timing.
Used to calculate the target fuel injection timing at engine start.
Turbo Pressure Sensor Used as a correction value of the basic injection timing.
Intake Air Temp. Sensor Used as a correction value of the basic injection timing.
Used as a correction value of the basic injection timing.
Engine Coolant Temp. Sensor
Used to calculate the target fuel injection timing at engine start.
Used as a calculation start reference signal of the target fuel
Starter Signal
injection timing at engine start.
Drives the injector upon receipt of the injection command signal
EDU
from the ECM.
Calculates the basic injection timing.
Applies corrections to the basic injection timing and calculates the
ECM
main injection timing.
Transmits an injection command signal to the EDU.
Calculated by the injection volume control and is used to calculate
the basic injection timing.
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[[[[ Control
<<<< Outline
●●The ECM calculates the basic injection timing based on the engine speed (NE pulse) and the final
injection volume, and then applies various kinds of corrections to it, thus determining the optimal main
target injection timing.
(1) Outline of control timing TDC

0 1
NE Pulse
Main Injection
Pilot Injection
Injector Drive
Pluse
Nozzle
Needle Lift
Pilot Injection Main Injection
Timing Timing
Pilot Interval
(2) Injection timing calculation method
Engine Speed
Basic Injection Main Injection
Corrections
Final Injection Timing Timing
Volume
●●Engine Coolant Temperature Correction

●●Intake Air Temperature Correction
●●Manifold Absolute Pressure Correction
<<<< Calculation of Basic Injection Timing

●●The ECM calculates the basic injection timing, based on the final injection volume calculated by the
injection volume control and signal (NE) from the crankshaft position sensor. (Map calculation)
60 mm3/st
30 mm3/st
10 mm3/st
20
Injection Timing (˚CA)
BTDC
10
0 TDC
-10 ATDC
1000 2000 3000 4000

Engine Speed (rpm)
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<<<< Calculation of Main Injection Timing
●●The ECM calculates the main injection timing by applying corrections such as the intake pressure

correction, cold correction, intake air temperature correction and load correction to the basic injection
timing.
Calculation formula
Main injection timing:
{[Basic injection timing - (Manifold absolute pressure correction + Cold correction + Intake air temperature
correction x Load correction] - Advance after cold start} + retard at high engine coolant temperature
<<<< Calculation of Main Injection Timing at Engine Start

●●The ECM calculates the main injection timing at engine start, based on the engine coolant
temperature and the engine speed. (Map calculation)
Injection Timing (˚CA)

TDC
Retard
Engine Coolant Temperature
Low High
Advance
1000
Low High
Engine Speed (rpm)
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<<<< Various corrections

●●In order to obtain an optimal injection timing in accordance with the engine operating conditions, the
main injection timing is calculated by applying corrections to the basic injection timing and the basic
pilot interval based on values from the various sensors.
Item Content
Used to calculate the main injection timing.
Used for environmental corrections for the engine operating conditions
such as a misfire and white smoke.
[ Intake Air Pressure Correction ]

High rpm
Low rpm
Timing
Advance
(˚CA)
Manifold Absolute Pressure (MAP)
[ Water Temperature Correction ]
Manifold absolute pressure Hot

correction Cold
Timing
Cold correction Advance
(˚CA)
Intake temperature correction
Load correction coefficient
Engine Speed (rpm)
[ Water Temperature Correction ]
Correction
Coefficient
1
Decrease
40
Intake Air Temperature (deg)
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Item Content
Used to calculate the main injection timing.

Used for countermeasures against misfire and white smoke immediately after
engine start.
Advance correction after
cold start
In order to ensure the combustion stability after cold start, advance the
injection timing by applying the correction value to the injection timing control
value.
Used to calculate the main injection timing and reduce the thermal loads at
high temperature
Retard at high coolant
temperature
Retards the injection timing by subtracting a predetermined correction value
calculated by the ECM from the injection timing control value.
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444 Multiple Injection Control

[[[[ Description
●●The multiple injection control, in which the fuel is injected separately in multiple times (Max.: 5 times)
per cycle, improves fuel combustion in the main injection by injecting a small amount of fuel before
and after the main injection.
●●Aside from the pilot injection (pilot 1), pre-injection (pilot 2), main injection and after injection which
are related to combustion (engine output control), the post injection, which is used for exhaust gas
treatment for engines equipped with DPF or DPNR that is not related to combustion (engine output
control), is provided. Thus, there are 5 types of injection in the multiple injection control.
Injection Volume
Pilot Pre Main After Post

Injection Injection Injection Injection Injection
(Pilot 1) (Pilot 2)
Time
■■Multiple Injection
By injecting fuel before the ˚CA (crankshaft angle) becomes 20° against the main
Pilot Injection injection, pre-mixture of air and fuel is performed and the air utilization rate in the
(Pilot 1) combustion is enhanced, thus reducing smoke emissions and improving the engine
torque.
By injecting a small amount of fuel immediately before the main injection, the ignition
Pre Injection performance in the main injection is ensured. In addition, by smoothly increasing the
(Pilot 2) combustion pressure due to the combustion, the combustion noise and HC emissions
can be reduced.
Main Injection Main fuel injection to obtain the engine output.
By injecting a small amount of fuel immediately after the main injection and accelerating
After Injection the combustion reaction for unburnt residue, smoke emissions are reduced and the
catalyst is activated in accordance with the increase in the exhaust gas temperature.
In the latter half of the expansion process after the main injection, a small amount of fuel
Post Injection is injected. This is used for the after-treatment control on engines equipped with DPF or
DPNR.
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Final Injection
Volume
Crankshaft Position
Sensor
Turbo Pressure Sensor EDU
Intake Air Temperature ECM

Sensor
Engine Coolant
Injector
Temperature Sensor
Starter Signal

Used to calculate the multiple injection modes.
Used to calculate each injection volume and interval for the multiple
injections.
Used as a correction value to calculate the pilot/pre-injection volumes at
engine start.
Used to calculate the pilot/pre injection timings at engine start.
Turbo Pressure Sensor Used as a correction value to calculate the pilot/pre-injection volumes.
Intake Air Temp. Sensor Used as a correction value to calculate the pilot intervals 1 and 2.
Atmospheric Pressure Sensor Used as a correction value to calculate the pilot intervals 1 and 2.
Used as a correction value to calculate the pilot/pre injection volumes.
Used to calculate the basic pilot/pre injection volumes at engine start.
Used as a correction value to calculate the pilot intervals 1 and 2.
Used to calculate the pilot/pre injection timings at engine start.
Used as a calculation start reference signal for the pilot/pre injection
Starter Signal
volumes and timing at engine start.
Drives the injector upon receiving the injection command signal from the
EDU
ECM.
Calculates the multiple injection modes.
Calculates each injection volume and interval for the multiple injections.
Calculates the basic pilot/pre injection volumes at engine start and
ECM
corrected pilot/pre injection volumes at engine start.
Calculates the pilot/pre injection timings at engine start.
Transmits injection command signals to the EDU.
Calculated by the injection volume control and is used to calculate the
Final injection
multiple injection modes and each injection volume and interval for the
volume
multiple injections.
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[[[[ Control
<<<< Outline of Multiple Injection Control

(((( Injection Mode
●●The multiple injection control has 5 patterns of injection mode (and post injection mode for after-
treatment control) described in the table below. The ECM performs injection by switching the injection
mode to obtain an optimal combustion in accordance with the engine operating conditions. The
injection mode is calculated and selected based on the final injection volume by the injection volume
control and engine speed signals (NE). Each injection volume and interval for the multiple injections
are simultaneously calculated and controlled from the map.
■■Distribution of multiple injection modes
Final 2
Injection
Volume 4
5
1
Engine Speed
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■■Multiple injection modes
Mode Injection pattern

Mode 1 No injection
Main injection only:
The injection volume is not divided.
Mode 2
Pre-injection (pilot 2) + Main injection

The injection volume is divided and the pilot intervals 1, 2 are calculated, at the
same time.
Mode 3
Pilot injection (pilot 1) + Pre-injection (pilot 2) + Main injection:

The injection volume is divided and the pilot intervals 1, 2 are calculated at the
same time.
Mode 4
Pilot injection (pilot 1) + Pre-injection (pilot 2) + Main injection + After injection:

The fuel injection volume is divided and the pilot intervals 1, 2 and after interval are
calculated at the same time.
Mode 5
Any mode of the above-described modes: 2 to 5 + Post injection*

Additional control of the above multiple injection control and injection for after-
Post injec tion for treatment control are performed.
af ter - treatment
control
* The injection volume and interval in the post injection mode are separately calculated by the after-treatment
(control/system).
(((( Example of Injection Volume Rate

●●The multiple injection volume control is a control that calculates the injection mode, division of
the final injection volume and injection interval from each map based on the final injection volume
calculated by the injection volume control and the engine speed and then applies corrections to
them. The injection mode, injection volume rate and interval are simultaneously determined, and
then integrated and output for injector drive calculation. The multiple injection control is performed by
selecting various injection combinations in accordance with the engine conditions.
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■■Reference example of calculation

Change in the injection rate in accordance with change in the engine speed at the final injection volume of
25mm3/st.
Final injection volume ≈ A+B+C+D (Corrections excluded)
Main injection volume ≈ Final injection volume – (A+B+D) (Corrections excluded)
Injection volume A Injection volume B Injection volume C Injection volume D
Injection mode
Pilot injection Pre-injection

Engine speed Main injection After injection
(Pilot 1) (Pilot 2)
800 2.0 4.0 19.0 0.0
1200 2.0 2.8 20.2 0.0
1600 2.0 2.0 19.0 2.0
2000 2.0 4.0 17.0 2.0
2400 2.0 4.0 19.0 0.0
2800 0.0 4.0 21.0 0.0
3200 0.0 4.0 21.0 0.0
3600 0.0 1.2 23.8 0.0
4000 0.0 0.0 25.0 0.0
<<<< Multiple Injection Volume

(((( Outline
●●Necessary injection type is selected from the pilot, pre or after injections, with the final injection
volume which is calculated by the injection volume control set as the total injection volume, and the
fuel injection volume is divided at an appropriate rate.
■■Flow of the multiple injection control calculation

Injection Volume

Multiple Injection Control
Simultaneous calculation of the injection mode,

Engine Speed Signals (NE)
volume and interval (Map calculation)
Calculation of EDU Drive Signals
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(((( Calculation of Pilot and Pre-injection Volumes
●●When the multiple injection control modes: mode 3, 4 and 5 are selected, the pilot injection volume

and/or the pre injection volume are/is calculated.
●●The pilot injection volume (pilot 1) and the pre-injection volume (pilot 2) are calculated by applying the
cold correction and boost pressure correction to the basic pilot injection volume and the basic pre-
injection volume. The basic pilot injection volume and the basic pre injection volume are obtained
based on the final injection volume and the engine speed signals (NE) which are calculated by the
injection volume control. (Map calculation)
●●The pilot injection volume and pre-injection volume at engine start are calculated by applying the
engine speed correction to the basic pilot injection volume and the basic pre-injection volume which
are calculated by the engine coolant temperature.
(((( Calculation of After Injection Volume

●●The after injection volume is calculated based on the final injection volume calculated by the injection
volume control and engine speed signals (NE) when the multiple injection control mode 5 is selected.
(Map calculation)
(((( Calculation of Main Injection Volume

●●After the multiple injection control mode is determined, the main injection volume is calculated by
subtracting the total injection volume of the required multiple injection from the pilot, pre, or after
injection, from the final injection volume (total injection volume) which is calculated by the injection
volume control, to which the torque correction is applied.
TIP
The multiple injection control is a control that divides the total injection volume. Therefore, the total
volume of the pilot, pre, main and after injection approximately almost equals to the final injection volume.
(Corrections excluded).
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<<<< Multiple Injection Timing

(((( Outline
●●When the multiple injection control modes: 3, 4 and 5 are selected, necessary multiple injection
timings other than the main injection are calculated in accordance with the mode. The injection
timings are individually calculated as follows: the pilot interval 1 for the pilot injection (pilot 1), the pilot
interval 2 for the pre injection (pilot 2) and after interval for the after injection. Then, fuel is injected at
the timing when the calculated intervals are added to the main injection timing.
●●The pilot interval 1, pilot interval 2 and after interval are calculated based on the final injection volume,
engine speed, engine coolant temperature and atmospheric pressure (Map correction). However, at
engine start, the intervals are calculated based on the engine coolant temperature and the engine
speed.
Pilot Pilot
Interval 1 Interval 2 After Interval
Injection Volume
Main injection timing
Time
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(((( Calculation of Pilot and Pre Injection Timings
●●The pre injection timing and the pilot injection timing are calculated when the particular mode is

selected by the multiple injection control.
●●The pre-injection timing is calculated by adding the pilot interval 2, which is calculated by applying the
most minimum value of the engine coolant temperature correction, intake air temperature correction
and atmospheric pressure correction and load corrections to the basic pilot interval 2 calculated
based on the engine speed and the final injection volume, to the main injection timing in the advance
direction.
●●Similarly with the above case, the pilot injection timing is calculated by adding the basic interval 1 to
which corrections applied, to the pre injection timing in the advance direction.
●●The pilot injection timing at start and the pre injection timing at start are calculated based on the
engine coolant temperature and the engine speed when the engine is started,
■■Basic pilot injection interval map

60mm3/set
30mm3/set
10mm3/set
50
40
Interval (˚CA)
30
20
1000 2000 3000

Engine Speed (rpm)
(((( Calculation of After Injection Timing

●●The after interval is calculated based on the final injection volume which is calculated by the injection
volume control and engine speed signals (NE) when the after injection is selected by the multiple
injection control. (Map calculation) The after injection timing is calculated by adding the after interval
to the main injection timing in the retard direction.
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<<<< Various Corrections

●●In order to obtain the optimal combustion in accordance with the engine operating conditions, the
multiple injection volume control is performed by correcting the basic injection volume and the basic
pilot interval based on values from the various sensors.
Item Content
Cold correction Used to calculate the pilot injection volume and the pre-injection
Boost pressure correction volume.
Used to calculate the pilot injection volume and pre-injection volume at
Engine speed correction
engine start.
Used to calculate the main injection volume.
Torque correction
Smoothes the transition of switching the multiple injection mode.
Engine Coolant temperature
correction
Intake air temperature correction Used to calculate the pilot intervals 1 and 2.
Atmospheric pressure correction
Load correction coefficient
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555 Glow Control

[[[[ Description
●●The glow control is a control that raises the compressed air temperature by operating the glow
plug at cold engine start and heating the air in the combustion chamber, thus improving the engine
startability.
●●After the engine is started, the ECM performs an after-glow for a certain period of time. The after-
glow reduces diesel knock, white smoke emissions and engine noises when the engine is cold.
Engine Coolant
Glow Relay
Temperature Sensor
ECM
Starter Signal Glow Plug
Glow Indicator Light

Used to calculate the pre-heating and after-glow control time.
Used to calculate the glow indicator light illumination time.
Used as a reference signal of after-glow control start.
Starter Signal
Used as a reference signal of the glow indicator light off.
Glow Relay Supplies power to the glow plug.
Glow Indicator Light Informs the user of the pre-heating control status.
Calculates the pre-heating and after-glow control time.
ECM Turns the glow relay contact on/off.
Controls the glow indicator light illumination.
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[[[[ Control
<<<< Outline
●●The ECM controls the glow plug operation by turning the power supply of the glow relay on/off.
●●The glow control has two kinds of control patterns: a pre-heating control when the ignition switch is on
before engine start, and an after-glow control while cranking and after engine start. Basically, the glow
relay is turned on under the following conditions: while the ignition switch is on and the pre-heating is
being enacted; while cranking; and while the after-glow control is being performed.
●●The ECM also performs the glow indicator light illumination control that informs the user of that the
engine is ready to start when the combustion chamber is heated under the pre-heating control.
Conditions when the glow relay is on Control items

When the ignition switch is turned off to on Pre-heating control
While cranking
After-glow control
When STA is turned on to off, and when it is determined that the engine has started.
■■Glow control time chart

ON
IGS/W OFF
ON
STA OFF
Illumination
G-IND
S-REL Pre-heating After-heating
TIP
Vehicles equipped with DPNR are provided with a control that turns on the glow relay when the catalyst
regeneration control is started and helps to increase the catalyst temperature, in addition to a control that
performs pre-heating at engine start.
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<<<< Pre-heating Control
●●When the ignition switch is turned from off to on, the ECM controls the glow relay on time using two

kinds of energization patterns in accordance with the engine coolant temperature.
(((( When the engine coolant temperature is 40 ˚C or higher

●●The ECM turns on the glow relay for 1 second after the ignition switch is turned on.
ON
1 sec.
OFF
IG ON
(((( When the engine coolant temperature is below 40 ˚C

●●The ECM turns the glow relay on/off repeatedly for at most 15 seconds after the ignition switch is
turned on (after energized). The glow relay on time is made to vary in accordance with the battery
voltage.
ON
A
2 sec.
OFF
IG ON
15 sec. at most
Battery voltage 11.5V 12V 12.5V 13V 13.5V 14V

Energization time A 15sec. 10.5sec. 8.4sec. 7.4sec. 6.8sec. 4.7sec.
<<<< After-glow Control

●●While cranking (while STA signal is input) or after engine start, the ECM performs the after-flow
control, keeping the glow relay on until the engine coolant temperature reaches to 40 ˚C or more. The
energization time of the glow relay varies in accordance with the engine coolant temperature.
120
10 20 30 40 50
Engine Coolant temperature (˚C)
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<<<< Glow Indicator Light Control

●●The ECM turns the glow indicator light on/off to inform the user of the pre-heating status under
the glow control after the ignition switch is turned to on. The glow indicator light turns on only for a
predetermined time in accordance with the engine coolant temperature at engine start. However, the
glow indicator light turns off when cranking occurs while it is turned on (when the STA signal is input).
Illumination duration (sec)

6
-20 0 20 40
Engine Coolant temperature (˚C)
<<<< Drive of Glow Relay and Glow Indicator Light

●●The ECM determines the pre-heating time and the timing of displaying the status that the engine
is ready to start (glow indicator light turn-off timing), mainly in accordance with the engine coolant
temperature.
●●The lower the engine coolant temperature is set, the longer the pre-heating time (glow energizing
time) is.
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666 After-Treatment Control (DPF)

[[[[ Description
●●The DPF catalyst oxidizes CO and HC in the exhaust gas, and traps and oxidizes PM.
●●The PM, which is trapped by the DPF catalyst, will be oxidized by the DPF catalyst and the oxidation
catalytic converter (oxidation catalyst) located in front of the DPF catalytic converter while the exhaust
gas temperature is high.
●●If the DPF catalyst temperature remains low for an extended period so that the PM cannot be oxidized,
or if the vehicle has been driven for a certain period and the ECM determines that the amount of PM
deposited on the DPF catalyst is higher than a certain amount, DPF catalyst regeneration control will
be conducted by the ECM, burning the PM deposits.
NO2 that is generated

from NO, which was in
the exhaust gas, through PM
oxidation by the oxidation
catalyst.
Pt
Subsrate
Continuous Regeneration
Fuel that is added by

the exhaust fuel addition
injector. PM
Residual oxygen in the
exhaust gas.
Pt
DPF Temp. Subsrate
Up
Forcible Regeneration
■■Catalyst Regeneration Flow

Flow Continuous Regeneration Forcible Regeneration
The temperatures of the oxidation
The temperatures of the oxidation
and DPF catalysts rise in accordance
1: Catalyst temperature rise an d D PF c at alyst s are fo rc ib ly
with the increase in the exhaust
increased by the combustion control.
temperature while driving.
In addition to the PM oxidation
described to the left, by reacting the
PM is oxidized by the oxidation high-temperature DPF catalyst with
2: PM treatment reaction that takes place when the the fuel added by the exhaust fuel
temperatures of both catalysts rise. addition injector, the temperature of
the DPF catalyst is raised further,
burning PM.
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Accelerator Pedal
Position Sensor
Crankshaft Position
Sensor
Exhaust Fuel Addition

Injector

Sensor
ECM
Air Fuel Ratio Sensor
Mass Air Flow Meter
EDU
Sensor
Exhaust Gas Temp.

Sensor Injector
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Used to calculate the amount of fuel added and fuel addition timing

Accelerator Pedal Position Sensor
for the catalyst regeneration control.
for the catalyst regeneration control.
Used to correct the amount of fuel added and fuel addition timing
under the catalyst regeneration control.
Air Fuel Ratio Sensor Used to detect abnormality in the exhaust fuel addition injector.
Mass Air Flow Meter Used to calculate the amount of PM deposited on the DPF catalyst.
Differential Pressure Sensor Used to calculate the amount of PM deposited on the DPF catalyst.
Used to correct the amount of fuel added for the catalyst regeneration
Exhaust Gas Temp. Sensor
control.
Exhaust Fuel Addition Injector Adds fuel to the exhaust system.
Used as a reference signal for starting the catalyst regeneration
control.
Drives the injectors when receiving injection request signals from the
EDU
ECM.
Controls the catalyst regeneration control according to the sensor
signals.
ECM
Transmits injection request signals to the EDU and the exhaust fuel
addition injector.
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[[[[ Control
<<<< Outline
●●Based on the vehicle driving conditions, intake air amount, and differential pressure sensor outputs,
the amount of PM which has been deposited on the DPF catalyst is calculated, and when the level of
PM deposits exceeds a predetermined level, catalyst regeneration control is conducted.
●●During catalyst regeneration, when the amount of residual PM estimated from the engine operating
conditions and the sensor signals, which are sent by the two exhaust gas temperature sensors fitted
on the catalytic converter, is 0g, or when the differential pressure between the before and after the
catalyst fall below a certain value, the catalyst regeneration control ends.
●●The catalyst regeneration control (converter bed temperature rise) is performed via fuel addition,
where fuel is added to the exhaust system without affecting engine output, and combustion control,
which increases the temperature of the exhaust gas emitted from the engine.
●●Using the temperature rise multiple injection control , the DPF catalyst regeneration control raises the
converter bed temperature to a temperature where fuel can be added into the exhaust system, and
then starts the exhaust fuel addition control, burning PM.
●●During normal engine combustion, when it is determined that the DPF catalyst is clogged with PM,
the ECM increases the converter bed temperature to a temperature where fuel can be added into the
exhaust system via the combustion control (temperature rise multiple injection). After that, fuel will be
added into the exhaust system, and the converter bed temperature will rise to near 600 ˚C where PM
can burn.
PM regeneration control flow

DPF catalytic converter bed temp.
Amount of PM deposits
Temp. rise multi-injection

and Exhaust fuel addition
Temp. rise
multi-injection
Normal Normal
combustion combustion
2 3
1 Determination of PM clogging
2 Rises up to a temperature where exhaust fuel addition becomes possible
3 Maintained high through feedback control with exhaust gas temp. sensor
4 PM regeneration ends
REFERENCE
●●The output of the exhaust gas temperature sensor will be 500 to 700˚C while the catalyst regeneration
control is being conducted. The ECM feeds the exhaust gas temperature sensor output into the catalyst
regeneration control to prevent the catalyst temperature from rising too high due to the excessive PM
deposits.
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<<<< Exhaust fuel addition
●●During the catalyst regeneration, a converter bed temperature rise is primarily performed by adding

fuel to the exhaust system.
●●There are two types of fuel addition methods; one is that fuel is added in accordance with the ECM
injection signal via the exhaust fuel addition injector fitted on the exhaust port of the cylinder, the
other is that a normal fuel injector performs a post fuel injection inside the cylinder (120-150˚ after the
crankshaft compression TDC) in order to add fuel into the exhaust system.
●●The fuel addition amount and timing used in the catalyst regeneration control are calculated in
accordance with the engine operating conditions such as the accelerator pedal position and engine
speed, and are determined after the corrections from the engine coolant temperature, intake air
temperature and manifold absolute pressure. Also, feedback control is conducted based on the
exhaust gas temperature during the catalyst regeneration. During the catalyst regeneration, when
the exhaust gas temperature is lower than the target, the ECM increases the correction value of
calculated exhaust fuel addition amount, and conversely when it is higher, the ECM reduces the
correction value.
■■Fuel addition by exhaust fuel addition
Supply Pump
Exhaust Fuel Addition Injector

Injector Spray
■■Fuel addition through post injection

120-150 ˚CA
Fuel Injection
Pilot Pre- After- Post

injection injection injection injection
TDC
Time
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<<<< Combustion control

●●In addition to the exhaust fuel addition control, there are associated controls that support the catalyst
regeneration control for increasing catalyst temperatures.

