Maintenance Manual of 2.

0CTI Diesel Engine

JAC 江淮汽车

Maintenance Manual
of
2.0CTI Diesel Engine

Customer Service Department

of
JAC Engine Company
September 20th, 2015
 Maintenance Manual of 2.0CTI Diesel Engine
Introduction

Preface

This manual provides a thorough introduction of the technical

specifications, structural features and other aspects of 2.0CTI diesel engine, and
illustrates the disassembly, installation procedures of engine and relevant
precautions. Meanwhile, it also includes technical data of engine ECU’s failure
analysis for the maintenance personnel’s reference.
To satisfy JAC engine’s customer, maintenance personnel of JAC engine
should operate correctly. Therefore, it is necessary for maintenance personnel to
fully understand the contents of this manual. Please put the manual handy for
reference.
All pictures and technical parameters within this manual are the latest
situation. Should any product improvement that may affect maintenance appears,
JAC will provide technical bulletin or supplement. Thus, the manual user should
focus the JAC product’s latest development.
Any copy or temper of this manual is unaccepted without written
authorization of JAC, which includes but not limited to electronic, paper-based,
phonotape and videotape.
The customer service department of JAC engine company reserves the right
of final explanation and revision for the terms.

Engine Company of Jianghuai Automobile Co. ltd.

December 2015

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction

Contents
Preface.........................................................................................................I
Contents..................................................................................................... II
Abbreviation............................................................................................. VI
Chapter 1 Introduction of Diesel Engine............................................. 1
I. Engine’s identification code and nameplate......................................1
1.1 Engine’s identification code and nameplate........................ 1

1.2 Illustration of engine’s identification code.......................... 1

II Engine’s technical parameters..........................................................3

2.1 Main technical parameters..................................................... 3
2.2 Main specifications of spare parts.......................................... 4
2.3 Parameters for check and adjustment..................................... 4
III Tightening torque........................................................................... 4
IV Maintenance limitation...................................................................9
V Special tools.................................................................................. 15
Chapter 2 Engine’s Mechanical System.................................................... 16
I. Maintenance precautions................................................................16
1.1 General precautions............................................................. 16
1.2 Precaution of sealant............................................................17
II. Front auxiliary drive system..........................................................20
2.1 System diagram................................................................... 20
2.2 Check...................................................................................20
2.3 Disassembly.........................................................................21
2.4 Installation precaution..........................................................22
III Timing system.............................................................................. 25
3.1 system diagram.................................................................... 25
3.2 Disassembly.........................................................................26
3.3 Check...................................................................................29

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction
3.4 Installation........................................................................... 30
IV. Air-inlet and air-exhaust system................................................... 35
4.1 System diagram................................................................... 35
4.2 Assembly and disassembly of air-inlet system..................... 36
4.3 Assembly and disassembly of air-exhaust system................ 36
4.4 Assessment of oil leakage on turbo booster’s impeller......... 38
V. Lubrication System....................................................................... 47
5.1 System diagram................................................................... 47
5.2 Disassembly and check........................................................ 48
5.3 Assembly............................................................................. 50
VI. Valve mechanism.........................................................................53
6.1 System diagram................................................................... 53
6.2 Disassembly.........................................................................53
6.3 Check after disassembly...................................................... 54
6.4 Installation........................................................................... 57
VII. Crankshaft Connecting System.................................................. 60
7.1 System diagram................................................................... 60
7.2 Main shaft bushing.............................................................. 60
7.3 Disassembly.........................................................................62
7.4 Check and measurement...................................................... 64
7.5 Assembly............................................................................. 68
VIII Piston rod assembly................................................................... 72
8.1 System diagram................................................................... 72
8.2 Selection of connecting rod..................................................72
8.3 Disassembly.........................................................................74
8.4 Check and measurement...................................................... 75
8.5 Assembly............................................................................. 77
IX Cooling system.............................................................................81
9.1 System diagram................................................................... 81

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction
9.2 Disassembly and check........................................................ 81
Chapter 3 Engine’s Electronic Control System..........................................87
I. Matters needing attention............................................................... 87
1.1. Matters needing attention in maintenance process.............. 87
1.2 Matters needing attention in On-board diagnosis of engine..89
II. Structure Principle and Reparation of Engine Control System...... 91
2.1 Explanation of Electronic Control System........................... 91
2.2 Component Function of Electric Control System................. 92
2.3 On-board Diagnostics System..............................................93
III. Engine electronic components structure principle and maintenance100
3.1 Temperature and pressure transmitter.................................102
3.2 Air flow meter....................................................................105
3.3 Coolant temperature sensor................................................107
3.4 Air control valve................................................................ 110
3.5 Crankshaft position sensor................................................. 114
3.6 Camshaft position sensor................................................... 116
3.7 Exhaust temperature sensor................................................119
3.8 EGR valve......................................................................... 122
3.9 EGR bypass solenoid valve................................................125
3.10 VTG electromagnetic valve............................................. 127
3.11 VTG position feedback sensor......................................... 129
3.12 The oil pressure sensor.....................................................130
3.13 Preheating plug................................................................ 131
3.14 Differential pressure sensor..............................................132
3.15 Fuel system...................................................................... 135
3.16 ECM................................................................................ 144
3.17 Engine’s control harness.................................................. 154
Chapter 4. Failure Diagnosis Procedures of Engine’s Control System..... 158
4.1 Common failures and main reasons................................... 158

IV
 Maintenance Manual of 2.0CTI Diesel Engine
Introduction
4.2 List of DTC in electronic system....................................... 160
4.3 Analysis of common DTC in electronic system................. 165

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction

Abbreviation

ECM: Electronic Control Module

EGR: Exhaust Gas Recirculation
VTG: Variable Turbine Geometry
ECU: Electronic Control Unit
PWM: Pulse-Width ModulationIMV:
DPF: Diesel Particulate Filter
DOC: Diesel Oxidation Catalyst
PLV: Pressure Limitation Valve
IQA:
START: Start by keys
Key: Key
AC: Air-conditioner
EPC indicator: Indicator of Electronic Power Control
CAN: Controller Area Network
ROM: Read-Only Memory
Delphi: Delphi system