■■ Combustion control
Control Description
With the same EGR rate and air-fuel ratio configurations as those of the usual
combustion mode, post injection is performed in the exhaust stroke after the
Temperature rise multiple main injection. This control is conducted in order to raise the converter bed
injection temperature up to a temperature where the converter bed temperature can
be increased by the exhaust fuel addition during the catalyst regeneration
control.
1KD-FTV engine for Japan (as of October 2008):The engine load is increased
by closing the exhaust gas control valve provided after the catalyst, allowing
Exhaust reduction control
the exhaust temperature to rise. Those controls are conducted to ensure the
and idle-up control
converter bed temperature rise and promptly complete it during the catalyst
regeneration control.
On some vehicles with the catalyst regeneration control, the exhaust
Glow control temperature is raised by energizing the glow plugs when the catalyst
regeneration control begins.
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TIP

●●There are variations depending on the driving conditions, the catalyst regeneration control is
conducted every several hundred kilometers, and a 5-10km distance drive is necessary when the
regeneration control is completed. Under normal driving conditions, the catalyst regeneration control is
automatically conducted when PM has been deposited on the catalyst, so deposits and regeneration
occur alternately. However, when the vehicle is successively driven for only short distance trips, the
catalyst regeneration control may not be fully conducted.
●●The catalyst regeneration control begins when the converter bed temperature is in the normal active
range (more than 200 ˚C) and it is determined that the catalyst is clogged after the engine has warmed
up. If the vehicle is driven and the engine is turned off before the engine has fully warmed up, or the
vehicle is successively driven for short distances in which the catalyst regeneration control is unable to
be completed, PM will continue to be deposited on the catalyst.
●●If the catalyst regeneration control is conducted when a large amount of PM has been deposited,
the heat developed by the PM combustion will exceed the catalyst heat-resistance range, and may
cause the catalyst to melt. Thus, in order to prevent the catalyst from being damaged, the catalyst
regeneration control will not be conducted either when the calculated value of deposited PM amount,
or the signal output from the differential pressure sensor before and after the catalyst, indicates that
the amount of PM deposits exceeds a predetermined level. However, if the catalyst regeneration
control is conducted when the PM deposit amount is around the predetermined level, the catalyst may
be seriously damaged due to heat deterioration.
■■Forcible PM regeneration control flow
Forcible PM
Engine operating Normal regeneration
conditions
Forcible
regeneration control
Converter bed
temperature (˚C)
Amount of PM
deposits (g)
0
Vehicle speed
0
Travel
distance
Several hundred km 5 to 10 km
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<<<< Corrections
●●In order to raise the converter bed temperature according to the engine operation conditions, such
as idling and driving, the amount of fuel added is determined from the outputs of the various sensors,
and furthermore, a target converter bed temperature (exhaust gas temperature) is calculated after
correction.
Item Description
Engine coolant temperature correction
Intake air temperature Used to calculate the amount and timing of exhaust fuel
(behind the turbocharger) correction addition.
Manifold absolute pressure correction
Used to calculate the amount of exhaust fuel addition.
During the catalyst regeneration, when the converter
bed temperature (exhaust temperature) does not reach
Exhaust fuel addition amount correction value
the target temperature, the correction value is increased,
(Exhaust Fuel Addition FB)
increasing the injection amount. When it is higher than
the target temperature, the correction value is reduced,
reducing the injection amount.
Used to estimate the amount of PM deposited on the
catalyst.
The sensor output when the ignition switch is in the ON
Differential pressure sensor correction value position (the engine is not started) will be the standard for
no pressure difference. When the sensor is normal, the
Data List item, Diff. Press. Sensor Corr., should be within
the range of -1.5 to 1.5 kPa.
Used to detect abnormalities in the exhaust fuel addition
injector. When the fuel is injected, the fuel injection
conditions are monitored by referring to changes in the
signal waveform of the air-fuel ratio sensor.
Air-fuel ratio sensor output signal
Some vehicles, in order to obtain a more accurate,
appropriate EGR rate, learn and correct the individual
sensor output differences, and then store that value into
the ECM.
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■■System Confirmation
●●Through use of an Intelligent Tester, whether or not the after-treatment system is operating properly
can be checked by monitoring the following list items while the Active Test item, [Activate the DPF
Rejuvenate (PM)], is performed; Exhaust gas temperature sensor output, AF Lambda B1S1, and
Exhaust Fuel Addition FB.
●●During the catalyst regeneration, the exhaust gas temperature value displayed in the Data List,
Exhaust Temperature, represents the conditions of the exhaust fuel addition and PM combustion,
and AF Lambda B1S1 shows the actual air-fuel ratio based on the stoichiometric air-fuel ratio 14.5
to 1. Also, by looking at the exhaust fuel addition amount correction value (Exhaust Fuel Addition
FB), to what degree the exhaust fuel addition amount, which is added by the exhaust fuel addition
injector, has been corrected can be checked. The degree of how much PM has been deposited on
the catalyst can be roughly estimated through the intake air amount (MAF) and catalyst differential
pressure (DPF Differential Pressure).
●●Checking the values will help when the after-treatment system is inspected.
Data List Item Diagnostic Note

●●Used to estimate the converter bed temperature (state of the temperature that is
raised by adding the fuel) or determine the start timing of fuel addition through
the sensor located before the catalytic converter. The converter bed temperature
(PM combustion temperature) is determined through the sensor located after the
catalytic converter. Usually, the sensor output will be 500 to 700 ˚C (reference
values) while the catalyst regeneration control is being conducted.
●●When the value of Exhaust Temperature B1S1 (before the catalytic converter)
Exhaust
is abnormally high (more than 800 ˚C), it indicates that too much fuel has been
Temperature B1S1
added. It may be that the exhaust fuel addition injector has problems, or the
ECM has requested more fuel injection than usual due to engine problems.
Exhaust ●●When the value of Exhaust Temperature B1S1 (before the catalytic converter)
Temperature B1S2
is in the normal range and the value of B1S2 (after the catalytic converter) is
abnormally high (more than 800 ˚C), it indicates that the heat generated inside
the catalyst is high while the catalyst regeneration is performed. It is may be that
a large amount of PM has been deposited on the DPF.
●●Two or more problems described above may occur simultaneously. When the
temperature before the catalytic converter is high, the sensor located after the
catalytic converter is subject to send a high output.
When the value is below 0.85, it is suspected that the air-fuel ratio sensor is
malfunctioning, or the actual air-fuel ratio is abnormally rich. Furthermore, the
exhaust fuel addition injection may have stuck open, or the engine itself has
AF Lambda B1S1
mechanical problems such as the EGR valve stuck open. Normally, the value will
be 1.2 to 1.7 (reference values) while the catalyst regeneration control is being
conducted.
When the value is abnormally high or remains at its maximum value of 1.99, it is
suspected that the converter bed temperature (exhaust gas temperature) during
Exhaust Fuel
the catalyst regeneration has not reached the target temperature. Possible
Addition FB
causes are; the actual exhaust fuel addition amount is low, or the catalyst itself is
abnormal (melted or damaged). Normally, the value will be 0.9 to 1.4.
MAF
If the differential pressure in front of and behind the catalyst comes near the value
and
of the “intake air amount multiplied by about 0.4”, the catalyst is probably clogged
DPF Differential
with PM even if DTC P2002 is not present.
Pressure
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POINT
●●To update the exhaust fuel addition amount correction value (Exhaust Fuel Addition FB), the engine
operation conditions need to meet predetermined conditions. When driving the vehicle to verify the
repaired after-treatment system, take a look at the exhaust gas temperature (Exhaust Temperature).
●●Engine problems, such as leakage or clogging in the air intake system or the EGR system, EGR
valve problems, and main injector problems, may cause the after-treatment system to operate
improperly.
●●For details about the inspection procedures of the catalyst system, refer to relevant TOYOTA repair
manuals.
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777 After-treatment Control (DPNR)

[[[[ Description
<<<< Purification Mechanism
●●The DPNR catalytic converter employs an NSR catalyst, which stores and reduces NOx, and a DPNR
catalyst, which oxidizes CO and HC, stores and reduces NOx, and traps and oxidizes PM.
●●NOx contained in the exhaust gas is catalytically reduced and purified as long as the air-fuel ratio
is rich and the exhaust gas temperature is high. During normal combustion where the air-fuel ratio
is lean, NOx is stored in the catalyst. The NOx stored in the catalyst will be reduced and purified by
regulating the air-fuel ratio to rich with the rich spike control that adds fuel in to the exhaust system.
●●The PM contained in the exhaust gas is trapped by the DPNR catalyst, and in addition to that, will be
successively oxidized by the active oxygen that is generated by catalysis while the NOx is stored and
reduced.
A/F Lean Rich
Pt Pt
Nox Storage
Substrate Layer Substrate
Nox
During lean conditions, NOx is stored by The stored NOx is reduced by NO production
changing NOx into NO3 (NO2+O*) temporarily. from the NOx storage layer due to reactions
with HC and CO in the exhaust gas under rich
conditions.
PM
PM
Pt Pt
PM Nox Stored
PM (Particulate Matter) is temporarily captured Active oxygen, produced by NOx reduction, is

in the substrate and simultaneously oxidized by used for further PM oxidation.
oxygen in the exhaust gas and active oxygen
from the stored NOx.
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<<<< Catalyst Regeneration

●●If the DPNR catalyst temperature remains low for an extended period so that PM cannot be oxidized,
or if the vehicle has been driven for a certain period and the ECM determines that the amount of PM
deposited on the DPNR catalyst is higher than a certain amount, the DPNR catalyst regeneration
control (PM combustion) is conducted by the ECM, burning the PM deposits.
●●Fuel and engine oils contain sulfur, and when the sulfur content in them has been deposited on the
catalyst, the NOx purification becomes less efficient. When the ECM determines that the amount
of sulfur deposited exceeds a certain amount, it conducts the catalyst regeneration control (sulfur
emission).
■■ Catalyst Regeneration (PM combustion)
Post Injection Exhaust Port Injection
PM
PM
PM
Pt Pt
Nox Strage
DPNR Temp. UP
■■Catalyst Regeneration (S discharge)

Lean Rich
Sulfur
Sulfur
Pt Pt
Substrate Substrate
DPNR Temp. Up
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■■Catalyst Regeneration Flow
Flow Continuous Regeneration Forcible Regeneration

The temperatures of the NSR and T h e t e m p e r a t u r e s o f t h e N S R
DPNR catalysts rise in accordance and DPNR catalysts are forcibly
1: catalyst temperature rise
with the increase in the exhaust increased by the combustion control.
temperature while driving.
PM is oxidized by the oxidation In addit i on to t he PM ox i dat i on
reaction that takes place when the described to the left, by reacting
catalyst temperature rises. the high-temperature catalyst with
2: PM treatment the fuel added by the exhaust fuel
addition injector, the temperature of
the catalyst is raised further, burning
PM.
While the converter bed temperature
is stimulated to rise further through
the combustion control and exhaust
3: Sulfur treatment -
fuel addition, the deposited sulfur is
discharged by adjusting the air-fuel
ratio to rich.

Accelerator Pedal
Position Sensor
Crankshaft Position
Sensor

Injector

Sensor
ECM
Air Fuel Ratio Sensor
Mass Air Flow Meter
EDU
Sensor
Exhaust Gas Temp.

Sensor Injector
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Accelerator Pedal Position Sensor

for the catalyst regeneration control and rich spike control.
for the catalyst regeneration control and rich spike control.
Used to correct the amount of fuel added and fuel addition timing for
the catalyst regeneration control and rich spike control.
Monitors the combustion control conditions (low temperature lean
combustion and low temperature stoichiometric combustion), and
Air Fuel Ratio Sensor feeds the information to each control.
Used to detect abnormalities in the exhaust fuel addition injector.
Mass Air Flow Meter Used to calculate the amount of PM deposited on the DPNR catalyst.
Differential Pressure Sensor Used to calculate the amount of PM deposited on the DPNR catalyst.
Used to correct the amount of fuel added for the catalyst regeneration
Exhaust Gas Temp. Sensor
control.
Exhaust Fuel Addition Injector Adds fuel to the exhaust system.
Used as a reference signal for starting the catalyst regeneration
control.
Drives the injectors when receiving injection request signals from the
EDU
ECM.
Controls the catalyst regeneration control and rich spike control
according to the sensor signals.
ECM
Transmits injection request signals to the EDU and the exhaust fuel
addition injector.
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[[[[ Control

<<<< Outline
●●Not only for HC and CO purification, in order to make it possible that NOx and PM are reduced
simultaneously, the after-treatment system conducts the following controls; PM combustion control
[catalyst regeneration control (PM combustion)] that burns PM when the catalyst is determined to be
clogged with PM, NOx reduction control, and sulfur poisoning recovery control [catalyst regeneration
control (S discharge)] that prevents the NOx purification performance from becoming less effective.
●●Similar to the DPF catalyst, when the amount of PM deposits becomes higher than a certain amount,
the catalyst regeneration control (PM combustion) is conducted.
●●In order to periodically discharge the sulfur that was contained in the fuel and oils and has been stored
and deposited on the catalyst, the after-treatment system conducts the catalyst regeneration control (S
discharge) after completion of the catalyst regeneration control (PM combustion) in succession when
the ECM-estimated amount of the sulfur deposited on the catalyst exceeds a predetermined value.
●●In addition to the exhaust fuel addition via the exhaust fuel addition injector provided on the
cylinder head, the catalyst regeneration control is conducted through use of the combustion control
(temperature rise multiple injection, low temperature stoichiometric combustion, and low temperature
lean combustion) that raises the temperature of the exhaust gas emitted from the engine.
●●Furthermore, the NOx stored in the DPNR catalyst is reduced and purified through the following two
controls; rich spike control (that makes the air-fuel ratio richer than the stoichiometric air-fuel ratio by
adding fuel into the exhaust system), and combustion control (low temperature lean combustion).
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Control
Normal NOx reduction PM regeneration S poisoning recovery
mode
Lean
Stoichiometoric
Rich
800
600
Converter
bed 210
temperature 0
60 ˚C 1 2 3
Engine coolant 4
temperature 7
Amount of PM 5 6
deposits 0
Amount of S
poisoning
Exhaust fuel
8
addition
Vehicle
speed 9 10
0
Time
Cold start
1 Low temp. combustion starts 6 Amount of PM deposits
2 Determination of PM clogging 7 Amount of S poisoning
3 PM regeneration ends 8 Low temperature lean combustion
4 S poisoning recovery ends 9 Temp. rise multi-injection
5 Engine coolant temperature 10 Low temperature stoichiometric combustion
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<<<< Catalyst regeneration control (PM combustion)
●●When either of the values, the ECM-calculated PM amount that has been deposited on the DPNR

catalyst, or the pressure difference between the before and after the catalyst output by the differential
pressure sensor fitted on the DPNR catalytic converter, reaches a predetermined value, the catalyst
regeneration control (PM combustion) is conducted. The determination from the differential pressure
value is obtained through the various information, such as the vehicle driving conditions, intake air
amount and differential pressure sensor correction, so that errors will be minimized as much as
possible.
●●During catalyst regeneration, when the amount of residual PM estimated from the engine operating
conditions and the sensor signals, which are sent by the two exhaust gas temperature sensors fitted
on the catalytic converter, is 0g, or when the pressure difference between the before and after the
catalytic converter becomes less than a certain value, the catalyst regeneration control ends.
●●Using the temperature rise multiple injection control, the DPNR catalyst regeneration control raises
the converter bed temperature to a temperature where the fuel can be added into the exhaust system,
and then starts the exhaust fuel addition control, burning PM. (The low temperature lean combustion
control is also used partially)
PM regeneration control flow

DPNR catalytic converter bed temp.
Amount of PM deposits
Temp. rise multi-injection

and Exhaust fuel addition
Temp. rise
multi-injection
Normal Normal
combustion combustion
2 3
1 Determination of PM clogging
2 Rises up to a temperature where exhaust fuel addition becomes possible
3 Maintained high through feedback control with exhaust gas temp. sensor
4 PM regeneration ends
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Fuel injection volume (mm3/st)

55.0
1
25.0
10.5 2 3
0
700 2700 3000
Engine speed (rpm)
1 Normal combustion
2 Low temperature lean combustion
3 Temperature rise multiple injection
REFERENCE
●●The output of the exhaust gas temperature sensor will be 500 to 700 ˚C while the catalyst regeneration
control is conducted. The ECM feeds the exhaust gas temperature sensor output into the catalyst
regeneration control to prevent the catalyst temperature from rising too high due to the excessive PM
deposits.
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<<<< Catalyst regeneration control (S discharge)
●●The DPNR converter bed temperature is maintained at more than 600 ˚C using the combustion control

(temperature rise multiple injection) and exhaust fuel addition, and the air-fuel ratio is made richer
than the stoichiometric air-fuel ratio using the combustion control (low temperature stoichiometric
combustion and low temperature lean combustion), this catalyst regeneration control discharges the
sulfur deposited on the DPNR catalyst as SO2. Also, the air-fuel ratio is adjusted to rich intermittently,
preventing the catalyst from being heated too high.
●●The ECM calculates the amount of sulfur that is deposited on the DPNR catalyst. If the amount of
sulfur deposits calculated from the fuel consumption exceeds a predetermined value used to maintain
the NOx purification performance at a good level, the catalyst regeneration control (S discharge) is
conducted.
●●During catalyst regeneration, when the amount of residual SOx estimated from the engine operating
conditions and the sensor signals, which are sent by the air-fuel ratio sensor and two exhaust gas
temperature sensors fitted on the catalytic converter, is 0g or becomes less than a certain value, the
catalyst regeneration control (S discharge) ends.
■■Example of S discharge under normal driving conditions

Air-fuel ratio
Lean
Stoichiometric ratio
Rich
NSR catalytic DPNR catalytic
More than converter bed temp. converter ded temp.
600 ˚C
SO2 is discharged SO2 discharge amount
Elapsed time
55.0
32.0
4
10.5
0 2
700 1200 2400 3600
Engine speed (rpm)
1 Normal combustion
3 Temperature rise multiple injection
4 Low temperature stoichiometric combustion
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<<<< NOx reduction

●●The rich spike control is conducted with the fuel addition via the exhaust fuel addition injector. Also,
the air-fuel ratio emitted from the engine is adjusted to be richer than the usual through use of the
combustion control (low temperature lean combustion), thus, preventing the fuel consumption from
becoming less efficient even when the fuel is added into the exhaust system.
●●Through use of the combustion control (low temperature lean combustion), the catalyst is heated
to the catalyst active temperature (250-500 ˚C) to conduct the rich spike control, reducing the
NOx stored in the DPNR catalyst. During the NOx reduction control, the combustion control (low
temperature lean combustion) conditions are monitored through the air-fuel ratio sensor, and that
information is used as feedback in the NOx reduction control.
Air-fuel Ratio
DPNR Catalytic Converter Bed Temp.
Lean
Stoichiometric
Ratio
Rich
Rich Spike
500 ˚C
250 ˚C
ON
OFF
Nox Reduction Start
55.0
10.5 2
0
700 1600 2400 3200
Engine speed (rpm)
1 Normal combustion
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<<<< Exhaust fuel addition
●●In order to secure a high converter bed temperature for the catalyst regeneration control (PM

combustion), maintain the converter bed temperature at high and adjust the air-fuel ratio to rich for the
catalyst regeneration control (S discharge), and conduct the rich spike control for NOx reduction, fuel
is added into the exhaust system.
●●The fuel is added by the exhaust fuel addition injector, which is fitted on the exhaust port of the
cylinder head, according to the injection signal from the ECM.
●●The fuel addition amount and timing used in the catalyst regeneration control are calculated in
accordance with the engine operating conditions such as a accelerator pedal position and engine
speed, and are determined after the corrections from the engine coolant temperature, intake air
temperature and manifold absolute pressure. Also, feedback control is conducted based on the
exhaust gas temperature and air-fuel ratio sensor signals during the catalyst regeneration. During the
catalyst regeneration, when the exhaust gas temperature is lower than the target, or the air-fuel ratio
is less lean than the target, the ECM increases the correction value of the calculated exhaust fuel
addition amount, and conversely when the temperature is higher or the air-fuel ratio is richer than the
target, the ECM reduces the correction value.
■■Fuel addition by exhaust fuel addition
Supply Pump
Exhaust Fuel Addition Injector

Injector Spray
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<<<< Combustion control and other controls

●●In addition to the exhaust fuel addition control, there are associated controls that support the catalyst
regeneration control for increasing catalyst temperatures.

■■ Combustion control
Control Description
With the same EGR rate and air-fuel ratio configurations as those of the usual
combustion mode, post injection is performed in the exhaust stroke after the main
Temperature rise
injection. This control is conducted in order to raise the converter bed temperature
multiple injection
up to a temperature where the converter bed temperature can be increased by the
exhaust fuel addition during the catalyst regeneration control.
One of the injection modes used in low temperature combustion. By introducing a
large amount of EGR, raise the EGR rate to a higher rate than the one where the
smoke emission amount reaches the peak to burn fuel. Primarily, this is used in
Low temperature order to raise the temperature in the catalyst in the area where the engine speed
lean combustion and load are low, and reduce NOx emission. With such a high EGR rate the pilot
injection is less effective, and the smoke emission amount may increase. Thus, the
pilot injection will not be conducted. The target air-fuel ratio in the low temperature
lean combustion is set in a range of 19-21.
One of the injection modes used in the low temperature combustion similar to the
Low temperature low temperature lean combustion. This is used in order to secure the conditions
stoichiometric necessary to discharge SOx during the catalyst regeneration control (S discharge).
combustion The target air-fuel ratio in the low temperature stoichiometric combustion is set in a
range of 17-21. The pilot injection will not be conducted.
On some vehicles, the exhaust temperature is raised by energizing the glow plugs
Glow control
when the catalyst regeneration control begins.
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●●There are variations depending on the driving conditions, the catalyst regeneration control (PM
combustion) is conducted per several hundred kilometers, and a 5-10km distance drive is necessary
when the regeneration control is completed. Under the normal driving conditions, the catalyst
regeneration control is automatically conducted when PM has been deposited on the catalyst, so
deposits and regeneration occur alternately. However, when the vehicle is successively driven for a
short distance on one trip, the catalyst regeneration control may not be fully conducted.
●●The catalyst regeneration control (PM combustion) begins when the converter bed temperature is in
the normal active range (more than 200 ˚C) and it is determined that the catalyst is clogged after the
engine has warmed up. If the vehicle is driven and the engine is turned off before the engine has fully
warmed up, or the vehicle is successively driven for a short distance in which the catalyst regeneration
control is unable to be completed, PM will continue to be deposited on the catalyst.
●●If the catalyst regeneration control (PM combustion) is conducted when a large amount of PM has
been deposited, the heat developed by the PM combustion will exceed the catalyst heat-resistance
range, and may cause the catalyst to melt. Thus, in order to prevent the catalyst from being damaged,
the catalyst regeneration control will not be conducted either when the calculated value of deposited
PM amount, or the signal output from the differential pressure sensor, indicates that the amount of PM
deposits exceeds a predetermined level. However, if the catalyst regeneration control is conducted
when the PM deposit amount is around a predetermined level, the catalyst may be seriously damaged
due to heat deterioration.
■■Forcible PM regeneration control flow
Forcible PM
Engine operating Normal regeneration
conditions
Forcible
regeneration control
Converter bed
temperature (˚C)
Amount of PM
deposits (g)
0
Vehicle speed
0
Travel
distance
Several hundred km 5 to 10 km
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<<<< Corrections
●●In order to raise the converter bed temperature according to the engine operation conditions, such
as idling and driving, the amount of fuel added is determined from the outputs of the various sensors,
and furthermore, a target converter bed temperature (exhaust gas temperature) is calculated after
correction.
Item Description
●●Engine coolant temperature
correction
●●Intake air temperature (behind
Used to calculate the amount and timing of exhaust fuel addition.
the turbocharger) correction
●●Manifold absolute pressure
correction
Used to calculate the amount of exhaust fuel addition. During the
●●Exhaust fuel addition amount catalyst regeneration, when the converter bed temperature (exhaust
temperature) does not reach the target temperature, the correction value
correction value
is increased, increasing the injection amount. When it is higher than
(Exhaust Fuel Addition FB)
the target temperature, the correction value is reduced, reducing the
injection amount.
Used to estimate the amount of PM deposited on the catalyst. The
●●Differential pressure sensor sensor output when the ignition switch is in the ON position (the engine
has not been started) will be the standard for no pressure difference.
correction value
When the sensor is normal, the Data List item, Diff. Press. Sensor Corr.,
should be within the range of -1.5 to 1.5 kPa.
Used to detect abnormalities in the exhaust fuel addition injector.
When the fuel is injected, the fuel injection conditions are monitored by
referring to changes in the signal waveform of the air-fuel ratio sensor.
●●Air-fuel ratio sensor output The air-fuel ratio needs to be richer than the stoichiometric ratio by
signal adding fuel into the exhaust system during the catalyst regeneration
control (S discharge), and the sensor output is necessary to perform
the feedback control. The feedback control is used to stabilize the low
temperature combustion.
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●●Through use of an Intelligent Tester, whether or not the after-treatment system is operating properly
can be checked by monitoring the following list items while the Active Test item, [Activate the DPF
Rejuvenate (PM)], is performed; Exhaust gas temperature sensor output, AF Lambda B1S1, and
Exhaust Fuel Addition FB.
●●During the catalyst regeneration, the exhaust gas temperature value displayed in the Data List,
Exhaust Temperature, represents the conditions of the exhaust fuel addition and PM combustion,
and AF Lambda B1S1 shows the actual air-fuel ratio based on the stoichiometric air-fuel ratio 14.5
to 1. Also, by looking at the exhaust fuel addition amount correction value (Exhaust Fuel Addition
FB), to what degree the exhaust fuel addition amount, which is added by the exhaust fuel addition
injector, has been corrected can be checked. The degree of how much PM has been deposited on
the catalyst can be roughly estimated through the intake air amount (MAF) and catalyst differential
pressure (DPF Differential Pressure).
●●Checking the values will help when the after-treatment system is inspected.
Data List Item Diagnostic Note

●●Used to estimate the converter bed temperature (state of the
temperature that is raised by adding the fuel) or determine the start
timing of the fuel addition through the sensor located before the
catalytic converter. The converter bed temperature (PM combustion
temperature) is determined through the sensor located after the
catalytic converter. Usually, the sensor output will be 500 to 700
˚C (reference values) while the catalyst regeneration control is
conducted.
●●When the value of Exhaust Temperature B1S1 (before the catalytic
converter) is abnormally high (more than 800 ˚C), it indicates that too
much fuel has been added. It may be that the exhaust fuel addition
Exhaust Temperature B1S1
injector has problems, or the ECM has requested more fuel injection
Exhaust Temperature B1S2
than usual due to engine problems.
●●When the value of Exhaust Temperature B1S1 (before the catalytic
converter) is in the normal range and the value of B1S2 (after
the catalytic converter) is abnormally high (more than 800 ˚C), it
indicates that the heat generated inside the catalyst is high while the
catalyst regeneration is performed. It may be that a large amount of
PM has been deposited on the DPNR.
●●Two or more problems described above may occur simultaneously.
When the temperature before the catalytic converter is high, the
sensor located after the catalytic converter is subject to send a high
output.
When the value is below 0.85, it is suspected that the air-fuel ratio
sensor is malfunctioning, or the actual air-fuel ratio is abnormally rich.
Furthermore, the exhaust fuel addition injector may have stuck open,
AF Lambda B1S1
or the engine itself has mechanical problems such as the EGR valve
stuck open. Normally, the value will be 1.2 to 1.7 (reference values)
while the catalyst regeneration control is being conducted.
When the value is abnormally high or remains at its maximum value
of 1.99, it is suspected that the converter bed temperature (exhaust
gas temperature) during the catalyst regeneration has not reached
Exhaust Fuel Addition FB
the target temperature. Possible causes are; the actual exhaust fuel
addition amount is low, or the catalyst itself is abnormal (melted or
damaged). Normally, the value will be 0.9 to 1.4.
If the differential pressure in front of and behind the catalyst comes
M AF and DPF Dif ferential near the value of the "intake air amount multiplied by about 0.4",
Pressure the catalyst is probably clogged with PM even if DTC P2002 is not
present.
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POINT
●●To update the exhaust fuel addition amount correction value (Exhaust Fuel Addition FB), the engine
operation conditions need to meet predetermined conditions. When driving the vehicle to verify the
repaired after-treatment system, take a look at the exhaust gas temperature (Exhaust Temperature).
●●Engine problems, such as leakage or clogging in the air intake system or the EGR system, EGR
valve problems, and main injector problems, may cause the after-treatment system to operate
improperly.
●●For details about the inspection procedures of the catalyst system, refer to relevant TOYOTA repair
manuals.
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888 Swirl Control

[[[[ Description
●●In the swirl control, the vacuum taken into the swirl control valve actuator is regulated via the VSV
according to the engine operating conditions, this causes the swirl control valve, which is provided on
the intake manifold, to open or close, controlling swirls generated inside the combustion chamber.
●●There are two types of swirl controls; one that controls the swirl control valve in two stages, fully open
and fully closed, via one VSV, and the other that controls the valve in three stages, fully open, half
open and fully closed, via two VSVs. The energization to the VSVs is activated or deactivated by the
ECM through switching the built-in transistor on or off.
●●The valve is closed when the engine speed is low to boost swirls inside the cylinder, stabilizing
combustion. When the engine is cold, the valve is opened in order to prevent white smoke from being
generated.
■■1 VSV Type
Intake
Port Vacuum
Pump
Swirl Control
Combustion Chamber Valve
Actuator
ECM
VSV
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■■2 VSV Type

Vacuum
Pump
Intake
Port
VSV
Swirl
Control
Combustion Chamber
Valve
Actuator
ECM
VSV
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Final injection
volume
Crankshaft Position
Sensor
ECM VSV

Crankshaft Position Sensor Used to calculate swirl control valve opening degree. *
Turbo Pressure Sensor Used to calculate swirl control valve opening degree. *
Opens and closes the vacuum introduction passage to the swirl control
VSV
valve actuator.
Calculates the swirl control valve opening degree corresponding to the
ECM engine operating conditions.
Transmits drive signals to the VSV.
Calculated by the injection volume control, and is used as load corrections
that are necessary to calculate the swirl control valve opening degree. *
* The one VSV type has two opening degrees, fully open and fully closed. The two VSV type has three
opening degrees, fully open, half open and fully closed.
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[[[[ Control
<<<< Swirl control valve control (Two-stage control)

●●Whether a VSV is energized or not (opening or closing the swirl control valve) is determined from the
engine speed (NE) and manifold absolute pressure (MAP), and in addition, the load correction value
obtained from the final injection volume is applied.
●●The final injection volume, which indicates the value for the engine load condition (engine torque), is
determined by the injection volume control. This is calculated from the engine operating conditions,
such as the accelerator pedal position, engine speed, mass air flow meter, intake air temperature, and
engine coolant temperature.
●●With the area where the engine speed and boost pressure are high, the swirl control valve is opened
to make the intake air flow passage wide. Conversely, with the area where the engine speed and
boost pressure are low, the valve is closed to narrow the intake air flow passage, making the swirl
intense inside the cylinder.
50 Valve open area

Boost pressure (kPa)
Valve closure area
3000
Engine speed (rpm)
■■Energization characteristics
ECM built-in transistor VSV Swirl control valve
OFF Not energized Open
ON Energized Closed
TIP
●●On vehicles with the catalyst after-treatment control (DPF catalytic converter), while the catalyst
regeneration control is being conducted, the swirl control valve closure area calculated by the ECM
is limited (expanding the valve open area), preventing the catalyst purification performance from
becoming less efficient.
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<<<< Swirl control valve control (Three-stage control)
●●The three-stage control uses two VSVs and holds the swirl control valve at the half open position

when transitioning from fully open/closed to fully closed/open, changing the intensity of the swirls
inside the cylinder smoothly as well as preventing the combustion from changing rapidly.
■■Three-stage swirl control valve control characteristics

VSV1 VSV2 Swirl control valve
Energized Energized Fully Closed
Energized Not energized Half open
Not energized Not energized Fully Open
50 Valve fully open area

Boost pressure (kPa)
Valve half open area
Valve fully closed area
3000
Engine speed (rpm)
<<<< Corrections
●●In order to generate swirls appropriate to the engine operating conditions, the VSV energization timing
is calculated depending on the intake air amount and engine load.
Item Description
Used to calculate the VSV energization timing.
Load correction This is a correction value that represents the engine control conditions (engine
load), and is obtained from the final injection volume calculated by the injection
volume control.
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999 EGR Control

[[[[ Description
●●On diesel engines, since the excess air ratio during combustion is high (1.2 to 4.0), a three-way
catalyst that is effective for NOx reduction cannot be used. Therefore, through use of the EGR
system, the exhaust gas is partially taken into the intake side in order to adjust the combustion
conditions to be less efficient to a degree where the driving performance is not affected, and then the
peak combustion temperature is allowed to fall, reducing the amount of NOx. However, when high-
temperature EGR gases are taken the the filling efficiency becomes low, so EGR gases are cooled
by the EGR cooler to increase the EGR amount and reduce the combustion temperature, attempting
further NOx reduction. Also, some vehicles are equipped with a DPNR catalytic converter that is
effective for NOx and PM reduction, reducing NOx using catalysts too.
EGR Valve
Position Sensor
EGR Valve
Engine ECU
EGR Cooler Bypass

Switching Valve
EGR Cooler
Engine To Turbocharger
Exhaust Gas
Nox Stoichimetric
CO air-fuel ratio
HC
NOx concentration
Amount generated
10 12 14 16 18 20 Combustion
Low gas temp.
Rich Air-fuel Lean
ratio
Relationship between amounts of Combustion gas temperature
generated CO, HC and NOx and NOx concentration
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Final injection
volume
Crankshaft Position
Sensor

ECM EGR Valve
Mass Air Flow Meter
EGR Valve Position

Sensor

Crankshaft Position Sensor Used to calculate the basic EGR valve opening degree.
Turbo Pressure Sensor Used to calculate the EGR rate.
Mass Air Flow Meter Used to calculate the EGR rate.
Used to detect actual opening degree of the EGR valve, and also
EGR Valve Position Sensor used to calculate the deviation from the target valve opening
degree.
EGR Valve Controls the intake EGR gas amount.
Calculates the basic EGR valve opening degree.
Calculates the final target EGR valve opening degree after
correcting the basic EGR valve opening degree.
Calculates the deviation between the actual and target valve
opening degrees, and then drives the EGR valve.
Calculates the target EGR rate, and regulates the EGR valve
through feedback control.
Calculated by the injection volume control and is used to calculate
the basic EGR valve opening degree.
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[[[[ Control
<<<< Outline
●●The ECM calculates the basic EGR valve opening degree based on the engine speed and the final
injection volume which is calculated by the injection volume control. The ECM corrects the calculated
basic EGR valve opening degree according to the various sensors to make it appropriate to the
engine operating conditions, and drives the EGR valve so that the EGR valve position sensor value
comes to the target value. Also, even if the valve opening degree is constant, the EGR flow amount
(EGR rate) changes due to the engine operating conditions and time, so the ECM monitors EGR flow
amount to perform feedback corrections.
EGR Control
Final injection volume Basic EGR valve

Correction coefficient
opening degree
Engine Speed Signals
Final target EGR valve opening

degree
Calculating the variation between

EGR feedback
EGR Valve Position Sensor the actual and target valve opening
control
degrees
Driving EGR valve
REFERENCE
■■EGR deactivation conditions (2AD-FHV)

Condition Item Situation
1 Engine coolant temperature Outside the range of 15 to 96 ˚C
2 Engine speed Outside the range of 675 to 4400 rpm
Accelerator pedal depression 70% or more, or the load coefficient from the
3
degree final injection volume is above a certain level.
4 Long idling 20 minutes or more have elapsed.
* If any one of the conditions shown above is met the EGR control is deactivated.
* The thresholds vary depending on the engines.
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<<<< Basic EGR valve opening degree calculation
●●The ECM calculates the basic EGR valve opening degree based on the engine speed and the final

injection volume which is calculated by the injection volume control. The basic EGR valve opening
degree map is as shown below, and when the engine load is low, a large amount of EGR is taken, so
that NOx can be reduced aggressively.
■■Basic EGR valve opening degree

60
59 %
0% 0%
Injection volume (mm3/st)
59 % 60~70 %
30
70 % 70 %
70~75 %
10 77 %
74 %
0
600 1000 1400 1800 2200 2600 3400 3600
Engine speed (rpm)
<<<< Feedback control

●●Even if the EGR valve opening degrees are the same, the EGR flow amount varies depending on
the engine load, diesel throttle valve opening degree, and amount of carbon deposited on the EGR
passage. In order to achieve the target EGR flow amount (EGR rate), the ECM calculates the EGR
flow amount by comparing the following values; the fresh air volume from the mass air flow meter,
intake air amount calculated from engine displacement and engine speed, and manifold absolute
pressure signal, and then performs feedback control increasing or reducing the opening degree of the
EGR valve.
●●In addition, to obtain the target EGR flow amount (EGR rate) as accurate as it can be, the EGR
cooperative control in association with diesel throttle control, in which the intake manifold vacuum and
fresh air volume is regulated, is conducted at the same time. (Refer to Diesel Throttle Control - EGR
Cooperative Control)
■■EGR rate difference at a same EGR valve opening degree

EGR valve
Case Engine Speed Target EGR opening MAF MAP EGR rate
degree
Case 1 1050 49.0 54.6 5.76 94 72%
Case 2 1800 49.0 54.6 12.71 94 64%
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<<<< Combustion control

●●Low temperature combustion control is used to reduce smoke and NOx, and determines and sets
air-fuel ratios depending on the EGR rate. On the vehicles with DPF/DPNR catalytic converters,
the low temperature combustion control (temperature rise multiple injection, low temperature lean
combustion, and low temperature stoichiometric combustion) is conducted so that converter bed
temperature is raised during the catalyst after-treatment control.
●●While the exhaust gas temperature is raised by increasing the EGR flow amount (EGR rate) to a large
extent, the air-fuel ratio is adjusted to rich, supporting the controls such as catalytic converter PM
deposit combustion, sulfur poisoning recovery, and NOx reduction.
: Smoke
Stoichiometric
: NOx
: CO/HC
Low Temp. Normal

Combusion Area Combustion Area
EGR Volume
Rich Lean
Air Fuel Ratio
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<<<< EGR flow amount monitoring by ECM
●●Unlike gasoline engines, diesel engines do not regulate the intake air amount via the throttle valve,

thus, the intake pipe pressure is basically constant when the engine not turbocharged. When the
EGR valve is opened, the exhaust gas coming through the EGR valve will be taken into the engine,
so the amount of fresh air taken from the air cleaner will decrease, as a result, the intake air amount
detected by the mass air flow meter will be less. The ECM monitors the EGR flow amount by reading
this change in the mass air flow meter signal.
Intake Restrictor Valve Intake Restrictor Valve
EGR EGR
Valve Valve
EGR Cooler EGR Cooler

Engine Engine
●●If the mass air flow meter value does not change even when the EGR valve is opened, the ECM
interprets it as the EGR valve being clogged and sets P0400.
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<<<< Data under EGR control (ALE20 with 2AD-FHV)

■■Idling
EGR
No EGR
By reducing the diesel throttle valve

opening degree, manifold pressure
falls, allowing the EGR gas to enter
By reducing the diesel throttle valve

opening degree, manifold pressure
falls, allowing the EGR gas to enter
Diesel throttle valve opening degree

increases, hence, MAF value rises
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■■Acceleration and deceleration

EGR volume is increased up to
maximum level during deceleration
When engine load is low, taking
EGR gas into intake side
When engine load is
high, EGR control is
deactivated
■■Relationship between EGR and exhaust gas temperature (combustion temperature)
EGR gas is cut off
After EGR cut-off, exhaust gas temperature

(combustion temperature) starts rising
After EGR cut-off, exhaust gas temperature

(combustion temperature) starts rising
POINT
When the EGR control is deactivated, no exhaust gas is taken into the combustion chamber, and fuel can
burn more, hence, the exhaust gas temperature will rise. The movement of the temperature shown in the
graph above was monitored under idling conditions, so exhaust gas temperatures will rise higher under
actual driving conditions.
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●●Through use of an Intelligent Tester, whether or not the EGR valve is operating properly can be
checked by monitoring the following list item while the Active Test item, [Control the EGR Step
Position], is performed; EGR valve position sensor output [EGR Lift Sensor Output]. In addition,
learned full close positions of the EGR valve can be checked through the display value at [EGR
Close Learn Val.] with the sensor output voltage display. The full close learning status can be
checked with the Data List item [EGR Close Lrn. Status].
●●When closing the EGR valve using the Active Test function, see if the EGR valve position sensor
output value smoothly changes to the one corresponding to the set valve opening degree. (Whether
or not the sensor output value will be within a range of plus or minus 10% of the set value of the valve
opening degree.) When normal, the EGR valve position sensor output will be as shown below.

Target EGR Position EGR Valve Condition
(Sensor Output Voltage)
80.0 +/- 10 %
0% Fully closed
(4.0 +/- 0.5 V)
26.0 +/- 10 %
100% Fully open
(1.3 +/- 0.5 V)
(%)
100
Target EGR Position
(V) (%)
(5) 100
+/- 10%
(0) 0
Fully Fully
EGR Valve Opening
Closed Open
●●If the Data List item [EGR Close Lrn. Status] shows [NG], the learning value [EGR Close Learn Val.]
will be the default value of 4.0V, or the value updated at the last moment when it was normal. The
value is not the latest, thus, it will not be useful.
●●If the result of the inspection described above is that the display value is not normal, carbon may
have been deposited on the EGR valve, EGR passage, intake system, and exhaust system. In
addition, engine problems, which cause a large amount of black smoke to be emitted, may have
occurred.
NOTICE
Depending on the vehicle models, the EGR lift sensor output characteristics may be opposite to
the description here.
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1111 EGR Cooler Bypass Valve

[[[[ Description
●●The ECM controls the EGR cooler bypass valve, which is fitted on the outlet port of the EGR cooler,
via the VSV in accordance with the engine operating conditions, thus optimizing the temperature
of the EGR gas that is recirculated into the intake passage and further improving the exhaust gas
purification performance after engine start.
●●When the engine is cold or the engine load is low, if the compression heat in the engine compression
stroke is determined to be insufficient due to a low intake air temperature, the ECM opens the bypass
valve and recirculates the EGR gas bypassing the EGR cooler into the intake air passage.
EGR Valve
Position Sensor
EGR Valve
ECM
EGR Cooler Bypass

EGR Cooler Switching Valve
Engine To Turbocharger
Exhaust Gas
Final Injection
Volume
Crankshaft Position
Sensor
ECM VSV
Engine Coolant
Temperature Sensor
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Used to determine which valve, either the EGR cooler bypass

valve on the bypass passage side or on the cooler side, to open.
Used to determine which valve, either the EGR cooler bypass
Engine Coolant Temperature Sensor
valve on the bypass passage side or on the cooler side, to open.
Opens and closes the vacuum introduction passage to the EGR
VSV
bypass valve actuator.
Determines which valve, either the EGR cooler bypass valve
on the bypass passage side or on the cooler side, to open in
ECM accordance with the engine operating conditions.
Transmits drive signals to the VSV.
Calculated by the injection volume control, and used to determine
Final injection volume which valve, either the EGR cooler bypass valve on the bypass
passage side or on the cooler side, to open.
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[[[[ Control

<<<< Outline
●●Energization of the VSV to switch the EGR cooler bypass valve is controlled by the ON/OFF timing
which is calculated based on the final injection volume, engine speed and engine coolant temperature.
(Map calculation)
●●The final injection volume, which indicates the value for the engine load condition (engine torque), is
determined by the injection volume control.
●●The ECM energizes the VSV, either in the EGR operating range during engine warm-up phase (at the
low temperature of the engine coolant) or in a range from a non-injection state to a nearly non-loaded
state during perfect warm-up phase, and activates the actuator to bypass the EGR gas passing
through the EGR cooler.
EGR cooler condition

VSV
Bypass side Cooler side
Energized Open Close
Not energized Close Open
■■VSV energization map

High
VSV: Off range
(Final injection volume)
(Not bypassed)
Engine
Load
Low
VSV: On range
(Bypassed)
Engine Speed (rpm) 3000
TIP
●●In vehicles equipped with DPNR, in order to raise the exhaust gas temperature under control of after-
treatment such as the temperature rise multiple injection control or the low temperature combustion
control, the EGR cooler bypass range (VSV ON range) is widened and the EGR gas introduction rate
is increased.
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1111 Diesel Throttle Control

[[[[ Description
●●Under the diesel throttle control, the ECM regulates the diesel throttle valve opening degree in
accordance with the engine operating conditions, ensuring the intake EGR amount, preventing the
engine from overspeeding and reducing the engine vibrations at engine stop.
●●The diesel throttle control has the following controls: a specified condition control to protect the engine
and reduce engine vibration, which is performed when the engine meets a specified condition, and a
normal control relating to the combustion control and the EGR control which are mainly for exhaust
gas after-treatment.
EGR Valve
Position Sensor
EGR Valve
ECM
EGR Cooler Bypass

Switching Valve
EGR Cooler
Engine
To Turbocharger
Exhaust Gas
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Final Injection
Volume
Crankshaft Position
Sensor
Diesel Throttle Control

Turbo Pressure Sensor Motor
Throttle Position ECM

Sensor
EGR Valve Position

EGR Valve
Sensor
Starter Signal

Used as a specified condition control performance condition
Used as a specified condition
control performance condition Used to calculate the basic throttle opening degree under normal
control.
Turbo Pressure Sensor Used to calculate the EGR rate.
Throttle Position Sensor Used for feedback control of the diesel throttle valve opening degree.
EGR Valve Position Sensor Used to calculate the EGR rate
Starter Signal Used as a specified condition control performance condition.
Diesel Throttle Control Motor Controls the intake air amount.
EGR Valve Controls the intake EGR gas amount.
Calculates the basic diesel throttle valve opening degree.
Calculates the target diesel throttle valve opening degree, to which
corrections are applied to the basic diesel throttle valve opening degree.
Performs feedback control of the diesel throttle valve opening degree,
ECM
based on the actual diesel throttle valve opening degree from the
throttle position sensor.
Transmits drive command signals to the diesel throttle control motor.
Transmits drive command signals to the EGR valve.
Calculated by the injection volume control and is used to calculate the
basic throttle opening degree.
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[[[[ Control
<<<< Specified condition control

(((( General
●●In order to protect the engine from overspeeding and abnormal fuel pressure rise, and to reduce the
engine vibration at engine stop, when the engine meets specified conditions, the diesel throttle valve
is controlled as follows:
Diesel throttle
Engine condition Diagnostic Note
opening degree
Vibration is reduced when the engine stops.
When the engine stops. Fully Closed
Learning of fully closed position of the
diesel throttle valve is performed.
When running at abnormally high
Half closed Recovery engine speed:2800 rpm
speed. (approx. 5000 rpm or more)
This applies when the accelerator opening
When the engine speed abnormally
Half closed degree is 2% or less and the engine speed
rises
of 1600rpm or more continues for 1 second.
When the starter is on.(When STA
Fully Open Startabiilty is improved
signal is input.)
When the fuel pressure is abnormally
Half closed When high fuel pressure DTC is detected.
high.
During evacuation running before the A few minutes before fail-safe is activated
Half closed
engine stalls. when low fuel pressure DTC is detected.
REFERENCE
●●In diesel engines, torque can be generated even in the combustion of engine oil. Therefore, the engine
speed is limited by restricting the intake air amount or cutting off the intake air when the engine speed
abnormally increases in a case that engine oil enters into the combustion chamber due to an oil
leakage.
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(((( Engine is stopped (ALE20 with 2AD-FHV)

ON
IGSW
OFF
ON
MREL
OFF
LUSV
Open
VLU
Close
Ne
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IIgnition switch is turned

from OFF to ON
Main relay remains ON
Immediately after the

engine has started, diesel
throttle valve opening
degree control starts
Ignition switch is turned

from ON to OFF
Main relay remains ON
Diesel throttle valve full

closure control starts
(Engine is stopped)
Diesel throttle valve open

control starts
(Start performance
improvement for next
start)
Main relay turns OFF
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<<<< Normal Control

(((( Calculation of Diesel Throttle Valve Opening Degree
●●The ECM calculates the basic throttle valve opening degree based on the engine speed and the
final injection volume which is calculated by the injection volume control. In accordance with the
engine conditions, the ECM determines the target throttle valve opening degree by the product of the
correction coefficient which is calculated based on the values from various sensors and the basic
throttle valve opening degree, and drives the diesel throttle valve.
●●In diesel throttles which are driven by the rotary solenoid or the DC motor, the throttle valve position
sensor detects the actual diesel throttle valve opening degree and that value is used as feedback in
the diesel throttle control. The ECM drives the diesel throttle valve to make the value from the throttle
position sensor equal to the target value.