Measurement units:
1Mpa = 10bar = 1000KPa
1V = 1000mV
1bar = 100KPa

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction

Chapter 1 Introduction of Diesel Engine

I. Engine’s identification code and nameplate

1.1 Engine’s identification code and nameplate
The identification code is printed on the rear face of cylinder block

HFC4DB2-1D
F4000105
Engine’s
nameplate

Engine’s
nameplate

1.2 Illustration of engine’s identification code

1) Engine’s identification code

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction

Rear
Part Front
Product ID number

Code HFC 4 D B 2 - 1 D

Enterpr Cylinder Technical Displa Technol

Project Type - Emission
ise number platform cement ogy

Meanin Diesel Longitud Turbo National

JAC 4 B 2.0L
g engine inal boost V

2) Engine’s serial number

Serial number F 4 000105
Engine type
Meaning Year (2015) Factory number
(diesel engine)

3) Year and alphabet

Year Code Year Code Year Code Year Code

2001 1 2009 9 2017 H 2025 S

2002 2 2010 A 2018 J 2026 T

2003 3 2011 B 2019 K 2027 V

2004 4 2012 C 2020 L 2028 W

2005 5 2013 D 2021 M 2029 X

2006 6 2014 E 2022 N 2030 Y

2007 7 2015 F 2023 P 2031 1

2008 8 2016 G 2024 R 2032 2

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction
II Engine’s technical parameters
2.1 Main technical parameters
Engine model HFC4DB2-1D
Straight, inter-cooling, high-pressure
Main features
common rail, double overhead camshafts
Installation position Longitudinal
Emission level National V
National V diesel under the GB19147
Fuel type
limitation
Rated/net power (kW) 100/95
Rated speed (r/min) 3600
Cylinder pressure（Bar） 28
Max torque (N·m) 285
Rotate speed under max torque
2200～2600
Main performance (r/min)
parameters Low-end torque（N•m@1000rpm） 160

Idle speed（r/min） 750±30

altitude：4000m

Working environment high temperature：40℃

low temperature：-30℃

Layout type straight

Cylinder number 4
Valve number 16
Displacement (ml) 1999
Compression ratio 16.5
Cylinder diameter (mm) 83
Stroke distance (mm) 92.4
Main structural
Cylinder distance (mm) 96
parameters
Crankshaft’s rotating direction
anti-clockwise
(facing flywheel end)
Ignition order 1-3-4-2
Lubrication Integrated compression and splash
Cooling Hydrocooling
Overall dimension (mm) 680×700×707
Engine’s net weight (kg) Approximately 220

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction

2.2 Main specifications of spare parts

Spare part’s name Technical features
Diesel filter Full-flow type
Oil filter Full-flow throw-away type
Oil pump Outer mesh gear type
Hydrocooling pump Centrifugal
Thermostat Wax-type double switch
Generator AC generator
Starter Decelerating low-speed high-torque
Fuel injection pump Electronic controlled

2.3 Parameters for check and adjustment

Engine model HFC4DB2-1D
Oil pressure (idle speed) ≥98kpa（oil temperature≥80℃）

Main oil line’s temperature ≤120 ℃

Temperature when thermostat is on 82℃
Temperature when thermostat is fully-operational 95℃
Success (engine can be started for 3 three times
Engine’s start performance under normal temperature, with starting time less
than 5 seconds, and intervals more than 15 seconds)

III Tightening torque

No. Part no. Name Number Specification Torque (N.m) Remark
Cylinder
1002
assembly
Hexagon Assembled
flange with
Q1840816 bolts 16 23±2 stiffening
plate of
crankcase
Hexagon Crankshaft’s
Q1840816F61 flange 6 23±2 rear oil-seal
bolts support

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction
Fastening
bolt of
1002027FB piston 4 M6×1.0×14 10～15
cooling
nozzle
Hexagon Crankshaft’s
Q1840612F61 flange 1 10±1 position
bolts sensor
Cylinder （ 50±2 ）
head bolts N·m+loosen+
（50±2）N·m+

1002041FD020 10 M12×1.25×166 （ 90±2 ） °+

（ 90±2 ） °+

（ 90±2 ） °+

（90±2）°

Fastening
bolts of
（35±2）N·m+
1002104FD020 main 10 M11×1.5×85
（135±2）°
bearing
cap
Cylinder
1002106FB chain oil 1 R2 1/8 20±2
blocking
Cylinder
main
1002107FB 1 R2 3/8 35±5
chain
blocking
Cylinder’s
1002109FB water R2 1/4 25±3
drain bolt
Cylinder
1003 head
assembly
1003012FE010 10 M8×1.25×45 18±2
GB900_8×25_A_T1F61 2 18±2
Q1841025F61 2 30±4

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 Maintenance Manual of 2.0CTI Diesel Engine
Introduction
1002109FB 5 R2 1/4 20±2
Q1840840 23 20±1
1004
Separately
loosen10±2N·m

1004013FD020 8 M8×1.0×49 separately

tighten（25±2）

+（90～94°）

1005
1005014FB 1 M16×1.5×60 190±10
Q2580614 3 10±1
1005018FB010 8 75±5
1008
1008202FB 4 M6×1.0×60 8±1
Q32008F61 2 18±2
Q32006F61 4 8±1
Q1840830F61 9 18±2
Q1840825F61 5 18±2
Q1840816F61 4 18±2
Q1840620F61 1 8±1
Q1840612F61 2 8±1
1009
Q1840610 8 8±1
1009018GA 1 M14×1.5×20 40±5
Q1840880F61 2 18±2
Q1840825F61 18 18±2
Q1840616F61 1 8±1
1010
Q1420820 2 18±2
1010303FD020 1 M20×1.5/2.0 30～36

1010014FD020 1 M10×1.25 25～31

Q1840616 10 8±1
Q1840820 2 23±3
Q218B0840F61 1 23±3
Q218B0830F61 1 23±3
Q218B0825F61 3 23±3

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Introduction
Q1840835F61 1 23±3
Q1840620F61 4 10±1
1014
1014031FD020 21 M6×1.25 10±1
Q1840620F61 1 10±1
1021
1021024FB 2 M12×1.5 140±5
1021034FD020 1 M10×1.5 35±5
1021035FD020 4 M8×1.25 23.5±4.5
1007073FA040 1 M14×1.5 65～70