Diesel Throttle Control
Correction Coefficient
Engine Speed Signals Basic Throttle Valve to calculate the Target
(NE) Opening Degree Throttle Opening
Degree
Target Throttle Valve Opening Degree
Throttle Valve
Diesel Throttle Body
Position Sensor
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(((( Cooperative Control of EGR

●●By performing the cooperative control of the EGR valve control and the diesel throttle control, the
optimal EGR rate in the intake air is ensured in accordance with the engine operating conditions. The
EGR rate varies in accordance with the diesel throttle valve opening degree even if the engine speed
and the lift amount of the EGR valve are constant. By monitoring the diesel throttle valve opening
degree by the throttle valve position sensor and performing feedback correction based on that
information, an appropriate valve opening degree and a target EGR rate in the intake air are obtained.
●●The intake air into the cylinder contains fresh air from the air cleaner and EGR gas, however, the
diesel throttle valve opening degree is a crucial element to determine the EGR rate in the amount of
the EGR gas/intake air into the cylinder. This also significantly affects the air-fuel ratio which is used
for combustion control.
■■Effects of Diesel Throttle Valve and EGR Valve Opening Degree

Item Effects
The more the valve is closed, the more the vacuum increases. When
Diesel throttle vale opening degree the EGR valve is open, the EGR rate increases and fresh air rate
decreases.
The more the EGR valve is opened, the more EGR gas enters the
EGR valve opening degree
intake pipe and the lower the vacuum is.
Under the control of the EGR, the MAP pressure decreases due
to a pressure loss in the diesel throttle, however, the decrease in
Manifold Absolute Pressure the pressure is compensated by the EGR and is made equal to the
atmospheric pressure.
(Except in the case of applying the boost pressure.)
■■Intake air into the cylinder

MAP Sensor
EGR Valve
Diesel Throttle Engine

Valve
EGR
Air Cleaner Compensation
Pressure Loss in the Diesel

Throttle Valve
Fresh Air
When no boost pressure is applied (natural air intake mode):
EGR Gas MAP ≈
Atmospheric Pressure -
Pressure Loss in the Diesel Throttle Valve + EGR Compensation
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■■EGR cooperative control (VDJ200 with 1VD-FTV)

Since EGR gas is allowed to enter,
EGR valve is open
In order to allow EGR gas to enter,

diesel throttle valve is closed
Diesel throttle valve is closed, thus,

manifold pressure is low (EGR gas
volume is increased due to manifold
vacuum)
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■■Normal (without cooperative control)

EGR gas is cut off, hence,

EGR valve is fully closed
EGR gas is cut off, thus, diesel

throttle valve is fully open
Since diesel throttle valve is fully

open, MAF value rises according to
increases in engine speed
Diesel throttle valve is fully open and no

turbocharger boost pressure is applied,
hence, it is almost atmospheric pressure
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■■Operation check of the diesel throttle valve
●●Check the valve opening degree and operation using an intelligent tester.
Data List/Actual Throttle Position (Reference values on AD engines)

Specified
Engine Condition Diagnostic Note
Condition
The diesel throttle valve is fully opened when the engine stops.
However, when the ignition switch is turned from on to off, the
Ignition switch ON -5 to 5 % diesel throttle valve is closed once to reduce vibration when the
engine stops. At this time, the ECM learns the diesel throttle valve
fully closed position.
The values are reference values, after the engine is warmed up
and while running at an altitude near sea level. The diesel throttle
Idling 81 to 95 %
valve opening degree varies in accordance with the atmospheric
pressure.
When running the engine at full load, EGR introduction is
Accelerator pedal
-5 to 5 % cancelled, instead of introducing a large amount of fresh air from
fully depressed
the air cleaner.
Check that the diesel throttle valve operates smoothly over
Value changes
Acceleration and the entire operating degree. When the valve does not operate
smoothly in
deceleration smoothly, check along with the following item: Throttle Motor
transition
DUTY.
Data List/Throttle Motor Duty (Reference values for AD engines)

Specified
Engine Condition Diagnostic Note
Condition
When the values of 10% or less or 90% or more remain
displayed, it is believed that there may be a malfunction in
Idling, the diesel throttle body. The ECM outputs drive commands at
acceleration, and 50 +/-40 % minimum duty (valve open) or at maximum duty (valve closed),
deceleration to allow the valve opening degree to follow the target opening
degree. When this lasts for approximately 30 seconds, DTCs are
output.
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■■Check of Air Intake Systems (Corrected MAF Value)

●●Carbon deposits or icing in the diesel throttle body may cause the diesel throttle valve to malfunction.
When carbon deposits are visible in the diesel throttle body, the deposits may be formed in the EGR
systems, catalyst or other intake/exhaust air systems. Therefore, troubleshooting the causes of the
deposits must be performed and the areas of depositions must be cleaned. Especially, the carbon
deposition is relatively easily formed when the engine emits black smoke.
●●In the intake air system including the diesel throttle body, black smoke is generated when the intake
air volume deviates from the injection volume due to air leakage or clogging. In this case, calculate a
value at near maximum engine speed at no load (at the cancellation of the EGR) using the following
formula, and narrow down the areas of air leakage by comparing the calculated data with the
reference value.
Corrected MAF Value (Reference values for AD engines)

Calculation formula Reference value
1AD: 95 +/- 5 g/sec
MAF (g/sec) x 4500 / Engine Speed (rpm) x 145 / MAP (kPa)
2AD: 105 +/- 5 g/sec
●●Calculation Ex.: Reference data (for 2AD engines):

●●Engine speed: 4350 rpm, MAP: 142.1 kPa, MAF: 96.7 g/sec
●●96.7 x 4500 / 4350 x 145 / 142.1 = 102.08
●●The calculated value of 102.08 is within standard range of 105 +/- 5 g/sec
●●When the corrected MAF value, calculated by the above formula, is above the reference value, air
leakage may occur between the turbocharger and the intake manifold. When the value is below the
reference value, air leakage may occur between the air cleaner (behind the intake air flow meter) and
the turbocharger.
Air leakage between

turbocharger and intake
intake manifold
Exhaust
Black Smoke
MAF Meter
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1111 Turbocharger Control

[[[[ Description
●●The variable nozzle vane type turbocharger has made great improvements in low-speed torque,
maximum output, fuel consumption, and emission reduction. These improvements have been
accomplished through variable control of the nozzle vane angle, and maintaining an optimal velocity
of the exhaust gas inflow to the turbine at all times in response to the engine conditions.
●●The ECM controls the nozzle vane angle, in order to obtain the calculated target boost pressure
appropriate to the engine operating condition.
●●As a basic control, the feedback control is conducted to gain a boost pressure determined from the
engine operating conditions (lower the boost pressure: open the variable nozzle, increase the boost
pressure: close the variable nozzle), but an open control will be conducted in the EGR operating
range to gain an angle determined from the engine operating conditions.
Turbo
Pressure
Sensor
Actuator
VRV
Vacuum Engine ECU
Pump
■■Basic Control of Variable Nozzle Vane Turbocharger

Engine Condition Purpose
To improve boost pressure increase characteristics
Low and Medium Engine Speed
To reduce black smoke emission
To improve fuel economy and output
High Engine Speed
To prevent turbine overspeed
During EGR Operation To stabilize EGR amount
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Final Injection
Volume
Crankshaft Position
Sensor
ECM
VRV
Atmospheric
Pressure
Sensor

Used to calculate the basic nozzle vane opening degree and the basic
target boost pressure.
Turbo Pressure Sensor Used to calculate the boost pressure feedback amount.
Used to determine whether the engine is in a cold condition or not. Used
Intake Air Temperature Sensor as a correction value for the basic nozzle vane opening degree and the
basic target boost pressure.
Used as a correction value for the basic nozzle vane opening degree and
Atmospheric Pressure Sensor
the basic target boost pressure.
Used to determine whether the engine is in a cold condition or not. Used
Engine Coolant Temperature
as a correction value for the basic nozzle vane opening degree and the
Sensor
Opens and closes the vacuum introduction passage to the actuator which
VRV
controls the nozzle vane angle.
Calculates the basic nozzle vane opening degree and the basic target
boost pressure.
Calculates the boost pressure feedback amount based on the deviation
between the target boost pressure to which corrections are applied to the
ECM basic target boost pressure, and the actual boost pressure
Calculates the final nozzle vane opening degree by applying corrections
and boost pressure feedback to the basic nozzle vane opening degree.
Transmits drive command signals to the VRV.
Final injection Calculated by the injection volume control, and is used to calculate the
volume basic nozzle vane opening degree and the basic target boost pressure.
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[[[[ Control

<<<< Outline
●●The turbocharger control controls the nozzle vane opening degree to obtain the target boost pressure.
The turbocharger control has the following controls: One is the nozzle vane opening degree control
to obtain appropriate exhaust gas pressure and flow rate for the turbocharger in accordance with the
engine opening conditions, and the other is the boost pressure control which corrects difference to
the target boost pressure, based on the manifold absolute pressure sensor output signals (MAP).
●●The ECM determines the nozzle vane opening degree from various sensor signals and values
calculated by the other controls, and drives the nozzle vane. Then, in order to make the boost
pressure (manifold absolute pressure sensor output signal) to be the target boost pressure, a boost
pressure control value is applied to the nozzle vane opening degree control and the final nozzle vane
opening degree is determined.
Nozzle vane opening degree Nozzle vane actuator

control (Turbocharger)
Boost pressure control Manifold Absolute Pressure

Sensor
(Intake Manifold)
ECM
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<<<< Nozzle Vane Opening Degree Control

●●The basic nozzle vane opening degree is calculated based on the engine speed and the final injection
volume calculated by the injection volume control. (Map calculation)

●●By applying the atmospheric pressure correction, engine cold condition determination correction
which is determined based on the intake air temperature and the engine coolant temperature, the
EGR control status, and the status under the after-treatment control using things such as DPF or
DPNR catalytic converter, and furthermore, applying the boost pressure feedback (to be described)
to the basic nozzle vane opening degree, the final nozzle vane opening degree is obtained. The ECM
drives the turbocharger nozzle vane actuator based on the final nozzle vane opening degree.
Turbo Pressure Control
Injection Volume Control Atmospheric

correction
Engine cold condition
Final injection volume Basic nozzle vane determination
opening degree
EGR control status
After-treatment
Engine speed signals (NE)
control status
Boost pressure control

Final nozzle vane opening degree
Boost pressure feedback
Nozzle vane actuator

(Turbo motor driver)
REFERENCE
●●In a communication type turbocharger system, the final nozzle vane opening degree signals are
transmitted to the turbo motor driver, driving the nozzle vane actuator (DC motor). In addition, the turbo
motor driver determines the actual nozzle vane position using the nozzle vane position sensor, and then
strictly regulates the nozzle vane opening degree to be the command value (final nozzle vane opening
degree position) from the ECM
●●When the vacuum actuator, which is controlled by DUTY control of the E-VRV, is used for the nozzle
vane actuator, the ECM directly drives the E-VRV and controls the nozzle vane position.
●●When the EGR control is performed, the exhaust gas after-treatment control using things such as DPF
or DPNR is changed to an open loop control, in which the feedback is not carried out, to stabilize the
combustion control.
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<<<< Boost Pressure Control
●●The basic target boost pressure is calculated based on the engine speed and the final injection

volume calculated by the injection volume control.
●●By applying the atmospheric pressure correction, the engine cold condition determination correction,
the EGR conrol status and status under the after-treatment control using things such as DPF or DPNR
catalytic converter, to the basic target boost pressure, and furthermore, applying the deviation to the
actual boost pressure which is calculated from the manifold absolute pressure sensor output signal to
the basic target boost pressure, the obtained information is fed back to the nozzle vane control, and
the ECM determins the final nozzle vane opening degree.
Turbo Pressure Control
Atmospheric pressure
Injection Volume Control Correction
Engine cold condition
Final injection volume Basic target boost determination
pressure correction
EGR control status
Engine speed signals (NE) After-treatment
control status
Calculation of deviation of actual and

Manifold Absolute Pressure target boost pressures
Sensor Calculation of boost pressure
feedback amount
Nozzle vane opening degree control
Final nozzle vane opening degree
REFERENCE
●●When running the engine in a high altitude area such as mountains, the boost pressure becomes
hard to raise due to low atmospheric pressure. Therefore, if the atmospheric pressure decreases in
a situation where the target boost pressure value is set to be constant, the turbocharger speed must
be increased by controlling the nozzle vane to closer than normal to make the target boost pressure
equal to the actual target boost pressure. In short, if the atmospheric pressure decreases while the
turbocharger operates at a high rotation speed, this may cause the turbocharger to rotate excessively.
To prevent the turbocharger from overrotating in a low atmospheric pressure, the ECM controls the
nozzle vane position by monitoring the atmospheric pressure correction, mass air flow (MAF) at a low
atmospheric pressure and the engine speed.
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<<<< Various Corrections

●●In order to obtain an optimal nozzle vane opening degree in accordance with the engine operating
conditions, corrections are applied to the basic nozzle vane opening degree and the basic target
boost pressure based on values from the various sensors.
Item Content
Used to calculate the final nozzle bane opening degree.
Atmospheric pressure correction
Used to limit the boost pressure in cold engine condition and limit
Engine cold condition determination
the turbo charger speed at high altitude.
EGR control status
Used to calculate the basic nozzle vane opening degree and the
After-treatment control status
REFERENCE
●●In the ECM, the drive amount of the turbocharger actuator is integrated, and if the integrated value
exceeds a predetermined value and the engine is in a stable idle state, the nozzle vane is fully opened
and closed once for deposition removal to prevent the nozzle vane from sticking due to foreign objects
such as soot sticking to the turbocharger nozzle vane link mechanism.
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7 9Others
111 Exhaust Gas Control System
[[[[ Description
●●The exhaust gas control system closes the valve located downstream of the oxidation catalytic
converter when the engine conditions meet the predetermined conditions while the engine is cold, to
ensure the engine warm-up performance and heater performance.
●●This system consists of an idle-up switch, an exhaust gas control valve, a vacuum actuator that
is linked with the valve, a vacuum switching valve (VSV), and the ECM that controls the vacuum
switching valve.
●●The ECM operates the electronic vacuum switching valve in accordance with the engine operating
conditions and also operates the vacuum actuator that is linked with the exhaust gas control valve.
When the exhaust gas control valve is closed, the engine back pressure becomes larger, and so does
the pumping loss. The loss makes the engine load larger, causing the exhaust temperature to rise. As
a result, time it takes to warm up the engine is reduced.
Exhaust Gas
Control Valve
Oxidation Catalytic
Converter
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■■System block diagram

Vacuum
Exhaust Gas Pump

Control Valve
VSV
Air
Cleaner
Turbo Pressure
Air Flow Meter
Sensor
Water Temp. Crankshaft
Sensor Position Sensor
ECM
EGR Valve Accelerator Pedal
Position Sensor Position Sensor
Atmospheric Temp.
Idle-up Switch
Sensor
REFERENCE
●●The exhaust gas control valve used on the 1KD-FTV engine for Japan (as of October 2008) helps the
catalyst temperature to rise, in order to reduce time for completing PM recovery.
●●As with the exhaust gas control system described in this chapter, it takes the vacuum into the exhaust
gas control valve and opens and closes the valve via the VSV controlled by the ECM.
Vacuum
Exhaust Gas Pump
Control Valve
VSV
Air
Cleaner
Exhaust Gas Temperature Air-fuel Ratio
Sensor (up stream) Sensor
Exhaust Gas Temperature
ECM Oil Level Sensor
Sensor (down stream)
Exhaust Gas Pressure
Other Sensors
Sensor
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[[[[ Operating Condition
●●This system operates when the idle-up switch is on while all of the following conditions are satisfied:

●●EGR system is operating
●●Engine coolant temperature is below 70 ˚C
●●Air inlet port intake air temperature is below 5 ˚C
●●At least 10 seconds have elapsed after engine start
●●Engine speed and fuel injection volume are within the range specified in the graph below
Activation Range
Injection
Volume
Engine Speed
[[[[ Operation
●●When the ECM satisfies all the aforementioned operation conditions, it energizes and operates the
VSV. This switches the vacuum route, operates the connected vacuum actuator and then closes the
linked exhaust gas control valve.
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[[[[ Circuit
<<<< Exhaust Gas Control System Circuit
Fail Detection
Circuit *
HEFX
VSV for Exhaust

MAIN Gas Control Drive Circuit
12 V
MREL
Battery Microprocessor
12 V
HSW
Interface
Warm Up Switch E1
ECM
* Fail detection circuit is applied depending on the type of vehicle.
<<<< Drive Voltage

Problem Condition HEXF
VSV Control Output
Normal
Below 1.5 V
(Valve close condition: HSW ON, Cold engine, Idling)
Normal
12V
(Valve open condition: Engine warmed up, 3000 rpm)
HEXF circuit open Remains 0 V
HEXF circuit ground short Remains 0 V
VSV itself shorted Remains 12V
■■Active Test
Activate VSV (for exhaust gas control valve):
Exhaust Gas CTL VSV
ON/OFF
** An Intelligent Tester cannot show the exhaust gas control valve drive signal (VSV drive signal).
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222 In-Tank Fuel Pump System

[[[[ Description
●●On the vehicles with a separate fuel sub tank (Land Cruiser Prado for Australia) and with a saddle-
shaped fuel tank (LEXUS IS220d), in order to use the fuel stored in the divided reservoirs equally, an
electric fuel pump provided inside the fuel tank is employed to equalize the amounts of the remaining
fuel. (Fuel transfer mode)
●●Also, vehicles equipped with a saddle-shaped fuel tank (LEXUS IS220d) can operate priming mode,
which is used when air enters between the fuel tank and the supply pump when running out of fuel, by
an electric fuel pump. (Priming mode)
●●The in-tank fuel pump system consists of an electric fuel pump, a jet pump, a fuel pump relay, and the
ECM that drives the relay. Furthermore, on the vehicle models that have priming mode, a fuel route
switching valve and a PCV relay are provided. The PCV relay supplies the power to the fuel route
switching valve.
Supply Pump
Fuel
Sedimenter Fuel Filter
Engine
Fuel Tank Solenoid
Fuel Pump
Jet Pump
Chamber A Chamber B
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[[[[ Operating Condition

●●When the engine starts or the amount of fuel consumption reaches the threshold value, the ECM
drives the electric fuel pump for approximately one minute and restores the amount of fuel in the main
fuel tank (main chamber).
●●When the fuel remaining in the main fuel tank (main chamber) decreases below a certain amount
(approximately 17.1L), the ECM drives the electric pump until the remaining fuel amount exceeds
the predetermined amount (more than approximately 20.3L). However, this operation will not be
conducted when the fuel remaining in the sub fuel tank (sub chamber) is less than a certain amount
(approximately 4.5L).
Engine
Start
Fuel
Consumption 0.5
Count 0
(Liter)
ON
Fuel Pump
OFF
Approx 1 min.
20.3L
Fuel Level
(Main)
17.1L
M from a sharp
S turn etc.
REFERENCE
●●This section describes about the operation conditions of the Lexus IS220d. The operating conditions
vary depending on the vehicles.
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[[[[ Operation

<<<< Fuel transfer mode
(((( General
●●According to the remaining fuel amount calculated from the fuel consumption, the ECM turns on the
relay to drive the fuel pump when the amounts of fuel remaining in the separate reservoirs need to
be equalized. Or, the ECM calculates the difference between the amounts of fuel remaining in the
separate fuel tanks, and when the amount of fuel remaining in the sub fuel tank is larger than that of
the main fuel tank, it drives the pump.
●●The fuel from the fuel pump passes through the orifice inside the jet pump, and returns to the fuel
tank. When the fuel is passing through the orifice of the jet pump, a pressure difference develops
around the orifice outlet port and it sucks the fuel out of the sub fuel tank (sub chamber), and that fuel
is transferred to the main fuel tank (main chamber).
Supply Pump
Fuel
Engine
Fuel PCV
Relay
Fuel Tank Solenoid
ECM
Return Valve (OFF)
F/PMP Relay
Fuel Pump Jet Pump
Chamber A Chamber B
Fuel Transfer Operation
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<<<< Priming mode

●●In priming mode, the mode between the fuel transfer and the priming is changed by the fuel route
switching valve. During priming mode, the ECM turns on the PCV relay to energize the fuel route
switching valve, changing the fuel feeding route, in which the fuel is fed from the fuel pump to the jet
pump, to another route in which the fuel drawn by the fuel pump is fed to the supply pump. Priming
mode can be activated by a driver’s switch operation at any time.
Supply Pump
Fuel
Engine
Fuel PCV
Relay
Fuel Tank Solenoid
ECM
Return Valve (ON)
F/PMP Relay
Fuel Pump Jet Pump

Satellite Switch
Chamber A Chamber B
Priming Operation
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TIP

Priming operation using in-tank fuel pump: (LEXUS IS220d)
To drive the in-tank fuel pump in priming mode, operate a satellite switch provided in the cockpit in the
following procedure.
●●Check the fuel amount, and refuel when necessary.

●●Turn the engine switch ON. (IG ON)
●●Select PRIMING using the RH or LH button of the satellite switch.
●●Press the ON/OFF button of the satellite switch to start priming.
The priming operation will stop either when the ON/OFF button of the satellite switch is pressed or
approximately two minutes have elapsed after the priming operation started. To activate the priming
operation again, wait for several tens of seconds after stop.
“PRIMING” Mode
ON/OFF Switch
LH Switch RH Switch
ON
OFF
Satelite Switch
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[[[[ Circuit
<<<< In-Tank Fuel Pump System Circuit
12 V
MREL
PPRM
MAIN
Drive Circuit
FUEL PCV *
Fuel Route
Microprocessor
Switching Valve *
FC
Drive Circuit
Battery F/PMP
M
Fuel Pump
E1
ECM
* A relay (FUEL PCV) and fuel route switching valve are applied depending on the type of vehicle.
<<<< Drive Voltage

■■In-tank Fuel Pump Control
Value on Data List
Problem Condition FC PPRM * (In-tank Fuel Pump)
Relay Control Output Relay Control Output
Normal
12V 12V OFF
(Fuel pump not operated)
Normal
(Fuel transfer mode Below 1.5 V 12V ON
activated)
Normal
Below 1.5 V Below 1.5 V ON
(Priming mode activated)*
FC circuit open 0V 12V Remains OFF
FC circuit ground short 0V 12V Remains OFF
PPRM circuit open * 12V 0V Depends on
PPRM circuit ground short * 12V 0V Depends on
* Only on the LEXUS IS220d
■■Active Test
Activate in-tank fuel pump relay:
Activate the Intank Fuel Pump Relay
ON/OFF
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8 Initialization and Registration
Part 2
8 11Initialization and Registration
111 Description
●●The sensors and actuators will also change characteristics due to their own individual differences
and age deterioration. The ECM identifies the variations and changes to improve the sensor output
accuracy and actuator operations, correcting them so that the vehicles can provide their best
performance. The ECM judges the results of the actuator drive requests through the sensor signals,
and then corrects the drive requests. Learning values are index parameters that allow the ECM to
judge and correct the actuator drive requests.
●●If the actuator operating conditions have changed significantly due to repair or parts replacement, the
ECM needs to identify the operating conditions of new sensors and actuators, and in order to conduct
appropriate system controls corresponding to the engine operating conditions, some of the stored
system control learning values will need to be manually updated or reset (initialized).
●●If the engine has been operated without necessary learning value updates or initialization, the
amplitude of correction will be extremely large, therefore, the ECM may not be able to recognize the
engine conditions precisely, or may not be able to drive the actuators accurately. Depending on the
parts that are repaired or replaced, usually, the following operations are necessary: Learning sensor
output individual differences, or transmitting stored leaning value data; Learning actuator individual
differences, initializing learned values, or registering actuators; Transmitting stored learning value
data from old ECMs.
■■Primary elements that are learned or registered in the ECD system

System
Necessary Monitor item
component Learning/registration description
operation [Data List/Utility]
element
Initialization is
To increase the fuel pressure control accuracy, the nec essar y when
ECM corrects variations due to the individual difference
of pump discharging performance. Pump discharging
the following com- [Pump SCV
Supply Pump ponent par ts are Learning Value]
performance gaps are calculated in the fuel pressure
feedback control, the consequent value will be learned changed:
as correction values, and is stored in the ECM memory. ●●Supply pump
●●ECM
The injectors have their own individual injection ●●Code registration
characteristics. To optimize the injection characteristics, is necessary when
Checking, saving
the ECM corrects the individual differences by finely fuel injectors are
and writing codes
Fuel Injector adjusting the injection durations of each injector through changed.
●●Code registration using an Intelligent
Compensation the compensation resistors or compensations codes.
Tester
code To use the compensation code injection correction, or stored code
[Learning Values
(QR code) the 30-digit code (QR code) imprinted on the top of an data transmis-
Confirmation
injector needs to be registered in the ECM. The ECM sion is necessary
Utility]
identifies each injector's characteristics with the codes, when the ECM is
correcting fuel injection. changed.
To correct the engine individual differences and the fuel
injection accuracy variations between the cylinders, the ●●Value learning is
Checking, saving
ECM performs injection with a minute amount of fuel necessar y when
and writing learn-
Pilot Quantity while no fuel is injected, and estimates the actual amount injectors or the en-
ing values using
Learning of fuel injected by the injectors from the engine speed gine is changed.
●●L e a r n e d v a l u e an Intelligent
(Injection change caused by the minute volume fuel injection.
Tester
Volume The ECM learns a deviation between the values of an data transmis-
[Learning Values
Control) *1 estimated actual injection volume and requested minute sion is necessary
Confirmation
injection volume, and corrects the actual injection when the ECM is
Utility]
volume, removing the injection volume variations among changed.
the cylinders.
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Part 2
System
element
●●Initialization is nec-
To increase pulse signal (NE signal) accuracy, the ECM
essar y when the Checking, saving
learns the variations of the sensor plate tooth widths
crankshaft position and writing learn-
(pulse signal widths). The pulse signals are used to
Crankshaft sensor plate (en- ing values using
detect the crankshaft angle. When the accuracy of pulse
Position gine) is changed. an Intelligent
signal widths is increased, the measurement accuracy ●●L e a r n e d v a l u e
Sensor Plate Tester
of crankshaft rotation speeds also increases for idling,
*1 data transmis- [Learning Values
and over a wide range of the engine speed, from low to
sion is necessary Confirmation
high. The crankshaft rotation speed is used to correct
when the ECM is Utility]
the injection volume variations between the cylinders.
changed.*2
To increase the c ontrol accuracy of noz zle vane
operation, the ECM learns the step motor 0 (zero) point
Af ter the engine
position (vane fully closed position). Values are learned
has war med up,
VN The ECM corrects turbine flow amount variations automatically.
visually check the
Turbocharger through use of the turbine flow compensation resistor. The turbine and com-
nozzle vane link-
(Step Motor The turbine flow compensation resistor is connected p e ns at i o n re si sto r
age movement
Drive) to the ECM, and the ECM reads the resistor value that are supplied as a set
when the engine
indicates the turbocharger individual difference. The (assembly).
is restarted.
ECM uses the value as feedback in the boost pressure
control.
To increase the c ontrol accuracy of noz zle vane
operations, the ECM learns the nozzle vane position
sensor output transmitted immediately after the ignition Visually check
VN switch is turned from off to on. The ECM stores the the noz zle vane
Turbocharger sensor output as the value indicating that the nozzle Values are learned linkage movement
(DC Motor vanes are at the fully closed position. Hence, when the automatically. when the ignition
Drive) engine is stopped, the DC motor is driven to fully close switch is tur ned
the nozzle vanes (making them contact with the full off.
close stopper) so that the vanes will be at the full close
positions when the ignition switch is turned on next time.
To increase the control accuracy of the EGR valve
operation, the ECM learns the EGR valve position [EGR Close Learn
sensor output when the engine is cold or the EGR Values are learned Val.]
EGR Valve
control is deactivated with the engine fully loaded. The automatically. [EGR Close Lrn.
ECM interprets the sensor output as a value indicating Status]
that the EGR valve is fully closed.
To increase the control accuracy of diesel throttle
Diesel Throttle operation, the ECM learns the following two throttle
Valve valve positions; one the fully closed position from a Values are learned [Diesel Throttle
(Step Motor throttle full open switch ON signal, and the other the automatically. Learn Status]
Drive) reference position while the engine is operating under
specified conditions.
Diesel Throttle To prevent the vibration from occurring when the engine [Diesel Throttle
Valve is stopped, the throttle valve is fully closed. At this time, Values are learned Learn Status]
(Rotary the ECM reads the throttle position sensor output, automatically. [Throttle Close
Solenoid) learning the throttle valve full close position. Learning Val.]
The ECM determines the heat developed in the catalyst Counter (calculation
according to the engine operating conditions (engine value) resetting (ini-
DPF/DPNR load), calculating heat deterioration values. To warn tialization) is neces- [DPF Catalyst
Catalyst *1 that the catalyst purification performance has been less sary when the DPF/ Deteriorate]
effective due to severe heat deterioration, a DTC will be DPNR catalytic con-
set when heat deterioration is detected. verter is changed.
●● Initialization is nec-
Checking, saving
essar y when the
To increase the detection accuracy, the ECM learns and writing learn-
air-fuel ratio sensor
the air-fuel ratio sensor output in the atmospheric air, ing values using
is changed.
Air-fuel Ratio eliminating sensor output variations. Using the learned ●●L e a r n e d v a l u e an Intelligent
Sensor *1 value, the ECM corrects the fuel injection volume and Tester
data transmis-
EGR volume so that they come to the calculated target [Learning Values
sion is necessary
values. Confirmation
when the ECM is
Utility]
changed.*2
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Part 2
System

element
The ECM corrects the measurement standard of the
differential pressure sensors located before and after the
catalytic converter that are used to measure the amount
of PM trapped by (deposited on) the DPF/DPNR catalytic
Differential
converter. The ECM learns the sensor outputs when the Values are learned [Diff. Press.
Pressure
engine coolant temperature is higher than a certain level automatically. Sensor Corr.]
Sensor *1
and the ignition switch is in the ON position while the
engine is being stopped. The ECM interprets the sensor
outputs as the value indicating that there is no pressure
difference.
*1: Depending on the specifications, the component element is not applicable. Regarding the detailed value
initialization and learning procedures, refer to the relevant TOYOTA repair manuals.
*2: When the ECM is replaced, if the learning value transmission is not completed properly due to voltage
drops or other problems from any cause, DTC P1601 may be set and a default value will be set to prevent
the DTC from being set again. The ECM will learn appropriate value in the subsequent engine control. In
this case, check that no DTC is set.
286
Part 2
222 Injection Volume Compensation

[[[[ Outline
●●The injectors have their own individual injection characteristics. To correct the injection characteristics,
the ECM finely regulates the injection durations of each injector through use of the compensation
resistors or compensations codes.
●●Each injector injection characteristics are identified through the amount of fuel injected at a specified
point that is determined from the common-rail pressure and injection duration. When the ECM
recognizes the compensation resistor or code preset in an injector itself, the injection volume of that
injector can be corrected.
●●The injection volume of an injector with a compensation resistor is corrected at between 2 to 4 points,
and for an injector with a compensation code, the injection volume is corrected at between 10 to
12 points. These correction points are determined through the common-rail pressure and injection
duration.
Correction Resister Type Compensation Code TYpe (QR Code)

Injection Quantity
Injection Quantity
Activation Pulse Correction TQ Activation Pulse Correction TQ
Correction Point
Common-rail pressure
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Part 2
[[[[ Compensation Resistor Type Injector
●●In a system, where the injectors are equipped with the compensation resistor, the resistors are directly

connected to the ECM, and the ECM reads the resistor values, correcting the injection volumes.
Correction Resistor
Correction Resistor
ECM
EDU
Injector Solenoid Coil
[[[[ Compensation Code (QR Code) Type Injector

●●The QR code and its alphanumeric version code (30-digit alphanumeric code), which represent the
injection characteristics, are imprinted on the top of the head of an injector. The common-rail system
optimally regulates the injection volumes using the information. When new injectors are fitted onto the
engine, their compensation codes are need to be entered the ECM using an Intelligent Tester.
●●The injection volume correction points, which are determined from the common-rain pressure and
injection duration, vary depending on the vehicle models and engine types.
Injector Compensation Code

QR Code
Laser Marking
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Part 3
Effective Use of
Intelligent Tester
307
1 Description
Part 3
Part 3 Effective Use of Intelligent Tester

Effective Use of Intelligent Tester
This chapter describes the ECM data items that can be shown on a TOYOTA Intelligent Tester and actuator
items that can be arbitrarily driven.
1 4Description
●●The ECM receives a signal that contains driving condition information from the sensor. The ECM
recognizes and judges the signal and then outputs a signal that regulates the actuator to operate in
correspondence to the driving conditions.
●●The various control values that are processed inside the ECM are the ECM data, and these can be
checked by an Intelligent Tester. (Data List function)
●●The actuator can be arbitrarily driven by outputting the drive request signal from an Intelligent Tester
to the ECM and thus the operation conditions can be checked by monitoring the ECM data. (Active
Test function)
ECM
Actuator
Sensor Switch
Recognize Judge Drive
ECM data Drive Request

(Data List) (Active Test)
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2 Data List
Part 3
2 5Data List
111 Outline
[[[[ Signals Shown in Data List

●●Data List is a function to check the “input signals from the sensor”, “output signals to the actuator” and
“various learning values” that are necessary for the ECU control in the form of ECU data.
●●The control data can be checked without touching various parts of the vehicle. And especially for the
input signal system, it can be judged to be normal without conducting the individual inspections and
wireharness inspection, when the ECU data inspection result is normal.
In addition, the items that cannot be checked from outside, such as ECU learned conditions, can be
checked.
●●Data List is generally classified as the following ECM data item groups; “input signals”, “output signals”
and “learning values”.
Input signals Output signals Learning values

Signals from the sensors
Value for compensation to gain current best
Signals sent to the ECM from Signals to the actuator
vehicle conditions in accordance with the
various sensors and switches Signals that inform the
individual differences of the sensors and ac-
The operation conditions of vari- ECM how to act against
tuators and the characteristic changes over
ous systems and driving condi- the actuator.
time recognized by the ECM.
tions are sent to the ECM.
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2 Data List
Part 3
[[[[ Data List Items

●●Using the Data List function, data from the following systems can be shown in the details of the data
list items.
Category Description
Accelerator Pedal Accelerator pedal position sensor related data
Air-fuel Ratio Sensor Air-fuel ratio sensor related data
Charging Control Charging control system related data
Check Mode ECM mode related data
Common-rail Injection Fuel injector and injection volume related data
Diagnosis DTC detection related data
Diesel Throttle Diesel throttle control related data
ECT Electric controlled transmission (transaxle) related data
EGR Exhaust Gas Recirculating system related data
Exhaust Exhaust system and catalyst related data
Fuel Fuel pressure related data
Monitor Data related to monitor status in compliance with legal regulations
Other Systems Status data of other systems related to the engine
Sensor / Status Sensor input and engine condition information
Switch Status signal data from various switches
Symptom Diagnosis Vehicle motion information
Test Cylinder compression measurement (active test) information
VN Turbocharger Turbocharger control related data
Vehicle Specifications Vehicle specification information
REFERENCE
●●This manual describes the Data List items by dividing them into the above categories to improve
searchability.
●●However, Intelligent Testers can show the data list items in various measurement groups, such as All
Data, Custom List*, Primary* and some defined measurement groups.

* Custom List: Measurement group that is arbitrarily selected by the tester user
* Primary: Measurement group that is set for basic engine inspection
NOTICE
Even on the engine types that have data list items, they may not be displayed depending on the vehicle
model and model year.
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2 Data List
Part 3
222 Details of Data List Items

Cat- Tester
Indication Summary Diagnostic Notes
egory Display
Measurement Item Hint
This parameter indicates the final accelerator pedal open-
Accelerator position status for engine control
ing angle calculated by the ECM.
Accel Position
Min: 0 Max: 100 Unit: % Reference Value

Cause of Out of Range
0 % for a non depressed accelerator pedal and 100 %
111 Under fail-safe condition for END system when fully depressed, value is in proportion with the ac-
222 Accelerator position sensor malfunction celerator pedal opening angle regardless of the engine
333 W/H or connector condition
444 ECM
When the circuit is open or a short occurs, output is less
Accele Sensor Out No.1
No.1 Accelerator pedal position sensor volt- than 1.2 V or grater than 4.8V .
age If both No.1 and No2 circuits open or short occurs use the
fail safe value and fix the engine speed at first idle.
Min: 0 Max: 5 Unit: V Reference Value
Cause of Out of Range Approx. 0.8 V for a non depressed accelerator pedal and
3.5 V when fully depressed, value is in proportion with the
111 Under fail-safe condition for ECD system accelerator pedal opening angle regardless of the engine
222 Accelerator position sensor malfunction condition.
333 W/H or connector The gap between Accele Sensor Out No.2 is constantly 0.8
444 ECM V
When the circuit is open or short occurs, output is less
Accele Sensor Out No.2
No.2 Accelerator pedal position sensor volt- than 1.2V or grater than 4.8 V.
Accelerator Pedal
age Both No.1 and No2 circuits open or short occurs use the
fail safe value and fix the engine speed at first idle.
Cause of Out of Range Approx. 1.6 V for a non depressed accelerator pedal and
4.3 V when fully depressed, value is proportion with ac-
111 Under fail-safe condition for ECD system celerator pedal opening angle regardless of the engine
222 Accelerator position sensor malfunction condition.
333 W/H or connector The gap between Accele Sensor Out No.1 is constantly 0.8
444 ECM V
Accele Sens No.1Volt %
This indicates the value of No.1 Accelerator pedal position

No.1 Accelerator pedal position sensor out-
sensor voltage divided by sensor power source voltage
put
(VC)
Approx. 16% at non depressed accelerator pedal and 70%
111 Under fail-safe condition for ECD system at fully depressed accelerator pedal, value is proportion
222 Accelerator position sensor malfunction with accelerator pedal opening angel regardless engine
333 W/H or connector condition.
444 ECM
Accele Sens No.2Volt %
This indicates the value of No.2 Accelerator pedal position

No.2 Accelerator pedal position sensor out-
sensor voltage divided by sensor power source voltage
put
(VC)
Approx. 32% at non depressed accelerator pedal and 85
111 Under fail-safe condition for ECD system % at fully depressed accelerator pedal, value is proportion
222 Accelerator position sensor malfunction with accelerator pedal opening angel regardless engine
333 W/H or connector condition.
444 ECM
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2 Data List
Part 3
Cat- Tester
egory Display

AF Lambda B#S# = air-fuel ratio / 14.5 (Stoichiometric A/
F ratio)
Lambda value calculated from the air-fuel
Value less than 1 (0.000 to 0.999): Rich
ratio sensor
Value greater than 1 (1.001 to 1.999): Lean
14.5 is 1.000
Air-fuel ratio = Intake air mass / (main fuel injection + ex-
AF Lambda B#S#
B#S# represents the sensor location

haust fuel addition injection mass)
Refer to the illustration A.
Min: 0 Max: 1.99 Unit: N/A Reference Value
111 Air-fuel ratio sensor 0.80: 11.8 (Rich)
222 Wire harness or connector 0.90: 13.2 (Rich)
333 Fuel injector 1.00: 14.5 (Stoichiometric air-fuel ratio)
444 E x h a u s t f u e l a d d i t i o n i n j e c t o r ( i f 1.10: 16.2 (Lean)
equipped) 1.20: 17.6 (Lean)
555 ECM
AF Sensor Learning Value
AF sensor output voltage learning value in atmospheric

air.
AF sensor output voltage learning value in
To correct variations caused by the individual differences
the atmospheric air
of the outputs or deterioration by age, the ECM learns the
air-fuel ratio sensor output value in the atmospheric air.
Air-fuel Ratio Sensor

Cause of Out of Range AD series engine reference value:
111 Air-fuel ratio sensor 1.8 to 2.1 V
222 Wire harness or connector
333 ECM Initial value in case of learning error 1.9994 V

AFS Current B#S#
Air-fuel ratio sensor output current value Output current increases as the air-fuel ratio becomes
B#S# represents the sensor location larger (lean)
Min: -128 Max: 127.99 Unit: mA Reference Value
111 Air-fuel ratio sensor Idling after engine warmed-up
222 Wire harness or connector : -0.5 to 0.5 mA
333 ECM
If the exhaust fuel addition injector is clogged, even if
Air-fuel ratio sensor output voltage value DPF/DPNR catalyst regeneration is performed with the
B#S# represents the sensor location intelligent tester, the AFS B1 S1 value will not change.
AFS Voltage B#S#
Refer to the illustration A.

111 Air-fuel ratio sensor
333 Fuel injector Idling after engine warmed-up: 1.01 to 1.58 V
444 E x h a u s t f u e l a d d i t i o n i n j e c t o r ( i f
equipped)
555 ECM
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Part 3
Cat- Tester
egory Display

Illustration A
Air-fuel Ratio Displayed on Tester:
AF Lambda B1S1
1
AF Lambda B1S1 = Air-fuel Ratio /14.5
0
Air-fuel Ratio Sensor
(V)
2
AFS B1S1
1
0
20 30 40 50
14.5
Air-fuel Ratio
AFS Voltage B1S1 - - - 0 0.065 0.174 0.274 0.361 0.513 0.787 1.013 1.579
AF Lambda B1S1 0.828 0.897 0.966 1 1.034 1.103 1.172 1.241 1.379 1.724 - -
Air-fuel Ratio 12 13 14 14.5 15 16 17 18 20 25 30 50
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Cat- Tester
egory Display

When driving after the engine is warmed-up, the values
change in accordance with the amount of electricity gen-
Shows the current value calculated from the erated by the alternator.
current sensor output In case of overcharge or over discharge, the charging
Battery Current
control will be stopped to protect the battery and prevent

capacity decrease
Min: -100 Max: 100 Unit: A Reference Value
111 Battery current sensor During vehicle acceleration: small current
222 Wire harness or connector During vehicle deceleration: large current
333 Charging system (Alternator) While battery discharged: negative value
444 Battery
555 ECM
Charging control is performed in accordance with the sen-
Displays the battery fluid temperature calcu-
sor temperature signals because the current reception
Battery Temperature
lated from the fluid sensor (current sensor)

characteristics change in accordance with the battery fluid
output
temperature
Charging Control
Min: -45 Max: 156.4 Unit: ˚C Reference Value

111 Battery current sensor
222 Wire harness or connector The values change in accordance with the actual tem-
333 Charging system (Alternator) perature around the battery
444 Battery
555 ECM
Alt Vol - Active Test
Voltage command value to the regulator dur-

Active test support data
ing Active Test [Control the Voltage of the
Engine is operated
Alternator]
Cause of Out of Range Changes in accordance with commands during Active
- Test
Alt Vol - Non Active
Voltage command value to the regulator dur-

ing Active Test [Control the Voltage of Alter-
Engine is operated
nator] (normally operated)
Test

Cause of Out of Range The values change in accordance with the battery fluid
- temperature and driving conditions (12.5 to 14.8 V)
Cat- Tester
egory Display
Check Mode: The mode in which certain DTCs can be de-
Check Mode
Check Mode
Check mode status

tected more easily and with higher sensitivity.
Status ON/OFF Unit: N/A Reference Value
ON: Check mode selected
ECM
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2 Data List
Part 3
Cat- Tester
egory Display

Injection compensation value between cylin-
ders:
Rotational fluctuation compensation injec-
When compensation is performed before a malfunction
tion volume during idling (calculated from
occurs, it is not always caused by a problem with the cyl-
the crankshaft rotation speed)
inder with the biggest absolute number
4 cylinder engine:
Example: When the injection order is 1-3-4-2
Injection Feedback Val Cyl#
#1 → No. 1 cylinder, #2 → No. 2 cylinder

#1 Compression leak → #1 rotation speed becomes low
and #2 rotation speed becomes high
8 cylinder engine:
#2 Injection volume excessive → #2 rotation speed be-
comes high
Min: -10 Max: 10 Unit: mm3/st Reference Value
Common-rail Injection
111 Injector clogging Idling: -3.0 to 3.0 mm3/st

222 Injector deterioration
333 Decrease in cylinder compression Positive value if rotation speed of each cylinder combus-
444 Injector compensation code is incorrectly tion process is lower than the target rotation speed cal-
set (forgot to input code after replace- culated from the target idling speed, and negative value if
ment or made mistake during setting of higher.
code after replacing ECM with one from
another vehicle)
When this value (absolute value) is large, it shows that
the difference between the actual fuel pressure and the
Injection Pressure Correction
Injection pressure feedback correction target fuel pressure is large. A positive value shows that
amount: the amount of fuel compressed and fed has increased
Injection volume correction when there is due to lack of pressure. A negative value shows that the
difference between the calculated injection amount has decreased due to excessive pressure. When
volume fuel pressure and the actual fuel the pump SCV malfunctions, the rail pressure usually be-
pressure comes excessive due to SCV closure malfunction and this
value and the pump individual difference learning value
becomes smaller.
Min: -400 Max: 400 Unit: mm3/st Reference Value
Cause of Out of Range -20 to 20 mm3/st at standard temperature
111 Suction control valve malfunction Basically, if the actual fuel pressure = target fuel pressure,
222 Clogged fuel filter the injection pressure feedback compensation amount = 0.
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2 Data List
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Cat- Tester
egory Display

●●“Inj Vol Feedback Learning” is calculated by the
deviation of the injection volume at idle speed when the
engine has warmed up.
●●When poor quality fuel or sustained low-speed driving
causes a reduction in the injector nozzle hole area
(reducing injection volume), the “Inj Vol Feedback
Learning” will become an abnormal value (for example,
2.0 mm 3 /st). At the time if all of “Injection Feedback
Value #” are within specifications (for example, less
than 2 mm3/st), then all cylinders are considered to be
Injection volume compensation learning malfunctioning.
Inj Vol Feedback Learning
value: ●●Other than the injectors, fuel filter pore blockage,

Injection volume compensation value for poor-quality fuel, compression loss and large engine
reaching the target idling speed at the cur- friction can all cause “Inj Vol Feedback Learning” to be
rent engine status using the injection volume abnormal.
at the minimum engine friction (Idle Injection ●●When the engine is started in cold conditions, the
Volume [Min]) idling engine speed is high and gradually slows down
in accordance with the increasing engine coolant
temperature. If the changing value of the idling engine
speed is unstable during engine warming up, check “Inj.
FB Vol. For Idle”.
●●When combustion noise or drivability is bad, check “Inj
Vol Feedback Learning” as part of the injection system
deterioration diagnosis.
●●Only when the ignition switch is turned off, the learned
value is updated gradually.
●●Refer to illustration B.
Min: -10 Max: 9.92 Unit: mm3/st Reference Value

111 Fuel injector Idling: -2.0 to 2.0 mm3/st
222 Engine assembly (low compression,
large engine friction, etc.)
Idling stable condition injection volume com-
pensation learning value:
When the electric load or the AC SW is ON, compensa-
Compensation injection volume when there
tion is performed respectively
Inj. FB Vol. For Idle
is difference between the target engine

Compensation amount is the total amount for all cylinders
speed and the actual engine speed while
idling
Min: -80 Max: 79.998 Unit: mm3/st Reference Value
111 Fuel injector
222 Fuel filter Idling: -10 to 10 mm3/st
333 Inferior quality fuel
●●Injection amount for each combustion.
●●If injectors are clogged, fuel quality is poor, the fuel filter
is clogged, or engine friction increases, the “Injection
Final injection volume Volume” will increase.
Injection Volume
●●If there is a malfunction due to low turbocharger

pressure or a low intake air volume, the injection volume
is limited and there is a lack of power.
Min: 0 Max: 100 Unit: mm3/st Reference Value
111 Fuel injector
222 Fuel filter Idling: 3.0 to 10.0 mm3/st
333 Inferior quality fuel
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Cat- Tester
egory Display

This flag displays an error when the injector compensa-
Injector Memory Error tion code is not input for a new ECU or an injector for a
Displays the ECM error status when the
different type or a value beyond the compensation setting
injector QR is unregistered or unable to be
range is input.
read out
This error will not be detected when a wrong QR is input.
Displays the QR code writing error status
For unregistered ECU, check engine light will illuminate.
On certain models, P1601 will be displayed
Status No error / Error Unit: N/A Reference Value
No error
QR code writing error
The injector flow amount decrease can be diagnosed by
comparing the value with the injection volume command
Idle Injection Volume (Min)
value when idling without an electric load after the engine

Reference value for calculating the injection is warmed-up.
volume compensation learning value “Inj Vol When the “Inj Vol Feedback Learning” has been in-
Feedback Learning” creased to 1.5 to 2.0 mm3/st when the travel distance is
short (10,000 to 20,000 km), the flow amount may have
decreased due to a clogged injector, bad fuel etc.
Refer to illustration B
Min: 0 Max: 39.8 Unit: mm3/st Reference Value
Cause of Out of Range 3.0 to 10 mm3/st
Injection volume compensation is determined from the
- result of the Inj Vol Feedback Learning
●●When unable to start, whether the injection is conducted

is checked.
●●When the fuel pressure falls to 15 MPa or less, “Main
Injection Period” is set to 0.
Main Injection Period
Main injection period ●●When P0093, P0607, P0627, P062D or P062E is

stored, there is an engine stall request. At that time,
“Main Injection Period” equals 0.
●●As the engine stalls 1 minute after the MIL illuminates,
freeze frame data cannot be checked.
Min: 0 Max: 65535 Unit: μs Reference Value
111 ECM (Calculation items related to the in- Idling, engine warmed up:
jection volume control) 490 to 690 µs (1VD reference value)
222 Fail - s afe due to DTC (DTC P 0 0 9 3, 170 to 368 μs (2AD reference value)
P0607, P0627, P062D, P062E, etc.) de-
tection
Main Injection Timing
Use “Main Injection Timing” to check poor drivability when

Main injection timing the following symptoms are present: Bad injection timing,
black smoke, and white smoke.
Min: -90 Max: 90 Unit: °CA Reference Value
Cause of Out of Range Idling after engine warmed up and vehicle under normal
111 ECM (Calculation items related to the in- atmospheric pressure:
jection timing control) -5 to 15 °CA
Pilot 1 Injection Period
Check to see if “Pilot 1 Injection Period” is not zero when

Pilot 1 injection timing
the symptoms occur.
111 ECM (Calculation items related to the Idling: 0 µs
multiple injection control)
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2 Data List
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Cat- Tester
egory Display
Pilot 1 Injection Timing

Use “Pilot 1 Injection Timing” to check poor drivability
Pilot 1 injection timing when the following symptoms are present:
Bad injection timing, black smoke, and white smoke.
Idling after engine warmed up and vehicle under normal
111 ECM (Calculation items related to the atmospheric pressure: 0 °CA
Pilot 2 Injection Period
Check to see if “Pilot 2 Injection Period” is not zero when

Pilot 2 injection timing
the symptoms occur.
Cause of Out of Range Idling after engine warmed up:
111 ECM (Calculation items related to the 390 to 490 µs (1VD reference value)
multiple injection control) 148 to 260 µs (2AD reference value)
Pilot 2 Injection Timing
Use “Pilot 2 Injection Timing” to check poor drivability

Pilot 2 injection timing when the following symptoms are present:
Idling after engine warmed up and vehicle under normal
111 ECM (Calculation items related to the atmospheric pressure: -6 to -2 °CA

After Injection Period
Check to see if “After Injection Period” is not zero when

After Injection Period the following symptoms occur:
Black smoke, poor drivability.
Cause of Out of Range 2000 rpm with no load:
111 ECM (Calculation items related to the 300 to 370 µs (1VD reference value)
multiple injection control) 90 to 110 µs (2AD reference value)
After Injection Timing
Use “After Injection Timing” to check poor drivability when

After injection timing the following symptoms are present:
2000rpm with no load:
111 ECM (Calculation items related to the 23 to 30°CA
When the learning is incomplete, the MIL comes ON and
P1601 EEPROM error will be recorded
Pilot quantity learning status
When replacing injectors or ECUs, use an intelligent tes-
Pilot Quantity State
ter to perform learning.