Q218B0612 2 8±1
Q1840650 2 10±1
Q1840640 2 10±1
Q1840630F61 11 10±1
Q1840625F61 4 10±1
Q1840660F61 1 10±1
Q1840845F61 6 23±3
Q1850870F61 4 M10×1.25 23±3
Q1840820 2 18±2
Q1840620 9 8±1
Q1200620F3 2 8±1
Q32006 2 8±1
1025
Q1841055F61 1 30±4
Q18410130F61 1 30±4
Q361C10T2F61 1
Q1851035F61 1 45±5
Q1851060F61 3 45±5
1025201FD020 1 M8×1.25 23±3
Q32008F61 1 23±3
1025202FD020 1 M8×1.25 23±3
1025400FD020 1 M10×1.5 35±5
1025800FD020 1 M10×1.5 35±5
1025300FD020 1 M10×1.5 50±5
Q1840625F61 4 8±1
Q1200818F61 4 23±3
Q32008F61 4 23±3

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Introduction
Q1840845F61 4 23±3
1026
1026170FB 1 8～12

1026310FA040 1 22±3
1026140FD020 4 10～15

1026321FD020 1 45±5
1026322FD020 1 45±5
Q1840616F61 5 8±1
Q1840612F61 4 8±1
Q1840512 2 8±1
1041
Q1840612F61 4 10±1
Q1840820F61 2 18±2
1041124FD020 1 M8×1.25 23±3
Q32008F61 1 23±3
Q1840840F61 5 23±3
Q1840820F61 2 23±3
Q1840825F61 1 23±3
1042
1042013FB 4 M8×1.25 27±2
1042017FD020 2 M8×1.25 18±2
1044018FB 2 M8×1.25 18±2
Q1840620F61 2 8±1
Q1840625F61 2 8±1
1042063FB 10 M14×1.5 27±2
Q1840612F61 2 8±1
Q1840630F61 1 10±1
1042030FD020 3 M8×1.25 35±5
1043
GB16774.2-
2 50±2
M10X80F61
1044
1044019FB010 2 M10×1.5 45±5
1044012FD020 1 M10×1.5 45±5
1044017FB 3 M10×1.5 45±5
1044018FB 10 M8×1.25 30±5
1044021FB 8 M8×1.25 23±3

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Introduction
1044402FD020 1 8±1
1044403FD020 4 M8×1.25 19±3
1044404FD020 4 M8×1.25 19±3
1044021FD020 1 M8×1.25 23±3
Q1840820F61 2 23±3

IV Maintenance limitation

Cooperation Wear limit

No. Diagram/contents
(mm) (mm)

Internal
diameter of
cylinder block
 83 00.03
and bore

External
1. cylinder block and bore diameter of
– piston’s skirt part 8300..05
piston’s skirt 08

X part

Fit clearance 0.07~0.09 0.15

Diameter of
piston’s
pin-hole
 2800..010
005

External
2. piston’s pin-hole – diameter of  28 0 0.005
piston pin piston pin

0.03
Fit clearance 0.005~0.015

3. piston pin’s external

External
diameter – connecting
diameter of  28 0 0.005
rod’s bushing bore in
piston pin
small end

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Introduction

connecting
rod’s bushing
bore in small
 2800..029
020

end

Fit clearance 0.020~0.034 0.08

Connecting
rod’s hole in  3100.025
small end

4. connecting rod’s hole

in small end – External
connecting rod’s diameter of
bushing bore’s external connecting  3100..10
06
diameter rod’s bushing
in small end

interference
Fit clearance
0.035~0.10

Width of
connecting 2800..15
2
rod’s big end

5. connecting rod’s with

in big end – crankshaft
connecting rod Crankshaft
connecting 2800..05
05
rod

Axial
clearance of
0.10~0.25
connecting
rod’s big end

Groove height
of 1st piston 1.77 00..10
08
6.groove height of ring
piston ring – ring height

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Introduction

Height of 1st
piston ring
1.7700.02

Fit clearance
of 1st ring and
0.08~0.12 0.20
1st ring
groove

Groove height
of 2nd piston 1.5 00..08
06
ring

Height of 2nd
piston ring
1.5 00..01
03

Fit clearance
of 2nd ring
0.07~0.11 0.20
and 2nd ring
groove

Groove height
of 3rd piston 3.0 00..04
02
ring

Height of 3rd
piston ring
3.000.02

Fit clearance
of 3rd ring
0.02~0.06 0.20
and 3rd ring
groove

1st gas ring 0.20~0.40 0.8

7. opening gap of piston

ring 2nd gas ring 0.50~0.70 1.0

In Φ83.00 ring
gauge 3rd gas ring 0.25~0.50 1.0
(or cylinder bore)

8. crankshaft’s main crankshaft’s

 60 0 0.019
axle – main axle’s hole main axle

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Introduction

main axle’s
hole
 60 00..034
026

Fit clearance 0.026~0.053 0.15

Crankshaft’s
50 00.016
main axle

9. crankshaft’s
Connecting
connecting rod axle –  50 00..030
connecting rod’s hole rod’s hole 024

Fit clearance 0.024~0.046 0.15

Crankshaft’s
thrust axle
2800.05

Main bearing
10. crankshaft’s thrust
thrust gear
2800..02
14
axle – main bearing
thrust gear

Crankshaft’s
axial 0.02~0.19 0.30
clearance

valve guide’s
external 11 00..065
055
diameter

11. valve guide’s

external diameter – cylinder
cylinder head’s guide head’s guide 1100.017
hole hole

interference
Fit clearance 0.038~0.065

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Introduction

valve guide’s
internal  56 00..11
diameter

0.020
inlet： 6 0.035
12. valve guide’s
valve stem’s
internal diameter – valve outlet ：
diameter
stem’s diameter 6 0.030
 0.045

Intake valve：
0.02~0.047
Fit clearance 0.10
Exhaust valve：
0.050~0.077

exhaust valve
seat’s external  26 00..791
775
diameter

13. exhaust valve seat’s

valve seat’s
external diameter –  26 00..721
valve seat’s hole hole 7

interference
Fit clearance
0.054~0.091

inlet valve
seat’s external  30 00..491
475
diameter

14. inlet valve seat’s

valve seat’s
external diameter –
hole
 30 00..425
4
valve seat’s hole

interference
Fit clearance
0.050~0.091

Camshaft’s
journal
 2500..040
053

15. camshaft’s journal –

camshaft’s hole  2500.021
Camshaft’s
hole

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Introduction

Fit clearance 0.040~0.074 0.15

Camshaft’s
journal 17 00..007
045
opening
Camshaft
16. camshaft’s journal bearing 17 00..110
162
opening – camshaft thrust’s width
bearing thrust’s width
Camshaft’s
axial 0.065~0.169 0.3
clearance

hydraulic
12 00..04
lifter’s hole 02

lifter’s
17. hydraulic lifter’s
external 16 0 0.011
hole – lifter’s external
diameter
diameter

Fit clearance 0.02~0.051 0.07

Flywheel’s
external  256 00..4348
diameter

18. flywheel’s external Ring gear’s

diameter – flywheel ring internal  256 00.052
gear’s internal diameter diameter

interference
Fit clearance
0.296~0.4

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V Special tools
No. Tool’s name Diagram Usage

Disassemble engine valve

Valve spring and relevant parts when it
1
compressor is unnecessary to remove
cylinder head

Crankshaft’s Guide the direction while

2 front oil-seal installing crankshaft’s front
director oil-seal

Crankshaft’s
Install the crankshaft’s
3 front oil-seal
front oil-seal
installer

Oil sump
4 Disassemble the oil sump
disassembler

Crankshaft’s
Install crankshaft’s rear
5 rear oil-seal
oil-seal
installer

Valve
6 oil-seal Install the valve’s oil-seal
installer

Fix the flywheel for the

Flywheel
7 convenience of
retainer
disassembly

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Engine’s Mechanical System

Chapter 2 Engine’s Mechanical System

I. Maintenance precautions
1.1 General precautions
1) Engine’s coolant liquid
Engine’s coolant liquid cannot be discharged until the engine is cooled
down.
2) Disconnecting fuel line
① Release fuel pressure before disconnection or disassembly
② Block the opening and prevent fuel leakage before disconnecting fuel
line
3) Dismantlement and disassembly
① Please use special tools, and notice safe operation, and do not operate
without following instructions
② Do not damage fitting surface or sliding surface
③ If necessary, use adhesive tapes or similar objects to block engine
system’s opening, in order to avoid foreign objects
④ Mark and put the disassemble parts in order for the convenience of
failure recovery and re-assembly
⑤ The basic principle of loosening bolts and nuts is, loosen the outside
first, and its diagonal line position second. If the loosening order is written in the
manual, please follow the instructions.
4) Check, maintenance and replacement
Before maintenance or replacement, check the spare parts thoroughly and
replace parts if necessary.
5) Assembly
① Use torque wrench to tighten bolts and nuts

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 Maintenance Manual of 2.0CTI Diesel Engine
Engine’s Mechanical System
② The basic principle of tightening bolts and nuts is to tighten the central
first, inside/outside diagonal second, with equal tightness. If the order is
designated in manual book, then follow the instructions.
③ Replace new bearing strip, oil-seal or “O” ring
④ Thoroughly wash, clean and dry each spare part, and check whether any
block exists in engine oil or coolant
⑤ Do not damage fitting surface or sliding surface, and eliminate all
foreign objects. Make sure machine oil has been applied on the sliding surface
before assembly.
⑥ After exhaust all engine coolant, release all air inside the pipeline before
refuel coolant.
⑦ After maintenance, start engine and increase engine speed, then check
whether any leakage exists in engine’s coolant, fuel, machine oil, inlet and
exhaust air.
6) Spare parts that need to be tightened with certain degrees
① The following engine’s spare parts need to be tightened by spanner with
certain degrees:
a. cylinder head’s bolt
b. main bearing cover’s bolt
c. connecting rod nut
② Do not regard the figure above as final tightening figure, as these figures
are applied to pre-tightening only.
③ Ensure the surface of thread and
base is clean and applied with engine oil.
1.2 Precaution of sealant
1) Disassemble the sealant
After disassembling fixing nuts and

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Engine’s Mechanical System
bolts, use scraper to separate fitting surface and remove the old sealant.
Caution:
■ do not make damage on fitting space

■ insert the scraper, knock and slide the side face as the picture shown

■ if it is necessary to use screwdriver, please be careful and do not hurt

the fitting surface
2) apply the sealant
① use scraper to remove the old

sealant on the liner surface and fitting

surface
Caution:
■ remove the old sealant thoroughly
on the applying surface’s groove, fixing bolts and bolt holes
② use unleaded gasoline to wipe the applying and fitting surface of sealant,

and remove any water, lubricating grease and foreign matter above.
③ apply specified sealant on specified

position.
■ if there is groove that can place the
sealant, put the sealant in the groove.
■ generally, the sealant should be put
inside the bolt hole, and only be put outside
occasionally.
■ clean any stain on the sealant

■ do not re-tighten bolts and nuts

after installation
■ add engine oil or coolant 30

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Engine’s Mechanical System
minutes after installation
Caution:
■ if any special instruction is referred in this manual, please follow the
instructions.
1.3 Details of engine sealant
Sealing part Sealant Sealant’s
diameter
Bowl-seat – cylinder body TONSAN 1608 oxygen-weary (1±0.5)mm
sealant for metal
Crankshaft’s rear oil-seal support TONSAN 1608 oxygen-weary φ3mm±0.3
– cylinder body sealant for metal
Engine oil’s pressure sensor – TONSAN 1591/1590 surface /
cylinder body silicone sealant
Oil sump – cylinder body LOCTITE 5900 or TONSAN φ2mm±0.3
1590 surface silicone sealant
Camshaft frame – cylinder head LOCTITE 5182 or TONSAN φ1.5mm±0.3
1518 oxygen-weary surface
sealant
Bowl-seat/water pipe – cylinder TONSAN 1608 oxygen-weary /
head sealant for metal
Joint part of camshaft frame, LOCTITE 5900 or TONSAN φ2mm±0.3
cylinder head and vacuum pump 1590 surface silicone sealant
Joint part of camshaft frame, LOCTITE 5900 or TONSAN φ2mm±0.3
cylinder head and sprocket 1590 surface silicone sealant
chamber
Oil pump – cylinder body LOCTITE 5900 or TONSAN φ2mm±0.3
1590 surface silicone sealant
Oil pump – sprocket chamber LOCTITE 5900 or TONSAN φ2mm±0.3
1590 surface silicone sealant
Sprocket chamber – chamber LOCTITE 5900 or TONSAN φ2mm±0.3
head 1590 surface silicone sealant
Water temperature sensor – TONSAN 1243 screw thread /

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cylinder head sealant
Remark: other products with similar performance are acceptable

II. Front auxiliary drive system

2.1 System diagram

1. Belt 2. Damping belt pulley 3. Cooling fan 4. Air compressor

5. Generator 6. Power steering pump 7. Idle gear I 8. Idle gear II
9. Auto-tensioner of front auxiliary system

2.2 Check
1) Check the mark on the side face of tensioner. If mark A aligns with mark
C, the belt may be over-worn or over-stretched, and needs to be replaced.