Standby / Wait / Learn /
Status Unit: N/A Reference Value
Stop / Complete
Cause of Out of Range Standby: Not performed (pilot quantity learning manual
mode standby)
Wait: Waiting for the learning activation conditions to be
met
- Learn: Learning is performed
Stop: Learning is stopped
Complete: Learning is complete
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2 Data List
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Cat- Tester
egory Display

Displays the pilot quantity learning prohibition state due to
the after-treatment control.
Catalyst regeneration control being previously completed
because learning cannot be performed under following
conditions:
●●Catalyst regeneration control (PM combustion) was
Pilot Quantity State (CAT)
performed
●●D i e s e l o x i d a t i o n c a t a l y t i c c o n v e r t e r / f i l t e r b e d
Pilot quantity learning prohibition state
temperature rise prevention control is performed (DPF/
DPNR)
●●A ir-fuel ratio sensor atmospher ic air lear ning is
performed.
Pilot quantity learning needs to be performed after re-
placing the injector, however learning is prohibited during
DPF/DPNR catalyst regeneration control because it can-
not be conducted properly during regeneration control.
Status READY / NG Unit: N/A Reference Value

Learning may not have been performed us- READY:
ing an intelligent tester after replacing the Catalyst regeneration control not performed
injector or ECM
Illustration B
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2 Data List
Part 3
Cat- Tester
egory Display

The applicable Diagnostic Trouble Codes (DTCs) are
# Codes (Include History)

stored in the ECM memory when the vehicle on-board
computer detects a malfunction in the computer itself or
Number of detected DTCs in drive system components. In addition, the Malfunction
Indicator Lamp (MIL) is illuminated.
Number of DTCs appearing at least once during the last
40 times the vehicle was warmed up.
Min: 0 Max: 255 Unit: N/A Reference Value
The vehicle on-board computer (ECM) de- 0: System normal
tects a malfunction in the common-rail diesel
engine control system
The MIL is illuminated when the vehicle onboard comput-
Malfunction Indicator Lamp (MIL) status er detects a malfunction in the computer itself or in drive
system components.
MIL

The vehicle on-board computer (ECM) de- OFF: System normal
tects a malfunction in the common-rail diesel
engine control system
Distance from DTC
●●Distance driven since the DTCs were cleared.

●●(Data List’s “Distance from DTC clear”) - (Freeze frame
Distance after DTC cleared
data’s “Distance from DTC clear”) = Distance driven
Cleared
Diagnosis
since the abnormality occurred.

Min: 0 Max: 65535 Unit: km Reference Value
-
-
MIL ON Run Distance
●●Distance traveled after a DTC is stored.

●●C l e a r e d w h e n t h e n e g at i ve (-) b at te r y c a b l e i s
Distance after DTC stored disconnected or when the DTC is cleared using the
intelligent tester.
●●Result of ECU calculations (using the vehicle speed)
Min: 0 Max: 65535 Unit: km Reference Value
-
-
Emission DTC
Number of DTCs related to the emission de-

Number of
-
terioration
-
-
OBD Requirements
Identifying OBD requirement -

E-OBD / Euro 4 / Euro 5 /
Min: Unit: N/A Reference Value
NO
Cause of Out of Range Euro-OBD applicable country models:
- E-OBD
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egory Display

Running Time from MIL ●●Engine run time since the MIL illumination.
●●C l e a r e d w h e n t h e n e g at i ve (-) b at te r y c a b l e i s
Running time after MIL turns on
disconnected or when the DTC is cleared using the
ON
intelligent tester.
Min: 0 Max: 65535 Unit: min Reference Value
-
-
When the Active Test “Connect the TC and TE1” is per-
TC and TE1
TC and TE1 terminal of DLC3 formed, the system behaves as if TC and CG were con-
nected.
Status ON / OFF Unit: N/A Reference Value
Diagnosis

OFF: TC and TE1 are not connected
-
Time after DTC
Time elapsed since the DTCs were cleared (or shipment

Time after DTCs cleared
from the factory).
Cleared
Min: 0 Max: 65535 Unit: min Reference Value

-
-
(Data List “Warmup Cycle Cleared DTC”) - (Freeze frame
Warmup Cycle
Cleared DTC
Number of engine warm ups since DTCs

data “Warmup Cycle Cleared DTC”) = Warmup cycles
were cleared.
since the abnormality occurred.
-
-
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Cat- Tester
egory Display
Closing percentage of the throttle valve.
●●Fully closed: 100%.
●●Fully open: 0%.
There is no connection with the accelerator. However, un-
der full load, the throttle is usually fully open (0%).
Actual Throttle Position #
Actual diesel throttle valve opening degree ●●Stuck closed: Engine stall, difficult to start, lack of
# represents the bank power, black smoke, rough idle
●●Stuck open: Loud turbocharging sound, bad vibration
when engine stopped
●●When ECM detects a malfunction in the diesel throttle
(MIL on), engine power is restricted so that the vehicle
can drive at a maximum speed of 80 to 120 km/h.
Min: -20 Max: 120 Unit: % Reference Value
111 Diesel throttle body (stuck open, stuck
closed) Idling after engine warmed-up: 0 to 90%
222 Diesel throttle valve position sensor (accordance with EGR control condition)
444 ECM
●●If the system is functioning properly, learning will be
performed when the engine switch is turned from on (IG)
Diesel throttle valve full closed position
to off.
Diesel Throttle Learn
learning status ●●NG indicates that a foreign object may be lodged in the
# represents the bank
throttle valve or actuator components, or a disconnect/
Diesel Throttle
Status #
short exists in the signal wires.

Status NG / OK Unit: N/A Reference Value
closed) OK
222 Diesel throttle valve position sensor
444 ECM
●●When the engine is turned from on (IG) to off and 5
seconds elapse, learning of “Throttle Close Learning
Val.” will be complete.
●●When “Throttle Close Learning Val.” is outside of the
normal range, a foreign object may lodged in the throttle
Diesel throttle valve full closed position valve.
Throttle Close Learning
learning value Fully closed: 17.25 deg.

# represents the bank Fully open: 87.25 deg.
●●If the value is stuck at the upper limit of 21.25 deg, there
Val. #
is a chance that a malfunction is present.

However, as the initial value for the learned value is 21.25
deg, it is necessary to check the value after learning is
completed.
Min: 0 Max: 249.992370605468 Unit: deg Reference Value
closed) 14 to 22 deg
222 Diesel throttle valve position sensor (rotary solenoid drive diesel throttle valve reference value)
444 ECM
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●●To 0%: Closed side diesel throttle actuation.
●●To 100%: Open side diesel throttle actuation.
●●When this value is large but the actual opening angle
does not reach the target opening angle, there is an
unable to close malfunction.
●●If it is small, but the actual opening angle does not reach
the target opening angle, there is an unable to open
Throttle Motor DUTY #
Diesel throttle motor actuate duty ratio malfunction.

# represents the bank ●●Usually this value is at approximately 50 +/-20%, but
momentarily jumps outside this range do occur.
●●If a duty outside 50 +/- 40% continues for several
seconds, it will be judged that the diesel throttle is not
moving properly and the MIL will be illuminated.
If the duty ratio does not remain constant when the target
throttle position is constant, the mechanical movement of
the throttle valve is unsmooth.
closed) Idling after engine warmed-up: 10 to 90%
333 ECM
The ECM learns the valve position by detecting the full
open position using the diesel throttle valve full open
Throttle Step Position
Diesel throttle valve position for step motor switch and determines the full open and full closed steps
type and recognizes the position by the steps.
Diesel Throttle
Fully open: 0 step

Fully Closed: 209 (217) step
Min: 0 Max: 255 Unit: step Reference Value
111 Diesel throttle body (step motor) Idling after engine warmed up:
222 Wire harness or connector 150 to 175 step
333 ECM
●●Throttle position sensor output voltage is converted
using 5 V = 100%.
●●When fully closed: 14%.
●●When fully open: 70%.
Diesel throttle valve position sensor output ●●When the ignition switch is turned from OFF to ON, the
# represents that there are 2 sensor output
throttle valve fully opens once.
systems. ●●When the ignition switch is turned from ON to OFF, the
Displayed in % by dividing the No. 1 throttle
Throttle Sensor # Volt %
throttle valve fully closes once.

sensor output value by the sensor power
Symptoms when out of range:
voltage. ●●Stuck closed: Engine stall, difficult to start, rough idling,
Displayed in % by dividing the No. 2 throttle
lack of power, black smoke, white smoke
sensor output value by the sensor power ●●Stuck open: Loud turbocharging sound, bad vibration
voltage.
when engine stopped
●●When the ECM detects a malfunction with the diesel
throttle (MIL on), engine power is restricted but city
driving is possible.
closed) ●●Ignition switch on: 60 to 80%
222 Diesel throttle valve position sensor ●●Warmed-up and idling: 10 to 80%
444 ECM
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Cat- Tester
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Target Throttle Position #

If the actual throttle position follows this value, it is normal.
Fully closed: 100%
Target diesel throttle valve opening degree
Diesel Throttle
Fully open: 0%
The value should not largely differ from the actual throttle
position
Idling after engine warmed-up: 0 to 90%
ECM (Calculation items related to the diesel (accordance with EGR control condition)
throttle control)
Cat- Tester
egory Display
Received MIL from ECT
Information through CAN communication

Malfunction information from transmission
OFF: No MIL ON command from the ECT
control ECU
ON: MIL ON command from the ECT
Malfunction in ECT (electronic controlled OFF: ECT system is operating normally
transmission) system
Shift Position Sig from
Transmission gear position signal from

transmission control ECU
1st / 2nd / 3rd / 4th / 5th /
ECT
ECT

6th
Malfunction in ECT (electronic controlled Accordance with transmission gear position
ECT Lock Up
Automatic transmission lock-up status OFF: Lock-up OFF

ON: Lock-up ON
Malfunction in ECT (electronic controlled Accordance with transmission lock-up status
324
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egory Display

●●Inspect while comparing to “Target EGR Valve Pos.”.
Actual EGR valve opening ●●Check the valve movement via the Active Test.
Actual EGR Valve Pos.#
#represents the bank ●●Sometimes the malfunction only occurs around a certain
Calculated from EGR valve opening position temperature, so refer to the engine coolant temperature
sensor and outside temperature at the time the malfunction
occurred.
“Actual EGR Valve Pos. #2” has to be inspected while
comparing to “Target EGR Valve Pos. #2”.
111 EGR valve Idling after engine warmed up: 0 to 80%
222 EGR valve lift sensor (accordance with EGR control condition)
444 ECM
EGR operation status for vacuum controlled
Displays ON when the E-VRV drive duty ratio is 45% or
EGR valve
more
EGR VSV

111 E-VRV
222 EGR valve ON: Active Test item “Control the EGR System” operated
444 ECM
EGR
●●This value is the EGR position sensor output voltage.

●●At the upper and lower limits of the normal range, it is
possible that a foreign object is lodged in the EGR valve
seat area.
EGR Close Learn Val.
EGR Close Lrn Val. #
EGR valve full closed position learning value ●●As the lower and upper limits are 3.5 V and 4.5 V
respectively, if the value becomes stuck at either of
these values, there is a malfunction in the lift sensor or
the valve position may be misaligned (foreign matter is
present, etc.).
111 EGR valve (carbon deposits, stuck open) Idling: 3.5 to 4.5 V
222 EGR valve lift sensor Initial value 4.0 V when the battery terminal is reconnect-
333 Wire harness or connector ed
444 ECM
●●“OK” means the fully closed position learning has
completed normally.
●●When NG, the learned fully closed position may be
EGR Close Lrn. Status
EGR valve full closed position learning sta- outside of the normal range. When NG, there may be
tus foreign matter stuck in the valve.
●●After disconnecting and reconnecting the battery cable,
if the ignition switch has not been turned to off once,
learning may not be completed.
111 EGR valve (carbon deposits, stuck open)
222 EGR valve lift sensor OK: Full closed position learning complete
444 ECM
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Cat- Tester
egory Display

●●EGR lift sensor output is calculated from the EGR
position sensor output voltage. Value is 0 to 5 V
converted to 0 to 100%.
●●Sensor output may vary depending on the engine
EGR Lift Sensor Output #
Displayed in % by dividing the sensor output
There are 2 types, one with the lift sensor voltage around
value by the sensor power voltage
0 V and the other around 5 V at the closed side
# represents the bank ●●Except for the engines without the opening degree
feedback, the EGR valve may be malfunctioning if the
difference between the value and the target EGR valve
opening degree is larger than the predetermined value.
Min: 0 Max: 99.6 Unit: % Reference Value
111 EGR valve (carbon deposits, stuck open) Fully closed: 80 +/- 10%
222 EGR valve lift sensor Fully opened: below 26 +/- 10%
333 Wire harness or connector (AD series engine reference value)
444 ECM
OK: Status when the EGR valve can be forcibly driven.
NG: Status when it cannot be forcibly driven.
When the engine is running, the Active Test of [Control
the EGR Step Position] can operate the EGR valve only to
EGR Operation Prohibit
EGR valve forced drive prohibition status

the closing side.
When the engine is not running (ignition switch ON), the
Active Test can operate the EGR valve to both the open
and closing sides.
Following execution conditions for the active
test are not met. OK: Active Test item “Control the EGR Step Position” can
111 Ignition switch ON
EGR
be performed
222 Vehicle stopped condition
333 Engine stopped (opening direction drive
is restricted when the engine is running)
ECU calculated value based on sensors (airflow, boost
pressure, intake air temperature etc.)
ECM calculated target EGR valve opening
Target EGR Pos. #

degree ●●When value is out of range and approaching 0%: MAF
meter degradation, intake or exhaust system blockage
●●When value is out of range and approaching 100%:
EGR pipe blockage
Cause of Out of Range Idling after engine warmed up: 0 to 80%
Changes in accordance with the engine operating condi-
111 ECM (Calculation items related to the tions
EGR control) 15 to 35% (2AD-FHV reference value)
The step motor is controlled in up to 58 incremental steps
(converted for 2 phase excitation), with a stroke of 4.3mm
between the full close to full open positions. The ECM de-
EGR Step Position
Current EGR valve opening degree for the termines the number of steps for the fully closed condition
step motor by full closed position learning and recognize the valve
position by the steps.
Fully open: 125 steps (converted for 1-2 phase excitation)
Fully Closed: 0 step
Min: 0 Max: 125 Unit: step Reference Value
111 EGR valve Idling after engine warmed up: 0 to 125 step
222 Wire harness or connector (accordance with EGR control condition)
333 ECM
326
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Cat- Tester
egory Display

●●When the DPF/DPNR catalyst thermal deterioration
data exceeds the predetermined value, DTC P2002 is
EEPROM error status for DPNR catalyst set and Error is displayed.
Catalyst Memory Error
●●ECM calculates and integrates the DPF/DPNR catalyst

thermal deterioration data by the engine load.
Status No error / Error Unit: N/A Reference Value
111 DPF/DPNR catalytic converter is deterio-
rated No error: DPF/DPNR catalytic converter normal
222 After the DPF/DPNR catalyst has been (DPF/DPNR catalytic converter thermal deterioration data
replaced, DPF/DPNR catalytic converter does not exceed threshold)
thermal deterioration data is not initial-
ized.
●●This number indicates the correction value (0 point
c alibration) for c ompensation of var ianc e in the
differential pressure sensor.
Diff. Press. Sensor Corr.
Differential pressure sensor 0 point learning ●●If this value of DPF Differential Pressure does not
value
approach 0 kPa when the ignition switch is ON (engine
.Compensates the sensor output drift when
is stopped) and the Diff. Press. Sensor Corr. displays
the ignition switch is ON (the engine is
less than -1.5 kPa or more than 1.5 kPa, there may be a
stopped).
malfunction in the differential pressure sensor.
●●Note however, that the output of the differential pressure
sensor fluctuates depending on the temperature.
Min: -10 Max: 245.9 Unit: kPa Reference Value
Ignition switch ON (engine stopped):
111 Differential pressure sensor -1.5 to 1.5 kPa
222 ECM
Exhaust

●●When the DPF/DPNR catalyst thermal deterioration
Displays the deterioration condition status data exceeds the predetermined value, DTC P2002 is
from the DPF/DPNR catalyst thermal dete- set and Error is displayed.
DPF Thermal Deteriorate
rioration data ●●ECM calculates and integrates the DPF/DPNR catalyst

thermal deterioration data by the engine load.
Status Normal / Deteriorated Unit: N/A Reference Value
111 DPF/DPNR catalytic converter is deterio-
rated
222 After the DPF/DPNR catalyst has been Normal: DPF/DPNR catalytic converter normal
replaced, DPF/DPNR catalytic converter (DPF/DPNR catalytic converter thermal deterioration data
thermal deterioration data is not initial- does not exceed threshold)
ized.
333 Exhaust gas temperature sensor (In)
444 Exhaust gas temperature sensor (Out)
●●When PM (Particulate Matter) builds up in the DPF/
DPNR catalyst, the “DPF Differential Pressure” value
DPF Differential Pressure
increases.
Differential pressure sensor output value ●●If the differential pressure in front of and behind the
catalyst becomes near the value of the “intake air
amount multiplied by about 0.4”, the catalyst is probably
clogged with PM even if DTC P2002 is not present.
Min: -5 Max: 100 Unit: kpa Reference Value
111 DPF/DPNR catalytic converter
222 Vacuum transmitting pipe clogged Idling: -3kPa to 3kPa
333 Dif ferential pressure sensor vacuum
hose clogged
327
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Cat- Tester
egory Display

●●Exhaust gas temperature does not rise enough during
the DPF/DPNR catalyst regeneration.
●●If the exhaust gas temperature does not rise enough,
then “No Activate” appears on the intelligent tester
Result of checking whether the catalyst is
display. In this case, DPF/DPNR catalytic converter
activated when the catalyst regeneration
deterioration or clogging of the exhaust fuel addition
control is performed.
DPF No Activate
injector are possible causes of the malfunction.

●●Other possible causes include EGR valve malfunction,
exhaust temperature sensor malfunction, and injector
malfunction.
Status Activated / Not Activated Unit: N/A Reference Value
222 Exhaust fuel addition injector
333 Exhaust gas temperature sensor (In) Activated: Catalyst regeneration control is performed.
444 Exhaust gas temperature sensor (Out)
555 Fuel injector assembly
666 ECM
●●If PM (Particulate Matter) builds up in the DPF/DPNR
catalyst, the pressure differential from front to rear of
the DPF/DPNR catalyst gradually increases.
●●For example, at 3 0 0 0 r pm (no load), if the DPF
Differential Pressure increases to MAF (mass air flow
meter) x 0.4 kPa or more, “Blocked” appears on the
DPF/DPNR catalyst differential pressure er-
intelligent tester display.
ror status ●●In this case, clogging of the DPF/DPNR catalytic
The error is detected if the differential pres-
converter or exhaust fuel addition injector are possible
sure is excessive due to catalytic converter
causes of the malfunction.
PM deposit or if the differential pressure is ●●O t h e r p o s s i b l e c a u s e s i n c l u d e i n j e c to r sy s te m
Exhaust
too small due to fusion

malfunction, dif ferential pressure sensor system
DPF PM Block
malfunction, exhaust leaks, and MAF meter malfunction.

●●Clogging of the DPF/DPNR catalytic converter may
be caused by the use of an oil that does not meet the
specifications, such as a high-ash engine oil, or a high
rate of engine oil consumption.
Status Not blocked / Blocked Unit: N/A Reference Value
111 DPF/DPNR catalytic converter clogged
333 Differential pressure sensor
444 Vacuum transmitting pipe clogged Not blocked: DPF/DPNR catalytic converter normal
555 Dif ferential pressure sensor vacuum
hose clogged
666 Fuel injector assembly
777 Exhaust gas leak
888 MAF sensor
Exhaust fuel addition injector error status:
Exhaust fuel addition amount judged (Flow One of the detection items for DTC P1386 (Exhaust fuel
Add. INJ Flow Insufficient
amount decrease) from the exhaust fuel ad- addition injector trouble detection diagnosis)
dition injector flow amount compensation (Not applicable on certain engines)
value (Exhaust Fuel Addition FB)
Status Normal / Error Unit: N/A Reference Value
333 Wire harness or connector Normal
444 Exhaust gas temperature sensor
555 Engine components (air intake system,
exhaust system, fuel system, etc.)
666 ECM
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Cat- Tester
egory Display

Exhaust fuel addition amount judged (flow One of the detection items for DTC P1386 (Exhaust fuel
amount excessive) from the air-fuel ratio addition injector trouble detection diagnosis)
Add. INJ Flow Excessive
sensor output value in the after-treatment (Not applicable on certain engines)

control (catalyst regeneration control).
666 ECM
Exhaust fuel addition amount judged (high
One of the detection items for DTC P1386 (Exhaust fuel
exhaust temperature 1000˚C or higher) from
addition injector trouble detection diagnosis)
the air-fuel ratio sensor output value in the
DPF Overtemperature
(Not applicable on certain engines)

after-treatment control (catalyst regeneration
control).
Exhaust

444 Exhaust gas temperature sensor
666 ECM
●●DPNR catalytic converter installed vehicle
●●One of the DTC P1386 (Exhaust fuel addition injector
error detection diagnosis) detection items
Exhaust fuel addition amount judged from
(Not applicable on certain engine models)
the air-fuel ratio sensor output fluctuation ●●The error is detected when the air-fuel ratio fluctuation
during the after control (catalyst regenera-
during the catalyst regeneration control when the
tion control)
Rich Spike Mal
exhaust fuel addition is performed is smaller or larger

than the fluctuation value estimated by the ECM
666 ECM
329
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Cat- Tester
egory Display

●●It shows that the catalytic converter is more clogged as
the value gets larger
●●Value calculated from the differential pressure sensor
output value and the intake air amount (MAF)
●●Displays almost the same value in the same filter
Catalyst differential pressure characteristic clog condition even when the exhaust temperature
Catalyst Differential Press
value changes during driving because the compensation by

exhaust temperature is also performed. (If no exhaust
compensation is performed, differential pressure rises
as the temperature increases)
●●I f t h e va l u e exc e e d s 0. 4, DTC P 2 0 0 2 (c at a l yst
deterioration) may be set.
Min: -3.99 Max: 3.99 Unit: N/A Reference Value
444 Air-fuel ratio sensor Less than 0.2
555 Exhaust temperature sensor
777 ECM
●●These values do not change when automatic PM-
Exhaust
release is occurring on the road.