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2) Check the engine belt’s surface and confirm whether any crack, wear
exists on surface, and replace the belt if yes. Check the timing belt carefully and
replace old timing belt if any following flaw appears:
① belt brakes

② belt wears, and core wire reveals

③ belt edge wears seriously or even falls off

④ belt ages and loses elasticity

⑤ the rubber on the reverse side hardens without elasticity, and doesn’t

have trace after sliding by fingernails

3) Check auto-tensioner; check whether idler runs smoothly, its backlash
and noise level. If necessary, replace the auto-tensioner and idler.
2.3 Disassembly
Wrench the auto-tensioner clockwise and remove the belt.

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2.4 Installation precaution
1) If tiny lubricating oil exists on belt, use dry cloth or paper to wipe the oil.
Do not clean the belt with detergent.
2) Before removing belt, remember the belt’s installing position and
direction in case of mis-assembly. During installing procedure, please follow the
reverse order of disassembly.
3) while installing belt on belt wheels, check the fitting situation of belt and
wheels. If the belt and wheels don’t fit well, the belt’s working life will be
affected. After installing and adjusting the belt, check whether the belt runs on
the same surface. If not, it will cause damage to the belt.

Table 1: diagnosis of belt in front auxiliary drive system

Situation Possible reason Solutions
Belt edge thickens 1. foreign matters implant in pulley 1. eliminate foreign matter
groove in groove and replace belt.
2. replace the belt
Edge or belt wears 1. wheels do not align with each other 1. align belt pulley
2. caused by external environment 2. clean belt pulley, and
3. belt pulley corrodes replace belt if necessary
4. sharp corner or bulge exists on the top 3. replace belt pulley
of pulley groove 4. replace belt pulley and
5. rubber ages check the belt
5. replace belt
Belt skids 1. inadequate belt tension 1. check and replace

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2. belt or pulley is exposed to materials tensioner if necessary
that can reduce friction (belt filler, 2. replace belt and clean
engine oil, ethylene and glycol) belt pulley
3. bearing of driven parts is broken 3. replace broken part or
(seizure) bearing
4. heat or over-skidding polishes and 4. replace belt
hardens belt
Belt cannot keep 1. incorrect belt tension 1. check or replace
working on correct 2. belt pulley’s tolerance is out of limit tensioner if necessary
position of belt pulley 3. foreign matter exist in pulley groove 2. replace belt pulley
4. belt pulleys do not align 3. eliminate foreign matter
5. belt’s heart rope brakes from groove
4.align parts
5. replace belt
Belt brakes 1. incorrect belt’s tension 1. check and replace
2. heart rope is broken during tensioner if necessary
installation 2. replace belt
3. seriously unaligned 3. replace belt pulley
4. support, belt or bearing is broken 4. replace broken parts or
belt
Noise 1. incorrect belt’s tension 1. check or replace
(harsh noise or squeak) 2. bearing’s noise tensioner if necessary
3. unaligned belt 2. check and repair
4. belt and pulley cannot match with 3. adjust and align the belt
each other 4. install the correct belt
5. driven parts cause vibration 5. find the flawed driven
6. belt’s flat surface separates parts and repair
6. replace the belt
Failure (woven fabric 1. tensioner’s cover layers make contact 1. replace belt, and avoid
around the belt is with fixed object contact with fixed object
broken or separates 2. woven fabric ages due to overheat 2. replace belt
from belt) 3. the joints of belt’s cover layer are 3. replace belt
broken
Failure of cord’s edge 1. belt’s tension force is incorrect 1. check or replace
(the elastic part of 2. belt makes contact with fixed objects tensioner if necessary
belt’s edge is exposed 3. one or multiple pulley(s) is(are) out of 2. replace belt and avoid
or separates from the tolerance contact with fixed objects
belt 4. the adhesion force between elastic 3. replace pulleys

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part and rubber is inadequate 4. replace belt

The tightening torque of bolts in front drive system

Accessory Quantity Standard Tightening remark
1025
system torque
Hexagon 1 Fixing generator’s upper
Q1841055F61 30±4
flange bolt part
Hexagon Fixing generator’s bottom
Q18410130F61 1 30±4
flange bolt part
Nut Fixing generator’s bottom
Q361C10T2F61 1
part
Hexagon Fixing composite scaffold
Q1851035F61 1 45±5
flange bolt
Hexagon Fixing composite scaffold
Q1851060F61 3 45±5
flange bolts
Power Fixing power steering
1025201FD020 steering 1 M8×1.25 23±3 pump
pump’s bolt I
Hexagon Fixing power steering
Q32008F61 1 23±3
flange bolt pump
Power Fixing power steering
1025202FD020 steering 1 M8×1.25 23±3 pump
pump’s bolt II
Idle pulley I
1025400FD020 1 M10×1.5 35±5
(fixing bolt)
Idle pulley II
1025800FD020 1 M10×1.5 35±5
(fixing bolt)
Fixing bolt of
1025300FD020 1 M10×1.5 50±5
tensioner
Hexagon Fixing vacuum pump
Q1840625F61 4 8±1
flange bolts
Q1200818F61 Studs 4 23±3 Fixing fan
Hexagon Fixing fan
Q32008F61 4 23±3
flange nuts
Hexagon Fixing fan support
Q1840845F61 4 23±3
flange bolts

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III Timing system
3.1 system diagram

1. sprocket chamber’s cover

2. sprocket chamber
3. sprocket chamber’s gasket
4. camshaft sprocket
5. high-pressure oil-pump sprocket
6. crankshaft’s timing sprocket
7. level-1 moving rail
8. level-1 still rail
9. auto-tensioner
10. level-1 chain
11. level-2 chain

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12. level-2 moving rail
13. level-2 still rail I
14. level-2 still rail II
15. locating sleeve of sprocket chamber’s cover
3.2 Disassembly
1) Wrench the auto-tensioner clockwise, take off
the belt and disassemble the auto-tensioner. Check
whether any crack, abnormal abrasion or fall-off
exists on the belt.

2) Disassemble the air compressor and its

support

3) Loosen the generator’s fixing bolt, and take

off the generator

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4) Disassemble the cooling fan, and its belt

pulley and support.

5) Fix the crankshaft, loosen the fixing bolt of

damping pulley and dismantle the damping pulley

6) Dismantle the idle pulley I and II.

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7) Dismantle the power steering pump assembly

8) Loosen the fixing bolt of sprocket chamber’s

cover, and take off the cover

9) Turn the crankshaft and check the timing situation of fuel-injection

pump’s sprocket and camshaft’s sprocket. There are three timing marker (copper
sheets) on the level-2 timing chain, which are corresponded to timing point of
air-inlet/outlet camshaft sprocket, and high-pressure oil pump sprocket. Loosen
the fixing bolts of auto-tensioner and take off auto-tensioner, level-2 chain,
level-2 moving rail, level-2 still rail I and II.

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10) Loosen the fixing bolts of sprocket chamber and dismantle its cover.
Check the timing situation of crankshaft sprocket and high-pressure oil pump
sprocket. There are two timing marker on the level-1 chain. One is a copper
sheet mark and corresponds to the timing mark of crankshaft sprocket; the other
are three adjacent copper sheet mark and correspond to the timing mark of
high-pressure oil pump sprocket. Loosen the fixing bolts of auto-tensioner and
take off the tensioner, level-1 chain, level-1 moving rail and still rail.

3.3 Check
1) Check the tooth gears of camshaft, crankshaft, fuel-injection pump and
auto-tensioner, and confirm whether any abnormal abrasion, crack, or damage
exists. Replace the gears if necessary
2) Check the exposed length of tensioner’s tappet (the plug is pulled off and
no oil-supply). If the exposed length is less than 6.4mm, then replace the

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tensioner.
3.4 Installation
1) Install the level-1 chain

① Turn the crankshaft with 90 degrees to the top center compression

position, in which the timing mark of crankshaft sprocket is located in the

vertical position
② Align the slot of high-pressure oil pump sprocket with locating pin on

oil-pump shaft, then tighten and fix the blots. Align the timing mark of oil-pump
with the mark on oil-pump’s body
③ Assemble the level-1 chain and make sure

the timing mark on the chain aligns with that on the

sprocket (there are two timing marks on the level-1
chain. One is the copper sheet mark, which aligns
with the timing mark of crankshaft sprocket. The

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other are three copper sheet marks, which aligns with the timing mark of
high-pressure oil-pump sprocket)
④ Install the level-1 still rail and moving rail

⑤ Install the auto-tensioner

2) Install the sprocket chamber

① Thoroughly clear the glue on the oil-pump’s

body and sprocket chamber

② Check whether there is any knock mark,

scratch, glue or other foreign matter on the junction

surface of oil-pump’s body and sprocket chamber,
and make sure the surface is intact without foreign
matters.
③ Apply LOCTITE 5900 or TONSAN 1590 surface silicon rubber sealant

to the junction surface of oil-pump body and sprocket chamber.

Notice: the sealant should be consecutive and even, and its diameter should

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be 2mm.
④ Apply LOCTITE 5900 or TONSAN 1590 surface silicon rubber sealant

to the joints of camshaft, cylinder head and sprocket chamber

⑤ Fix and tighten the fixing bolt of sprocket chamber. The tightening

order should be cross-tightening, and clear the excessive sealant.

3) Install the level-2 chain
① Use special timing tool to fix the camshaft to the timing mark

② Align the sprocket slot of air inlet/outlet camshaft with camshaft’s

locating pin. Place the sprocket into camshaft journal, and tighten the fixing
bolts
③ Assemble the level-2 chain and promise the chain’s timing mark aligns

with the sprocket mark, under the prerequisite that the timing marks of two
camshafts and sprocket chamber aligns with each other.

④ Assemble the level-2 still rail I and II, and install level-2 moving rail

and auto-tensioner.

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4) Install the cover of sprocket chamber
① Clean the glue on the sprocket chamber and its

cover
② Check whether any bump, scratch, glue or

other foreign matters exists on the junction surface of

sprocket chamber and its cover. Make sure the
junction surface is intact without foreign matters.
③ Apply LOCTITE 5900 or TONSAN 1590 surface silicon rubber sealant

to the junction surface of sprocket chamber and its cover

Notice: the sealant should be consecutive and even, and the diameter
should be 2mm
④ Install and tighten the fixing bolts of sprocket chamber. The tightening

order should be cross-tightening. Clean out excessive sealant.

Table of tightening torque of bolts in timing system

Timing system Standar Tightening Remark
1021 Quantity
d torque
Fixing bolts of M12×1.
1021024FB 2 140±5
camshaft sprocket 5
Fixing bolt of M10×1.
1021034FD020 1 35±5
moving rail 5
Fixing bolts of still M8×1.2
1021035FD020 4 23.5±4.5
rail 5
Fixing nut of
M14×1.
1007073FA040 high-pressure 1 65～70
5
oil-pump
Hexagon socket Fixing level-2
Q218B0612 2 8±1
screw chain’s still rail II
Hexagon flange Fixing level-2
Q1840650 2 10±1
bolts tensioner
Hexagon flange Fixing level-1
Q1840640 2 10±1
bolts tensioner

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Hexagon flange Fixing sprocket
Q1840630F61 11 10±1
bolts chamber cover
Hexagon flange Fixing sprocket
Q1840625F61 4 10±1
bolts chamber cover
Hexagon flange Fixing sprocket
Q1840660F61 1 10±1
bolt chamber cover
Hexagon flange Fixing the bottom
Q1840845F61 bolts 6 23±3 of sprocket
chamber
Hexagon flange Fixing the bottom
M10×1.
Q1850870F61 bolts 4 23±3 of sprocket
25
chamber
Hexagon flange Fixing the top of
Q1840820 2 18±2
bolts sprocket chamber
Hexagon flange Fixing the top of
Q1840620 9 8±1
bolts sprocket chamber
Studs Fixing the top of
Q1200620F3 2 8±1
sprocket chamber
Nuts Fixing the top of
Q32006 2 8±1
sprocket chamber

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IV. Air-inlet and air-exhaust system
4.1 System diagram

Air inlet system:

1. gasket of air-inlet pipe 2. air-inlet manifold assembly 3. support
of air-inlet manifold 4. EGR and cooler assembly 5. EGR water-return hose

Air exhaust system:

1. gasket of air-exhaust manifold 2. air-exhaust manifold 3. support of
air-exhaust manifold

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4. super-charger 5. support of super-charger 6. thermal shroud I, II of
air-exhaust pipe
7. catalyst assembly

4.2 Assembly and disassembly of air-inlet system

1) Dismantle the EGR’s cooling water-inlet and water-return pipe
2) Dismantle the EGR corrugated pipe
3) Dismantle the support of air-inlet manifold
4) Disassemble the EGR and cooler assembly
5) Loosen the fixing bolts of air-inlet manifold,
and dismantle the air-inlet manifold assembly and
the gasket of air-inlet pipe
6) During the installation of air-inlet system,
please follow the reverse order of disassembly.
Notice: check whether all spare parts are intact, and all pipes are clear.
4.3 Assembly and disassembly of air-exhaust system
1) Dismantle the thermal shroud and support of air-exhaust manifold
2) Dismantle the fixing bolts of air-exhaust manifold, and take off the
air-exhaust manifold and catalyst assembly
3) Check whether the surface of turbo-charger’s impeller is smooth without
abrasion. Check whether the impeller’s axial clearance is excessive, or the
impeller runs smoothly. If any failure exists, replace the turbo booster, and check
whether any leakage exists in the spare parts or pipeline of air-inlet system, so as
to prevent the booster from damage.
4) During the installation of air-exhaust system, please follow the reverse
order of disassembly.
Notice: check whether all spare parts are intact, and all pipes are clear.