DPNR/DPF Status Reju (PM)
●●These c an only be c hanged by applying forc ed

regeneration with Active Test.
Catalyst regeneration control (PM combus-
Standby: Displayed during normal operation
tion) status
Ready: ECM tries to increase DPNR temp.
For active test
Operate: Forced PM-release happen
Compl.: Forced PM-released completed
Used for checking whether the after-treatment system is
completely fixed after fixing.
Standby / Ready /
Operate / Compl.
Cause of Out of Range Compl: Catalyst regeneration control (forcibly driven by
- Active Test) normally completed
●●These values are not changing during automatic
S-release is occurring on the road.
DPNR Status Reju (S)
●●These c an only be c hanged by applying forc ed

Catalyst regeneration (desulfurization) sta-
regeneration with Active Test.
tus
Standby: Displayed during normal operation
For active test
Ready: ECU tries to increase DPNR temp.
Operate: Forced S-release happen
Compl.: Forced S-released completed
Standby / Ready /
Operate / Compl.
Cause of Out of Range Compl: Catalyst regeneration (forcibly driven by Active
- Test) control normally completed
330
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Cat- Tester
egory Display

●●Exhaust Fuel Addition FB is a correction value to
increase the fuel volume injected from the exhaust fuel
addition injector when the catalyst temperature does
not rise to the target range during DPF/DPNR catalyst
regeneration.
●●W hen the value exc eeds 1.4, it may be c aused
Exhaust fuel addition correction learning co-
by following problems: flow amount decrease due

efficient
to clogged addition injector, exhaust temperature
decrease due to engine (injector, EGR etc.) problem
or temperature rise problem due to catalyst converter
deterioration.
●●If the value is 1.0, there have been no increase or
decrease of fuel addition amount by compensation.
Min: 0.8 Max: 1.99 Unit: N/A Reference Value
111 Exhaust fuel addition injector clogged
222 DPF/DPNR catalyst deteriorated
333 Engine assembly (intake system, exhaust 0.9 to 1.4
system, fuel system, EGR system, MAF,
MAP sensor, etc.)
444 ECM
Exhaust

●●If an open occurs in an exhaust temperature sensor
circuit, 1000°C is displayed on the intelligent tester.
Exhaust Temperature B#S#
Exhaust gas temperature ●●If a short occurs in an exhaust temperature sensor

B#S# represents the sensor location. circuit, 0°C is displayed on the intelligent tester.
●●Note that when a failure occurs, the default value (200°C)
is displayed.
Min: 0 Max: 1000 Unit: °C Reference Value
111 Exhaust gas temperature sensor 150 to 300°C: Idling after engine warmed up
222 Exhaust fuel addition injector 500 to 700°C: During DPF/DPNR catalyst regeneration
333 DPF/DPNR catalyst deteriorated (AD series engine reference value)
555 ECM
EXH GAS CTL VSV
Exhaust gas control VSV operation status ON: Active test “Exhaust Gas Control VSV” operating
OFF: Normally operating after the engine warmed-up
111 Exhaust gas control VSV OFF: Idling after engine warmed up
333 ECM
331
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Cat- Tester
egory Display
Fuel pressure calculated from the 2nd fuel
pressure sensor system. Only when there No large difference from the fuel pressure value
are 2 fuel pressure sensor systems
Common Rail Pres Sens 2
Min: 0 Max: 200000 Unit: kPa Reference Value

111 Fuel pressure sensor
333 Lack of fuel
444 Fuel injector (AD series engine reference value)
555 Supply pump 27 to 45 MPa when idling
666 Pressure limiter / pressure discharge 57 to 91 MPa when maintained at 3000 rpm with no load
valve
777 Fuel line (fuel pipes, fuel filter, air trapped
in fuel line, etc.)
888 ECM
●●Inspect by comparing the fuel pressure with the Target
Fuel Pressure and Common-rail Press Sens 2.
●●When in a stable condition such as when idling, the fuel
pressure is within +/-5 MPa of the target fuel pressure.
●●The ECM uses fuel pressure for feedback control of the
target fuel pressure via the supply pump. The injection
amount is determined based on the injection timing
and fuel pressure. Also, the spray pattern (multiple fuel
injection) is selected based on the fuel pressure.
Common-rail actual fuel pressure ●●When the fuel pressure is below 25 MPa during idling, it
may cause rough idling.
●●When the fuel pressure has decreased by 20 MPa from
Fuel
the target fuel pressure, there may be a lack of power.

●●If actual fuel pressure is 40 MPa higher than the target
Fuel Press
fuel pressure, DTC P1229 will be stored. When it is

lower than the target fuel pressure, “Lack of Power” will
occur, but a DTC will not be stored.
●●When the fuel pressure is higher than 200 MPa, DTC
P0088 will be stored.
111 Fuel pressure sensor
333 Lack of fuel
444 Fuel injector (AD series engine reference value)
555 Supply pump 27 to 45 MPa when idling
666 Pressure limiter / pressure discharge 57 to 91 MPa when maintained at 3000 rpm with no load
valve
777 Fuel line (fuel pipes, fuel filter, air trapped
in fuel line, etc.)
888 ECM
Target Common-rail Pressure
●●Inspect the (actual) fuel pressure, comparing it against

the common-rail target value.
Target common-rail pressure calculated by ●●Considered normal when the actual fuel pressure is
ECM
within +/-5 MPa of the target fuel pressure under stable
conditions.
Cause of Out of Range (AD series engine reference value)
ECM (Calculation items related to the fuel 27 to 45 MPa when idling
pressure control) 57 to 91 MPa when maintained at 3000 rpm with no load
332
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Cat- Tester
egory Display

Fuel temperature from fuel temperature sen- After a cold soak, the fuel temperature is the same as the
Fuel Temperature sor signal outside air temperature.
Min: -40 Max: 140 Unit: °C Reference Value
111 Fuel temperature sensor Changes in accordance with the fuel temperature around
222 Wire harness or connector the fuel temperature sensor (supply pump)
333 ECM
Intank Fuel Pump
Operates according to fuel consumption amount

Intank fuel pump operation status
(Operates after about 10 minutes of driving)
ON: Intank fuel pump is operating.
ECM (Calculation items related to the fuel Only for vehicles equipped with a double tank.
pump control)
●●ECM-calculated value for the suction control valve
actuation target current.
●●Value is large when a high fuel pressure is desired.
●●Value is more than 3000 mA when SCV does not move
Suppy pump target SCV energization cur-
smoothly (poor movement due to deposits, etc.).
Target Pump SCV Current
Fuel
rent control ●●When this deviates from the standard value, it indicates
that for some reason, even though the pump is running
hard, the actual fuel pressure is inconsistent with the
target fuel pressure.
Min: 0 Max: 8191.875 Unit: mA Reference Value
111 Clogged fuel filter
222 Supply pump (suction control valve mal-
function) 800 to 3000 mA
333 Wire harness or connector Varies in accordance with the rotation speed and injection
444 Fuel leaks in fuel line volume.
555 Clogging in fuel line
666 Air trapped in fuel line (insufficient air
bleeding)
Fuel Route Switching Valve
●●Fuel route switching relay operation status for fuel

Intank fuel pump fuel transfer mode and
transfer
priming mode switching valve operation sta- ●●Fuel routes for the fuel transfer mode and priming mode
tus
is switched arbitrarily by a user.
ECM (Calculation items related to the fuel ON: Priming mode selected
pump control)
333
2 Data List
Part 3
Cat- Tester
egory Display
Complete Parts Monitor

Displays the support status of the system
composition parts, that is currently being NOT AVL: Without support
monitored by the on-board diagnosis, in ac- AVAIL: With support
cordance with each country’s regulations.
Status NOT AVL / AVAIL Unit: N/A Reference Value
AVAIL
-
Fuel System Monitor
Displays the support status of the fuel sys-

tem, that is currently being monitored by NOT AVL: Without support
the on-board diagnosis, in accordance with AVAIL: With support
each country’s regulations.
Cause of Out of Range NOT AVL
- This item does not apply to diesel engines.
Displays the support status of the misfiring
Misfire Monitor
detection, that is currently being monitored NOT VAL: Without support

by the on-board diagnosis, in accordance AVAIL: With support
with each country’s regulations.
This item does not apply to diesel engines.
Monitor
-
Displays the support status of the misfiring
Misfire Monitor
detection, that is currently being monitored NOT AVL: Without support

EGR/VVT Monitor
Displays the suppor t status of the EGR

system, that is currently being monitored by NOT AVL: Without support
the on-board diagnosis, in accordance with AVAIL: With support
AVAIL: Euro-OBD installed vehicle
-
EGR/VVT Monitor
COMPL: Monitoring complete or not applicable

Displays the diagnostic history status of the INCMPL: Readiness code is used for monitoring incom-
EGR system. plete simulation test and for checking that the system is
completely fixed after fixing
Status COMPL / INCMPL Unit: N/A Reference Value
Cause of Out of Range COMPL: Supported EGR system monitoring is all com-
- plete
334
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Cat- Tester
egory Display

O2S(A/FS) Heater Monitor

Displays the support status of the air-fuel
ratio heater control system, that is currently
NOT AVL: Without support
being monitored by the on-board diagnosis,
AVAIL: With support
in accordance with each country’s regula-
tions.
O2S(A/FS) Heater
Displays the diagnostic history status of the COMPL: Monitoring complete or not applicable
air-fuel ratio sensor. INCMPL: Monitoring incomplete
Monitor

Cause of Out of Range COMPL: When not supported, COMPL is displayed per-
- manently.
O2S(A/FS) Monitor
Displays the support status of the air-fuel ra-

tio sensor, that is currently being monitored NOT AVL: Without support
O2S(A/FS) Monitor
Monitor
air-fuel ratio sensor. INCMPL: Monitoring incomplete

- manently.
Displays the support status of the air condi-
tioner system, that is currently being moni- NOT AVL: Not supported
A/C Monitor
tored by the on-board diagnosis, in accor- AVAIL: Supported

dance with each country’s regulations.
A/C Monitor
air conditioner system. INCMPL: Monitoring incomplete

- manently.
Displays the support status of the secondary
2nd Air Monitor
air injection system, that is currently being NOT AVL: Not supported
monitored by the on-board diagnosis, in ac- AVAIL: Supported
cordance with each country’s regulations.
335
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Cat- Tester
egory Display
2nd Air Monitor

secondary air injection system. INCMPL: Monitoring incomplete
- manently.
Displays the support status of the EVAP
EVAP Monitor
system, that is currently being monitored by NOT AVL: Not supported

the on-board diagnosis, in accordance with AVAIL: Supported
EVAP Monitor
EVAP system. INCMPL: Monitoring incomplete
- manently.
Heated Catalyst Monitor
Displays the support status of the heater

catalyst system, that is currently being moni- NOT AVL: Not supported
tored by the on-board diagnosis, in accor- AVAIL: Supported
Monitor
dance with each country’s regulations.

Heated Catalyst
heater catalyst system. INCMPL: Monitoring incomplete
Monitor

- manently.
Displays the support status of the catalytic
Catalyst Monitor
converter, that is currently being monitored NOT AVL: Not supported

by the on-board diagnosis, in accordance AVAIL: Supported
Catalyst Monitor
catalytic converter. INCMPL: Monitoring incomplete
- manently.
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egory Display

Active Test item “Control the ACM Inhibit” support data
VSV for ACM (active control engine mount)
ON: VSV for ACM ON
ACM Inhibit
status
OFF: VSV for ACM OFF
Cause of Out of Range VSV status:
ECM (Calculation items related to the active ●●Engine switch is on (IG): OFF.
control engine mount system) ●●Idling: ON.

Active Test item “Control the A/C Cut Signal” support data
Air conditioner cut control status ON: Air conditioner cut ON
ACT VSV
OFF: Air conditioner cut OFF

ON: During cranking or accelerating
ECM (Calculation items related to the air OFF: Idling
conditioner control system)
Swirl Control Valve VSV
Active Test item “Activate the VSV for Swirl Control Valve”
support data
VSV for No. 1 Swirl control valve status
Other System
ON: VSV for swirl control valve ON

OFF: VSV for swirl control valve OFF
ON: VSV ON (swirl control valve close)
ECM (Calculation items related to the swirl OFF: VSV OFF (swirl control valve open)
control system)
●●Whether the glow plug operation is affected or not can
be determined by monitoring the glow plug energization
command value when a problem occurs during engine
start-up.
●●When the battery voltage resistance value remains the
same even if the glow command is changed (ON to
After glow operation
OFF, or OFF to ON), it is believed that there may be a
After Glow
malfunction in the glow plug or circuit.

(TIPS: Whether the problem causes are related to the
glow system or not can be determined only when all cyl-
inders don’t operate such as in a case of relay operation
problem.)
111 Glow plug
222 Glow relay Flag is constantly on when the after glow is requested.
444 ECM
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●●Whether the glow plug operation is affected or not can
be determined by monitoring the glow plug energization
command value when a problem occurs during engine
start-up.
●●When the battery voltage resistance value remains the
same even if the glow command is changed (ON to
Pre glow operation
OFF, or OFF to ON), it is believed that there may be a
malfunction in the glow plug or circuit.
Pre Glow
(TIPS: Whether the problem causes are related to the

glow system or not can be determined only when all cyl-
inders don’t operate such as in a case of relay operation
problem.)
Other System

111 Glow plug
222 Glow relay Flag is constantly on when the pre glow is requested.
444 ECM
Active Test item “Control the Electric Cooling Fan” support
Electric Fan Motor
data
Radiator cooling fan motor operation status
ON: Radiator fan motor ON
OFF: Radiator fan motor OFF
ECM (Calculation items related to the radia- ON: Radiator fan motor activated
tor fan control)
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egory Display

●●Outputs the alternator generation duty in order to see
the electrical load.
●●Can be used to determine whether a higher-than-normal
injection volume at idle, etc. is resulting from electrical
loading or from some other source. For example, when
the duty is not high but the idling injection volume is
Duty value generated by the alternator (Field
high, there is injector volume degradation or high engine
duty value):
friction.
Alternate Duty Ratio
Displays the generation status of the alter- ●●Can be used for judging whether or not a malfunctioning
nator (when an electrical load is applied to
component in the electrical system is generating
the alternator).
continual generation requests (ex. battery deterioration
is causing an unending full recharge request, etc.). If the
alternator duty is always MAX regardless of whether or
not auxiliary devices such as A/C or heater is activated,
there may be an abnormality in the electrical system,
such as battery deterioration.
111 Battery deterioration ●●No electrical load at idling: 10 to 60%
222 Alternator malfunction ●●High electrical load at idling: 100%
Check for accessory lights, malfunctions,
etc.
●●With the ignition switch ON, when the dif ference
between the atmospheric pressure sensor and intake
manifold absolute pressure is 8 kPa or higher, there is a
Atmosphere Pressure
Actual atmospheric pressure malfunction in one of the sensors.

●●With the ignition switch ON, when the atmospheric
pressure is 0 kPa or 140 kPa, there is a malfunction in
Sensor / Status
the sensor circuit.

Min: 0 Max: 255 Unit: kpa Reference Value
Atmospheric pressure sensor itself has Standard atmospheric pressure: 101 kPa.
failed For every 100 m increase in altitude, pressure drops by 1
(atmospheric pressure sensor is inside the kPa. Varies by weather.
ECM)
If 11 V or less, characteristics of some electrical compo-
Battery voltage
Battery Voltage
nents change.
Min: 0 Max: 65.535 Unit: V Reference Value
111 Battery deterioration
222 Alternator malfunction 11 to 14 V
444 ECM
●●Current torque (Estimated)/Maximum output torque
at current engine speed, or (Final injection volume/
Calculated load by ECM Maximum injection volume at current engine speed) x
(Load value calculated by ECM) 100.
Calculate Load
●●Malfunction in which turbo pressure or Mass Air Flow

(MAF) decreases
Cause of Out of Range 1VD-FTV reference value
●●Idling: 15.4 to 20.4%
111 Mass air flow meter ●●Running without load (2500 rpm): 20.1 to 25.9%
222 Manifold absolute pressure sensor ●●Driving with the accelerator fully depressed at 3000
333 ECM (Calculation items related to the fuel rpm: 80.3 to 99.6%
injection volume control) ●●Driving with the accelerator fully depressed at 4000
rpm: 96.4 to 98%
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●●If the value is - 40°C (- 40°F) or 140°C (284°F), the
sensor circuit is open or shorted.
Coolant Temp Engine coolant temperature ●●After a long soak, the coolant temperature, intake
air temperature, and ambient air temperature will be
approximately equal.
Min: -40 Max: 140 Unit: ˚C Reference Value
111 Engine coolant temperature sensor After warming up engine:
222 Wire harness or connector 75 to 90°C (167 to 194°F)
333 Thermostat
444 ECM
Engine Run Time
Time since the ignition switch was turned

Time passed since the ignition switch was turned ON
ON
Min: 0 Max: 65535 Unit: s Reference Value
Cause of Out of Range Displays the calculated value in accordance with the
555 ECM (Timer built into the ECM) elapsed time.
When the crankshaft position sensor is malfunctioning,
Engine speed (crankshaft rotation speed) “Engine speed” is approximately 0 or varies greatly from
Engine Speed
the actual engine speed.

Min: 0 Max: 6000 Unit: rpm Reference Value
111 Crankshaft position sensor 50 to 400 rpm: Cranking
222 Wire harness or connector 500 to 900 rpm: Idling with warm engine
Sensor / Status
333 ECM
Initial Engine Coolant
Engine coolant temperature when engine For Freeze Frame Data, this tells whether the malfunction
started happened at a cold start or with a warm engine.
Temp

111 Engine coolant temperature sensor Varies in accordance with the engine coolant temperature
222 Wire harness or connector at start.
333 ECM
Freeze frame date can be used to determine whether a
Initial Intake Air Temp
Intake air temperature when engine started malfunction occurs due to low atmospheric pressure or
not.
111 Intake air temperature sensor (around air Varies in accordance with the intake air temperature at
inlet port) engine start.
333 ECM
●●After a long soak, the engine coolant temperature,
intake air temperature, and ambient air temperature will
Intake air temperature (around air inlet port) be approximately equal.
●●If the value is - 40°C (- 40°F) or 140°C (284°F), the
Intake Air
sensor circuit is open or shorted.

111 Intake air temperature sensor (around air Displays a temperature which is nearly equal to the atmo-
inlet port or mas air flow meter) spheric temperature around the sensor.
333 ECM
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●●Intake air temperature at the intake manifold (after
Intake Air Temp (Turbo) intercooler).
Intake air temperature (behind the turbo- ●●During fail-safe operation, the value is set to 165°C
charger) (329°F). As the value is set to a high temperature, the
turbo pressure may be suppressed and there may be a
lack of power.
111 Intake air temperature sensor (behind the Displays a temperature which is nearly equal to the atmo-
turbocharger) spheric temperature around the sensor.
333 ECM
●●Based on the MAF, the ECM controls the fuel injection
volume, injection timing, EGR, etc.
●●If the value is always approximately 0 g/sec.:
Intake air amount from the mass air flow me-
- Mass air flow meter power source circuit is open.
ter
- VG circuit is open or shorted.
●●If the value is always 200 g/sec. or more:
- EVG circuit is open.
Min: 0 Max: 200 Unit: g/sec Reference Value
MAF

111 Mass air flow meter
222 Intake related clog or leak Value differs according to EGR control
333 Exhaust related clog 2AD engine reference value:
Sensor / Status
444 Turbocharger subassembly ●●Idling: 2.8 to 5.2 gm/s

555 Leak or clog in passages for turbocharg- ●●Running without load (2,500 rpm): 27.5 to 32.5 gm/s
er 1VD engine reference value:
666 Malfunction in which EGR valve does not ●●Idling: 5 to 12 g/sec.
close ●●Running without load (2000 rpm): 28.2 to 130 g/sec.
888 ECM
●●When the engine switch is on (IG) or the vehicle is
idling, the intake manifold absolute pressure and
atmospheric pressure are approximately the same
(standard atmospheric pressure = 101 kPa).
Above approximately 1500 rpm, the turbo becomes effec-
tive, and the pressure increases above atmospheric pres-
Intake manifold pressure
sure.
●●Inspect while comparing with “Target Booster Pressure”.
●●With the accelerator fully open, if the actual manifold
absolute pressure (MAP) is low compared to the target
booster pressure by at least 20 kPa for 5 seconds or
more, a feeling of insufficient power will occur.
MAP
Min: 0 Max: 255 Unit: kpa Reference Value

111 Manifold absolute pressure sensor
222 Intake related clog or leak
333 Exhaust related clog
444 Turbocharger subassembly ●●Idling: 9 0 to 102 kPa (depending on atmosphere
555 Leak or clog in passages for turbocharg- pressure)
er ●●Engine running at 3000 rpm: 100 to 150 kPa
666 EGR valve stuck open
777 Exhaust leak
888 Throttle valve stuck closed
1111ECM
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Actual vehicle speed Receives vehicle speed signals from the speedometer.
Vehicle Speed
Min: 0 Max: 255 Unit: km/h Reference Value
111 Speed sensor circuit (speedometer cir- Displays a value which is nearly equal to the actual ve-
cuit) hicle speed.
222 Speed sensor (wheel speed sensor)
333 ECM
Sensor / Status

●●Re c e i ve s o u t s i d e te m p e r at u r e s i g n a l s f r o m a i r
conditioner ECU.
Ambient Temperature
●●If the value is -40°C (-40°F) or 140°C (284°F) or more,

the sensor circuit is open or shorted.
Outside temperature ●●Displays the intake air temperature around the air inlet
port or behind the turbocharger, on CD engines or some
conventional KD engines.
Refer to “Intake Air” or “Intake Air Temp (Turbo)”.
Displays a value which is nearly equal to the outside air
111 Malfunction in A/C system temperature.
222 ECM
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Air conditioner (A/C) operation signal output ●●ON: A/C operating
from A/C amplifier ●●OFF: A/C not operating
A/C Signal

111 A/C system (A/C amplifier, A/C switch) ON: A/C operating
333 ECM
●●This item is applied to the vehicle with the cranking
holding function.
Powersource for accessory cut-off status ●●T h e EC M c u t s o f f t h e c u r r e n t t h a t p o w e r s t h e
ACC Relay
accessories while the engine is cranking.

111 Engine starting system (cranking holding
function) ON: engine is cranked
333 ECM
●●Clutch start switch status for engine starting
Clutch start switch signal status ●●Clutch star t switch is ON when the clutch pedal
Clutch Switch
depressed
Switch

111 Clutch start switch ON: Clutch pedal depressed
333 ECM
Immobiliser Communication
OFF: Communication malfunctioning, or engine immobil-

Engine immobiliser system status iser system set
ON: Communication normal
111 Use of a non-registered key
222 Key battery is fully depleted ON: Normal engine operation
333 Engine immobiliser system
555 ECM
Neutral Position SW Signal
●●Park/neutral position switch status for engine starting

Park/neutral position switch signal status ●●P a r k / n e u t r a l p o s i t i o n s w i t c h i s O N w h e n t h e
(for engine starting)
transmission gear position is in P or N (neutral).
111 Park/neutral position switch (clutch start
switch) ON: Transmission gear in P or N (neutral)
333 ECM
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Power Steer. Sig. Record

Power steering switch output history (after disconnecting
and reconnecting the battery):
Power steering switch status history
ON: Power steering operated in the past.
OFF: Power steering did not operate in the past.
111 Power steering switch ON: When steering wheel first turned after ignition switch
222 Wire harness or connector ON
333 ECM
ON: Power steering operated
Power Steering Signal
OFF: Power steering not operated

Power steering switch status OFF malfunction (OFF during power steering operation):
Engine speed decreases temporarily when power steering
Record
is operating
111 Power steering switch ON: Power steering operation
333 ECM
Switch

Starter switch signal (STSW terminal input ON: STSW terminal voltage is high
status) OFF: STSW terminal voltage is low
Starter Control

111 Engine starting system (entry and start ON: Cranking (during ignition switch or engine switch op-
system) eration)
333 ECM
●●This item is applied to the vehicle with the cranking
holding function.
●●The cranking folding function provides current to
the starter when the ECM detects the engine switch
Starter relay (STAR terminal output status)
start signal (STSW). When the ECM performs a firing
Starter Relay
judgment, the system cuts current to the starter. The

ECM keeps energizing the starter relay by outputting
the current from STAR terminal.
111 Engine starting system (cranking holding
function) ON: Cranking
333 ECM
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●●ON: Starter is operating.
●●OFF: Starter is not operating.
●●OFF malfunction (ignition switch is in ST position but
the “Starter Signal” is OFF and the starter is operating):
Wire harness is open or shorted to ground
Starter relay drive signal (STA terminal input ●●ON malfunction (engine switch (STA) is OFF but the
status) signal is ON and the starter is not operating): Wire
Starter Signal
harness is shorted to +B
●●Operation malfunction: Engine switch malfunction,
starter relay malfunction, starter malfunction, battery
or battery cable is defective, or wire harness is open or
shorted
Switch
111 Starter relay

222 Ignition switch (entry and start system) ON: Cranking
444 ECM
●●OFF malfunction: Wire harness (stop light switch to
Stop light switch signal (STP terminal input ECM, stop light switch to +B) open or shorted to ground
Stop Light Switch
status) ●●ON malfunction: Wire harness (stop light switch to ECM)

shorted to +B
111 Stop light switch ON: Light is on (Brake pedal is depressed).
222 Stop light OFF: Light is off (Brake pedal is released).
444 ECM
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Expected injection volume increase after the A/C turns
from off to on.
A/C Duty Feedback Value The relationship between the air conditioning load and en-
gine stalling can be confirmed.
Injection volume correction value by air con-
When the air conditioning is turned off, the load actually
ditioning load
applied to the air conditioning does not decrease due to
a failure in the air conditioning system and an excessive
load is applied to the engine, which may cause engine
stalling.
111 Air conditioner control system (including 1VD engine reference value
mechanical malfunctions in the air condi- ●●0 to 4.1 mm3/st (A/T)
tioner) ●●0 to 2.6 mm3/st (M/T)
333 ECM
Expected injection volume increase after the electrical
load turns from off to on.
Electric Duty Feedback Value
The relationship between the alternator load and engine

Injection volume correction value by electri- stalling can be confirmed.
cal load When the alternator DUTY decreases, the load actually
applied to the alternator does not decrease due to a fail-
ure in the alternator and an excessive load is applied to
the engine, which may cause engine stalling.
Symptom Diagnosis

111 Charging control system (including elec-
trical malfunctions in the charging sys- 1VD engine reference value
tems) 0 to 2.5 mm3/st
333 ECM
Engine speed immediately after starting the engine.
Engine Speed (Starter Off)
Engine speed when starter off Vehicle behavior data to refer to when a problem occurs
during engine start-up.
Min: 0 Max: 6000 Unit: rpm Reference Value
111 Crankshaft position sensor
222 STA signal circuit
333 Starting system components Varies in accordance with the engine start status.
444 Engine components (that affect engine
start problems)
555 ECM
Time necessary for the engine to start.
Engine start (cranking) time Vehicle behavior data to refer to when a problem occurs
Engine Start Time
during engine start-up.