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Table of tightening torque of bolts in air-inlet and air-exhaust system

Intake manifold Remark

Tightening
1008 Quantity Standard
assembly torque
Throttle body valve’s
1008202FB 4 M6×1.0×60 8±1
studs
Hexagon flange bolts Fixing

Q32008F61 2 18±2 air-intake

manifold
Hexagon flange bolts Fixing air
Q32006F61 4 8±1
control valve
Hexagon flange bolts Fixing
Q1840830F61 9 18±2
air-intake valve
Hexagon flange bolts Fixing EGR
Q1840825F61 5 18±2
assembly

Q1840816F61 Hexagon flange bolts 4 18±2 Fixing T-MAP

Hexagon flange bolt Fixing harness
Q1840620F61 1 8±1
support

Q1840612F61 Hexagon flange bolts 2 8±1

1044
1044019FB010 2 M10×1.5 45±5
1044012FD020 1 M10×1.5 45±5
1044017FB 3 M10×1.5 45±5
1044018FB 10 M8×1.25 30±5
Fixing
1044021FB 8 M8×1.25 23±3 thermal-proof
cover
Connecting
1044402FD020 1 8±1
with booster

1044403FD020 4 M8×1.25 19±3 After-sale use

1044404FD020 4 M8×1.25 19±3

Connecting

1044021FD020 1 M8×1.25 23±3 booster and its

support
Connecting

Q1840820F61 2 23±3 booster support

and cylinder body

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4.4 Assessment of oil leakage on turbo booster’s impeller
If the turbo booster doesn’t work well, check the situation of booster’s
impeller first and confirm whether the impeller’s situation is normal. If the
impellers work well, then carry out the following checks: oil leakage check of
booster’s compressor end, oil leakage check of booster’s turbine end, and check
of booster’s abnormal noise.
1) Check method when the booster’s impellers are damaged by foreign
matters
Remove the failed booster from the engine and check the damage situation
of turbine and impellers. Check whether any trace of foreign matter exists, or
any foreign matter exist in the air-inlet and air-exhaust end of booster.

Normal impeller impeller damaged by hard objects

Impeller damaged by particulates Impeller damaged by particulates

Liability judgment:
All failures of booster’s impellers are not caused by the booster’s internal
quality problems, but the user’s responsibility, inappropriate maintenance or
operations.

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The possible reasons are listed as follow:
① the booster hasn’t been maintained for a long time

② inferior filter

③ the pipeline between oil-gas separator and air-inlet tube is unplugged,

and air enters into turbo booster without filtration, so that the impellers are
damaged by dust.
2) Check method when oil leakage exists on booster’s compressor end
① oil leakage at compressor end due to turbo booster’s internal reasons

A: booster’s impellers are damaged

B: impellers are stagnated or booster’s axle is worn
② oil leakage at compressor end due to other reasons

Many factors are relevant to oil leakage at compressor end. Sometimes it is

not the booster’s internal failure, but other factors that cause oil leakage. The
possible reasons come as follow:
A: machine oil enters into the air-inlet tube of crankshaft’s breath system
B: blocking exists in the booster’s breathing system
C: air leakage exists in the pipeline between booster’s compressor and
engine’s air-inlet tube
D: the booster’s oil-return is not fluent
E: the engine runs in idle speed for long time
③ Check method when oil leakage exists in the turbo booster’s

compressor end
A: check the impellers’ situation
The impeller’s situation can be checked visually through its appearance.
The normal vane angle doesn’t have rounded corners. If rounded corner exists, it
indicates that tiny particulates exist in the inlet air of booster, as the picture
shown below. As the impeller is a part that rotates in high-speed, even the tiny

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particulates in the inlet air will cause high-speed friction, and lead to rounded
corner. Also, these tiny particulates will enter into the internal parts of booster,
accelerate its wear and cause booster’s oil leakage.
Liability judgment:
If the oil leakage happens with impeller’s rounded corner exists, then it can
be confirmed that the inlet-air’s inferior quality leads to the oil leakage, which is
the user’s responsibility, not the booster’s internal quality problem
The possible reasons are listed as follow:
a: the filter hasn’t been maintained for long time or broken, when causes
the air enters into booster directly
b: inferior filter
c: the pipeline between oil-gas separator and air-inlet tube is unplugged,
and air enters into turbo booster without filtration, so that the impellers are
damaged by dust.
Note: if the rounded corner is tiny, it is unnecessary to replace the booster,
but the engine’s air-inlet system still needs to be checked. Check whether the air
filter and air-inlet line are clean, and replace filter or clean air-inlet pipeline if
necessary.
B: check whether the impellers are stagnated
If the booster’s impellers work normally, please check whether there is
intervention between booster’s impeller and case, as the picture shown below. If
the intervention exists in booster, the impeller’s rotating speed will reduce
sharply or even stop running, which makes booster unable to compress the air.
Meanwhile, as the engine keeps bringing air, the compressor will turn from
positive pressure to negative pressure, which will suck the engine oil inside the
booster from the seal ring of rotor shaft.