Min: 0 Max: 60 Unit: ms Reference Value
111 Crankshaft position sensor
222 STA signal circuit
333 Starting system components Varies in accordance with the engine start status.
444 Engine components (that affect engine
start problems)
555 ECM
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egory Display

Expected injection volume increase after the power steer-
ing turns from off to on.
The relationship between the power steering load and en-
gine stalling can be confirmed.
PS Duty Feedback Value
Injection volume correction value by power

When the steering operation angle is held (at minimum
steering load
load applied to the power steering), the load actually ap-
plied to the power steering system does not decrease due
to a failure in the system and an excessive load is applied
to the engine, which may cause engine stalling.
111 Air conditioner control system (including
mechanical malfunctions in the air condi- 1VD engine reference value
tioner system) 0 mm3/st
Symptom Diagnosis
333 ECM
●●Used to confirm the driving conditions of the previous
trip (before the malfunction occurred).
Run Dist of Previous Trip
On gasoline engines, if a short circuit occurs constantly,

it may deteriorate the engine startability due to ignition
Previous trip distance plug smoking. On diesel engines, when the vehicle often
travels under a light load such as in the case of a short
trip or idling, the injector ports will be clogged, causing a
shortage in the fuel injection volume, which may result in
deterioration of startability and idle stability.
Min: 0 Max: 326.4 Unit: km Reference Value
Varies in accordance with the vehicle driving conditions.
-
Starter Count
The number of times that the starter turns Number of times the starter turned on from the time the
on. ignition switch was turned ON.
Min: 0 Max: 127 Unit: Times Reference Value
Cause of Out of Range Varies in accordance with the number of times that the
- starter turns on.
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Av Engine Speed of All Cyl

●●Output only when the Active Test “Check the Cylinder
Compression” is performed.
Crankshaft rotation speed (average of all ●●Indicates the average engine speed of all cylinders
cylinders)
during cranking.
Active test support data ●●R e f e r t o t h e A c t i v e Te s t “ C h e c k t h e C y l i n d e r
Compression”.
Min: 0 Max: 51199.21875 Unit: rpm Reference Value
Engine mechanical components (related to Varies in accordance with the engine friction.
the engine friction)
Test
●●Output only when the Active Test “Check the Cylinder

Compression” is performed.
●●Indicates the speed of each cylinder when cranking.
Engine Speed of Cyl #
Example - Normal:
Crankshaft rotation speed for each cylinder
Engine speed of all cylinders is approximately equal.
When No. 1 cylinder compression is low, “Engine speed
# represents the cylinder number
of Cyl #1” is approximately 300 rpm, and “Engine speed of
Cyl #2 to #4” is approximately 200 rpm.
●●R e f e r t o t h e A c t i v e Te s t “ C h e c k t h e C y l i n d e r
Compression”.
Min: 0 Max: 51199.21875 Unit: rpm Reference Value
Engine mechanical components (related to “Engine speed” of all cylinders almost same
the engine friction)
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Boost Pressure Deviation Difference between target and actual super- “Target Booster Pressure” and “MAP” values calculated
charging pressure by the ECM.
Min: -320 Max: 320 Unit: kPa Reference Value
111 Turbocharger
222 Air intake system (leak or clog)
333 Exhaust system (leak or clog) 1VD engine reference value:
444 EGR system (EGR valve or passage Idling after engine warmed up and vehicle under normal
clog) atmospheric pressure: -3 to 10 kPa
555 Manifold absolute pressure sensor or
sensor hose
666 ECM
Target Booster Pressure
●●Inspect while comparing with “MAP”.

●●With the accelerator fully open, if the actual manifold
Target boost pressure (value calculated by
absolute pressure (MAP) is low compared to the target
the ECM)
booster pressure by at least 15 kPa for 5 sec. or more, a
feeling of a lack of power will occur.
Idling after engine warmed up and vehicle is under normal
ECM (Calculation items related to the turbo atmospheric pressure: 89 to 100 kPa
pressure control)
VN Turbocharger
●●“VN Turbo command” is a command value.

●●0%: Full open vanes (contraction of actuation-use rods)
VN Turbo Command
●●9 0% o r m o re: Fully c l o se d vane s (ex te nsi o n of

Variable nozzle vane opening degree com-
actuation-use rods)
mand value (value calculated by the ECM) ●●When this value is large, the turbo works well.
●●There is no actual opening angle data to handle the VN
Turbo command value.
ECM (Calculation items related to the turbo 20 to 100%
pressure control)
●●3: Nearly fully closed (supercharging pressure and pre-
turbine pressure are incredibly high and there is a risk
of engine damage).
●●2: Roughly intermediate opening angle (not as bad as “3”,
VN turbo driver opening angle level when
but long-term usage is problematic).
abnormality detected ●●1: Nearly fully open (will not cause engine damage, but
VN Turbo Error Level
at a low RPM, turbocharging pressure will not rise and

insufficient power will be felt).
●●0: Normal
111 Turbocharger
222 Turbo motor driver
333 Exhaust system (leak or clog)
444 EGR system (EGR valve or passage 0: Normal
clog)
555 Manifold absolute pressure sensor or
sensor hose
666 ECM
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VN Turbo Max Angle

Vane maximum angle expressed in %
Maximum nozzle vane opening degree As this value displays the ideal constant upper limit, no
matter what happens, this value should not change.
100%
-
VN Turbo Min Angle
Vane maximum angle expressed in %

Minimum nozzle vane opening degree As this value displays the ideal constant lower limit, no
matter what happens, this value should not change.
0 to 52 %
-
OK: Status when the nozzle vane can be forcibly driven.
VN Turbocharger
NG: Status when the nozzle vane cannot be forcibly driv-

Status that forced drive of the nozzle vane is
VN Turbo Operation Prohibit
en.
prohibited. ●●When NG, indicates a condition where the engine
software does not allow the VN turbo Active Test.
Status OK / NG Unit: N/A Reference Value
When the execution conditions for the active
test are not met.
Ex.: OK: Active Test item “Test the Turbo Charger Step Motor”
111 Ignition switch is OFF. can be performed
222 Combustion control is in the modes other
than normal combustion
333 Active Test request valve opening de-
grees are other than the full open degree
Not Avl: None
Commo: Communication type with the turbo motor driver
VN Turbo Type
Indicates the VN turbo vane actuation meth-

(DC motor)
od.
Vacuum: Vacuum actuator type
CAN Com: CAN communication type
Status Not Avl / Commo / Vacuum Unit: N/A Reference Value
Depends on the engine specifications
-
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egory Display

Cylinder Number Cylinder number Identifying cylinder number

4 or 8
-
Identifying destination:
A: North America
G: Germany
Destination
Destination K: Canada
Q: Australia
V: Middle East
W: Europe
Status ASCII code output Unit: N/A Reference Value
W: Europe
-
Engine Type
Engine type Identifying engine type

Cause of Out of Range Example:
2ADFHV
- 1VDFTV
Vehicle Specifications
Model Code
Vehicle model Identifying model code

Cause of Out of Range Example:
- ADT27#
Model Year
Model year Identifying model year

Min: 1900 Max: 2155 Unit: MY Reference Value
200#
-
System Identification
Identifying engine type:

Diesel
System Identification Gasoline
HV
CNG/LPG
Status Diesel / Gasoline Unit: N/A Reference Value
Diesel
-
Identifying transmission type:
MT
Transmission Type
ECT(4th)
Transmission (transaxle) type ECT(5th)
ECT(6th)
CVT
MMT
Status MT / ECT Unit: N/A Reference Value
Cause of Out of Range ●●MT: Manual transmission
- ●●ECT 6th: Automatic transmission
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3 Active Test
Part 3
3 6Active Test
111 Outline
[[[[ Actuator Driven by Active Test

●●Active Test is a function to drive and test the actuator.
●●The actuator does not operate unless specified conditions are satisfied, but this function can force the
actuator to activate to check its operation.
●●If the operation conditions of the actuator when activated in this way are normal, the drive circuits,
including the ECM, are judged to be normal without the need to conduct individual inspections or
harness inspections.
[[[[ Active Test Items

●●Following systems can be driven and tested using the Active Test function.
Category Description
Active Control Engine Mount System Activating the VSV for the active control engine mount
Charging control Forcibly controlling the charging system
Cylinder Compression Cylinder compression measurement
Diagnosis Connecting the TC and CG terminals of DLC3
Diesel Throttle Driving the diesel throttle
EGR Driving the EGR system related components
Exhaust Forcibly recovering the DPF/DPNR catalyst
Fuel Driving the fuel system related components
Switch Driving the switches and relays
Swirl Control Driving the swirl control valve
Turbocharger Driving the turbocharger related components
REFERENCE
●●This manual describes the Active Test items by dividing them in the above categories to improve
searchability.
●●However, Intelligent Tester cannot show the Active Test items in categorized groups.
NOTICE
Even on the types of engines that correspond with the active test items, the items may not be displayed
on the tester depending on the vehicle model and model year.
352
3 Active Test
Part 3
222 Details of Active Test Items

Tester
Category Indication Summary Diagnostic Notes
Display
Test Detail Hint
Control the ACM
Active Control
Engine Mount
ON:VSV for ACM ON

VSV for ACM (active control engine mount) OFF:VSV for ACM OFF
System
Inhibit
control Reference Monitor Item
Control ACM Inhibit

ON / OFF Unit: N/A
Range
Test Detail Hint
Control the Voltage of
This test checks the charging control

Charging control
Test possible while vehicle stopped and engine

Alternator
Request output voltage of generator idling

Reference Monitor Item
Battery Voltage
Control Alternate Duty Ratio
12.5 to 14.8 Unit: V Alt Vol - Active Test
Range
Alt Vol - Non Active Test
Test Detail Hint
Check the Cylinder
Fuel injection stop in all cylinders

Compression
Compression
To perform the Active Test, see “Reference”

Cylinder
Check the cylinder compression pressure below

Control Av Engine Speed of All Cyl

ON / OFF Unit: N/A Engine Speed of Cyl 1 to 4 (1 to 8)
Range
Test Detail Hint
Connect the TC
When the Active Test is performed, the system

Diagnosis
and TE1
Turn on TC and TE1 connection behaves as if TC and CG were connected.

Control TC and TE1

ON / OFF Unit: N/A
Range
Test Detail Hint
●●This test checks the diesel throttle valve

●●Test possible when following conditions met:
Diesel Throttle
Control the diesel throttle valve 111 Ignition switch ON

# represents the bank 222 Engine is stopped
#

Actual Throttle Position #
Control Throttle Motor DUTY #
0 to 90 Unit: % Throttle Sensor # Volt %
Range
Target Throttle Position #
353
3 Active Test
Part 3
Tester
Display
Test Detail Hint
Control the EGR System

●●This test checks the EGR system driven by
the vacuum actuator
●●E-VRV drive duty ratio of 45% or 65% is
Activate E-VRV for EGR control
output
EGR VSV
Control EGR Close Learn Val.
ON / OFF Unit: N/A EGR Lift Sensor Output #
Range
Target EGR Pos. #
Test Detail Hint
Control the EGR Step Position #

the linear solenoid
Control the EGR valve position
# represents the bank 111 Ignition switch ON
222 Engine is stopped
Actual EGR Valve Pos.#
EGR Close Lrn. Val. #
Control 0 to 100 EGR Lift Sensor Output
Unit: %
Range (1 to 100) EGR Operation Prohibit
EGR
Target EGR Pos #

Test Detail Hint
Activate the VSV for

Activate VSV (for EGR Cut) the vacuum actuator
EGR Cut

EGR VSV
Control EGR Close Learn Val.
ON / OFF Unit: N/A EGR Lift Sensor Output #
Range
Target EGR Pos. #
Test Detail Hint
the step motor
●●EGR valve fully closed at step position 0,
and fully open at step position 125
EGR Step
Open and close EGR valve ●●Amount of EGR gas, flowed into intake
manifold, varies in accordance with EGR
valve opening angle
EGR VSV
Control EGR Close Lrn. Val.
0 to 125 Unit: step
Range EGR Step POS
354
3 Active Test
Part 3
Tester
Display

Test Detail Hint
●●This test checks the DPNR system, and is
also used after repair
●●R a i s e c o n v e r t e r b e d t e m p e r a t u r e t o
Activate the DPF Rejuvenate (S)

Perform DPNR catalyst regeneration (desulfu- more than 600°C (1,112°F) by adding fuel
rization) intermittently using the exhaust fuel addition
injector and provide rich air-fuel ratio
DPF No Activate
Control DPF PM Block
ON / OFF Unit: N/A DPNR/DPF Status Reju (PM)
Range
AF Lambda B#S#
AFS Voltage B#S#
Test Detail Hint
●●This test checks the DPF/DPNR system, and
Exhaust
is also used after repair

●●R a i s e c o n v e r t e r b e d t e m p e r a t u r e t o
Activate the DPF Rejuvenate (PM)
Perform DPF/DPNR catalyst regeneration (PM more than 600°C (1,112°F) by adding fuel
combustion) intermittently using the exhaust fuel addition
injector
DPF No Activate
Control DPF PM Block
ON / OFF Unit: N/A DPNR/DPF Status Reju (PM)
Range
AF Lambda B#S#
AFS Voltage B#S#
Test Detail Hint
Exhaust Gas
This test checks the exhaust gas control sys-

Control VSV
Activate the VSV for exhaust gas control tem

Control EXH GAS CTL VSV

ON / OFF Unit: N/A
Range
355
3 Active Test
Part 3
Tester
Display
Test Detail Hint
Activate the Intank Fuel Pump

●●This test checks the sub tank fuel pump
operation
●●Test possible when engine is stopped.
●●This test activates the relay for only 60
seconds.
Relay
Activate the FUEL PUMP (SUB PUMP) relay
●●After finishing this test, the vehicle does not
permit activating the relay again within 60
seconds.
Control Intank Fuel Pump

ON / OFF Unit: N/A Fuel Route Switching Valve
Range
Test Detail Hint
●●This test is used in the following operations:
111 Checking for leaks in the high-pressure fuel
piping
222 Checking the component parts used in the
fuel pressure control
333 Bleeding air after the high-pressure fuel
Test the Fuel Leak
Pressurizes common rail internal fuel pres- system is repaired

sure, and checks for fuel leaks ●●F u e l p r e s s u r e i n s i d e c o m m o n r a i l
pressurized to specified value and engine
speed increased to 2,000 rpm when ON is
selected
●●Above conditions preserved while test is ON
Engine Speed
Fuel
Fuel Press
Control Target Common Rail Pressure
Stop / Start Unit: N/A Target Pump SCV Current
Range
MAP
MAF
Test Detail Hint
●●This test identifies a defective cylinder
Control the Cylinder # Fuel Cut
(checks power balance)

●●Fuel injection is stopped while the test is ON.
●●Confirm that the vehicle is stopped and the
Cut off fuel injection from each injector engine is idling.
●●If the running condition of the engine does
# represents the cylinder number
not worsen even though injection of the
designated cylinder is stopped, the cylinder
can be confirmed to be malfunctioning.
Engine Speed
Control Fuel Press
ON / OFF Unit: N/A Target Common Rail Pressure
Range
Injection Feedback Val Cyl#
Test Detail Hint
Cylinders Fuel Cut
●●This test measures cylinder compression

Control the All
●●Test possible during vehicle stopping

All cylinder injector fuel cut
Engine Speed
Control Fuel Press
ON / OFF Unit: N/A
Range Target Common Rail Pressure
356
3 Active Test
Part 3
Tester
Display

Test Detail Hint
Control the A/C cut Signal

●●This test prohibit the air conditioner operation
prohibit
Air conditioner operation prohibit 111 Ignition switch ON
Control A/C Signal

ON / OFF Unit: N/A
Range
Test Detail Hint
●●This test checks the cooling fan motor
Control the Electric
function
Cooling Fan

Control the electric cooling fan operation 111 Ignition switch on (IG)
Control Electric Fan Motor

ON / OFF Unit: N/A
Range
Test Detail Hint
●●Test possible when engine stopped
●●This item is applied to the vehicle with the
Switch
cranking holding function.

Activate the Starter Relay
●●The cranking folding function provides

current to the starter when the ECMdetects
Activate the starter relay the engine switch star t signal (STSW).
When the EC performs a firing judgment,
the system cuts current to the starter. The
ECM keeps energizing the starter relay by
outputing the current from STAR terminal.
Starter Relay
Control Starter Control
ON / OFF Unit: N/A Starter Signal
Range
ACC Relay
Test Detail Hint
Activate the ACC Cut Relay
●●This item is applied to the vehicle with the

cranking holding function.
●●Test is possible when following conditions
Active the ACC relay (ACC CUT relay) are met:
111 Ignition switch ON
Starter Relay
Control Starter Control
ON / OFF Unit: N/A Starter Signal
Range
ACC Relay
357
3 Active Test
Part 3
Tester
Display
Test Detail Hint
Activate the VSV for Swirl

●●This test checks the VSV for swirl control
valve
Control Valve
Swirl Control
Activate VSV for No. 1 Swirl Control Valve 111 Ignition switch ON
Control Swirl Control Valve VSV

ON / OFF Unit: N/A
Range
Test Detail Hint
●●This test checks the turbocharger function
Test the Turbo Charger Step Motor #
●●Test possible when Data List item “VN Turbo

Operation Prohibit” indicates “OK”.
●●Test is impossible when any of the following
conditions is met
Drive the turbocharger nozzle vanes 111 Ignition switch OFF
222 Combustion control is in the modes other
than normal combustion
333 Active Test request valve opening degrees
are other than the full open degree
Turbocharger

MAP
Control 0 to 100 VN Turbo Command
Unit: % Target Booster Pressure
Range (40 to 100)
VN Turbo Operation Prohibit
Test Detail Hint
Activate the VSV for Turbo
●●This test checks the VSV for turbo pressure

Drive the atmospheric pressure measurement sensor
switching VSV of the manifold absolute pres- ●●Test possible when following conditions met:
Pressure
sure sensor 111 Ignition switch ON

(Used to the engine that has the combination 222 Engine is stopped
type atmospheric pressure sensor)
Control MAP
ON / OFF Unit: N/A
Range
358
3 Active Test
Part 3
REFERENCE

Check the Cylinder Compression:
When performing the Active Test item “Check the Cylinder Compression” and then cranking the engine, the
ECM stops the fuel injection, and measures the engine speed for each cylinder.
If one cylinder’s speed is higher than the others, that cylinder’s compression pressure can be concluded to
be lower than the others.
111 Warm up the engine.
222 Turn the ignition switch to OFF.
333 Connect a Techstream to the DLC3.
444 Turn the ignition switch to ON.
555 Turn the tester ON.
666 Select the following menu items: Powertrain / Engine and ECT / Active Test / Check the Cylinder
Compression.
777 Select the following monitor items: Compression / Engine Speed of Cyl #1 to #4 (#8), Av Engine
Speed of All Cyl
888 Press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON.
Fuel injection for all cylinders is prohibited at this time, and each cylinder’s engine speed
measurement will enter standby mode.
999 Crank the engine until the monitor item values “Engine speed of Cyl #1 to #4 (#8)” and “Av Engine
Speed of All Cyl” change.
1111Monitor the engine speed (Engine Speed of Cyl #1 to #4 (#8), Av Engine Speed of All Cyl)
displayed on the tester.
The tester displays the values to be extremely high before cranking the engine. Each cylinder’s
engine speed is measured while cranking the engine and then the tester displays the actual engine
speed values.
NOTICE
111 The Active Test item “Check the Cylinder Compression” will automatically turn off 255 seconds
after the Active Test is turned on.
222 When the “Check the Cylinder Compression” is OFF and the engine is cranked, the engine will
start.
333 If the “Check the Cylinder Compression” test needs to be performed again after each cylinder’s
engine speed measurement has been performed once, press EXIT to return to the Active Test
menu screen. Then perform the Check the Cylinder Compression test again.
444 Use a fully-charged battery.
359
3 Active Test
Part 3
333 System Check Function“ Pressure Discharge Valve Check” (applicable to

some engines since September 2008)
[[[[ Outline of Pressure Discharge Valve Check

●●“Pressure Discharge Valve Check” in the System Check is used to diagnose the fuel pressure control
and improper combustion.
●●Malfunctions can be determined by checking the fuel pressure when performing a fuel cut and
operating the pressure discharge valve with the intelligent tester.
●●During “Pressure Discharge Valve Check”, the intelligent tester measures the fuel pressure while the
engine is running, after the engine is stopped, and after the pressure discharge valve operates.
[[[[ Conducting Pressure Discharge Valve Check

●●Enter the menu options in this order: Powertrain / Engine and ECT / Utility / Pressure Discharge Valve
Check.
●●Unless all the following conditions are met, the Pressure Discharge Valve Check cannot be
performed.
●●Vehicle is stopped.
●●Fuel pressure is less than 100000 kPa.
●●Fuel pressure sensor is normal.
●●Battery voltage is more than 8V.
●●There are two types of Pressure Discharge Valve Check as follows. Select either of them, and then
press Next.
●●“Close to Open Check” opens the pressure discharge valve after the engine stops.
●●“Always Closed Check” holds the pressure discharge valve closed during the check.
Example:
360
3 Active Test
Part 3
[[[[ Diagnostic Hints
●●During “Close to Open Check”, if there is no large change in the fuel pressure when the pressure

discharge valve is closed while the engine is running and after the engine is stopped, and if the value
is 0 kPa when the pressure discharge valve is open, the system is normal.
●●Perform “Always Closed Check” if the value is not 0 kPa when the pressure discharge valve is open
during “Close to Open Check”. If the results are the same as during “Close to Open Check”, there is a
pressure discharge valve operation malfunction.
●●If the fuel temperature is high, perform “Pressure Discharge Valve Check” after the fuel has cooled to
the outside air temperature.
●●If a large amount of fuel is leaking, the fuel pressure decreases when the engine is stopped. However,
the condition of the pressure discharge valve can still be determined by comparing the measurement
results of “Close to Open Check” and “Always Closed Check”.
Fuel Press recorded point
Fuel Press
(When “Close to Open Check” selected)
0 kPa
Fuel Press
(When “Always Closed Check” selected)
0 kPa
Engine Speed
0 rpm
ON
Fuel cut operation signal
OFF
Pressure Discharge Valve ON

operation prohibit
OFF
Close (ON)
Pressure Discharge Valve operation
(Always Closed Check) OFF
Open (ON)
Pressure Discharge Valve operation
(Close to Open Check) Close (ON)
OFF
Pressure Discharge Valve operation start
361

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Introduction

Piezo Injector Low Comp. Ratio

Turbocharger Oxidation Catalyst

111 Outline of Diesel Engine

Intake Compression Combustion Exhaust

■■Principle of 4 Stroke Gasoline Engine

Intake Compression Combustion Exhaust

■■Differences between diesel and gasoline engines

Diesel oil: The cetane number is a Gasoline: The octane number is a

1997 1998 1999 2000 ~ 2004 2005 2006

■■Diesel engine for passenger vehicles (AVENSIS)

333 Enlargement of diesel engine market

■■Market share of diesel passenger vehicles

■■Market share transition by output power

■■Emission standards for diesel passenger vehicles

444 Type of Combustion Chamber

[[[[ Direct Injection Type

[[[[ Swirl Chamber Type

A→B Ignition delay period (Combustion preparation period)

<<<< Ignition delay period (A to B)

<<<< Flame propagation period (B to C)

<<<< Direct combustion period (C to D)

<<<< After burning period (D to E)

[[[[ Excess air ratio

Actual intake air amount (weight)

Diesel Engine Gasoline

■■Reduction of NOx and PM

[[[[ Output Control

Low Power Output

Low Power Output

Fuel Injection Start Normal Combustion

<<<< White smoke

<<<< Black smoke

111 Necessary conditions to run a diesel engine

[[[[ Fuel system

[[[[ Glow system

Compression heat is supplied when engine is cold

Type Conventional system Common-rail system

[[[[ Conventional Type

<IN-LINE TYPE PUMP> <VE TYPE PUMP>

Mechanical Type Electric Type

<<<< Distributor injection pump

injection pump (governor and timer piston) and injection nozzles.

Timing Control valve

[[[[ Common - rail Type

HP2 Type HP3 Type HP4 Type

<<<< Common-rail system

[[[[ Glow Plug

<<<< Ceramic Glow Plug

approximately 1,200 degrees and excellent temperature increase characteristics.

Ceramic glow plug

[[[[ Energizing system

<<<< Self-control type

Part 2 Common-rail Diesel Engine

1 3Common-rail Diesel Engine

Diesel EFI Common-rail

1st-generation 2nd-generation 3rd-generation

Common-rail Diesel Engine

222 TOYOTA D-CAT

■■TOYOTA D-CAT Conceptual Drawing

Fuel Injection Combustion

●●High-pressure Common- ●●Low Temperature

Common-rail Diesel Engine