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Intervention between impeller and booster case serious intervention between impeller and case

Rotate the impeller with hand and check whether any intervention or
stagnation exists. If yes, hold the impeller’s two sides with fingers, and waggle
the impeller in different directions. If the impeller shaft’s axial or radial
clearance is excessive, or the impeller can reach the booster’s case, it indicates
the abrasion has exceeded the limit, which means the booster is broken.
If abrasion exists on the booster’s impeller shaft, the axial and radial
clearance of impeller shaft will increase, meanwhile the booster’s oil leakage
will increase. The leakage quantity depends on the abrasion loss. With more
abrasion comes bigger axial or radial clearance, which lead to more leak
quantity.
If the impellers are jammed and no intervention exists, it means the
impeller shaft has been locked.
Liability judgment:
If the intervention exists, but the impeller shaft’s axial and radial clearance
is normal, then the responsibility lies on the booster’s internal quality problem
If the intervention exists and the impeller shaft’s clearance exceeds the
limit, it indicates the excessive shaft abrasion leads to the intervention.
Unqualified machine oil and inappropriate maintenance should be the main
factors,and the liability is on user’s side.
The impeller shaft’s blocking is also relevant to machine oil’s quality and

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booster’s maintenance, which is the user’s liability and irrelevant to the
booster’s quality.
The booster axle’s rotating speed is very fast, so unqualified machine oil or
foreign materials will accelerate the wear rate. During the wearing process, the
axial clearance will be larger, and the axle may be blocked.
C. Check whether machine oil enters into the booster’s intake-pipe
Dismantle the intake-pipe of compressor, and check whether the machine
oil exists inside the pipe or air-inlet. If the oil exists in both the pipe and air-inlet,
it indicates the residual machine oil has entered into the booster, so that the oil
also appears in inter-cooling system, which leads to the false appearance of
booster’s oil leakage. Because one end crankcase’s ventilation hose is connected
to engine’s cylinder head cover, some machine oil will be exhausted through the
hose with the crankcase’s exhaust gas. Meanwhile, the hose’s other end will
connect with the booster’s intake-pipe, which also makes the false appearance of
booster’s oil leakage.
If the checking method mentioned above cannot solve the problem, please
disconnect the breath hose and cylinder head cover, and plug up the hose with
cork. Then clean the booster and all pipelines, connect all parts and carry out the
test drive. If no machine oil exists in inter-cooling system, then it can be
confirmed that the oil inside the breath system enters into the booster. Should
some machine oil still exists, it means breath system is irrelevant to the oil
leakage, and further checks are necessary to be implemented.
Liability judgment:
The oil inside the crankcase’s ventilation hose will leads to the false
appearance of booster’s oil leakage if it enters into booster. In this situation, the
booster itself is in normal condition and is unnecessary to be replaced. Just solve
the problem of crankcase’s over-pressure.
D. Check whether any jamming exists in the booster’s air-intake system
Serious jamming inside the booster’s air intake system will cause negative

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effects on engine’s dynamic performance, while tiny jamming may not. If both
the engine’s poor performance and booster’s oil leakage exists, it indicates the
air intake system may be blocked. Tiny jamming will not affect engine’s power,
but all kinds of jamming will cause booster’s oil leakage. If booster’s air-intake
is blocked, the intake vacuum will increase and compressor’s exhausting
pressure will decrease. The machine oil will be sucked out by low intake
pressure through booster’s split ring.
Liability judgment:
If the booster’s oil leakage is caused by the jamming of air intake system,
then the booster is normal without damage and is unnecessary to be replaced.
Eliminating the choke point is necessary:
a. Check whether the filter is dirty or blocked;
b. Check the pipeline between air filter and booster’s air-inlet, and
eliminate the jamming if necessary;
Note: the jamming part often stays in the air filter.
E. Air leakage exists in the pipeline of booster’s compressor and engine’s
air intake pipe
If air leakage appears in engine’s inter-cooling pipeline, as is shown in
picture 16, the compressor’s pressure will decrease. The pressure of turbine and
compressor will be imbalanced, and oil leakage will appear in booster.
Meanwhile, some machine oil will be exhausted with the compressed air
through the leakage point. It will attach to the leakage point and cause ugly
appearance.
Also, sometimes oil leakage exists in the juncture of intake-tube and inlet
elbow, as this part hasn’t been installed with gasket. This will greatly reduce the
inlet-air’s pressure and lead to further serious leakage.
Please check every juncture of inter-cooling pipeline, if the machine oil
attaches to the juncture point, it means leakage exists at this point and needs to
be eliminated.

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If no apparent leakage point is spotted, please check the hidden part of
pipeline and inter-cooler. Use your hands to feel the leakage point. The
inter-cooler’s installing position may bring difficulties to the leakage point check,
so if necessary, remove the inter-cooler from the vehicle and check carefully.
You can use water to check the leakage by plugging up the cooler from one end
and filling up water, then check the water level. If the level decreases, then the
leakage exists. Judging the leakage by observing whether any water leaks from
the inter-cooler is also acceptable.
Liability judgment:
If the booster’s oil leakage is caused by the air leakage of inter-cooling
pipeline, it is irrelevant to the booster’s internal quality problem and there is no
need to replace the booster. You can solve the oil leakage by handling the air
leakage point.
F. Booster’s slack oil-return
When the booster’s oil-return is slack, the oil pressure inside the booster
will increase, and oil will leak from the split ring of turbine and compressor. If
the oil leakage is serious, the oil in the oil pan will greatly reduce.
a: check whether the crankcase’s internal pressure is excessive. As the
booster’s oil-return depends on gravity, excessive pressure inside the crankcase
will obstruct the oil-return. When the engine runs for some time, unplug the
dipstick and check whether there is gas injection. If yes, then the crankcase’s
pressure is excessive.
b: check whether the booster’s oil-return pipe blocks. Observe whether the
oil-return hose twists, as the twisted hose will affect the oil-return. If the hose is
normal, remove the oil-return pipe and check carefully.
Liability judgment:
If the oil leakage is caused by booster’s slack oil-return, it means the
booster doesn’t have internal quality problem and is unnecessary to be replaced.
Solve the jamming part of oil-return pipe and the engine will back to normal

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condition. Of course, the jamming of oil-return pipe will cause serious oil
leakage in booster, so clean the machine oil in booster and inter-cooling pipeline
thoroughly.
G: the engine works in idling speed for a long time
When the engine works in idling speed for long time, the air pressure inside
the compressor will be lower while the pressure of inter-body will be higher.
This will make machine oil leaks from the split ring of impeller. Also, when the
engine works in idling situation, the turbine’s side surface may leak oil.
If all checks mentioned above is OK, it is necessary to watch out the use’s
habits. Users may make engine work in idling speed for long time. Please
inquire user’s usage habit, and inform users not run the engine in idling situation
for long time.
Liability judgment:
The booster is unnecessary to be replaced if the booster’s oil leakage is
caused by engine’s long-time operation in idle speed, as the booster doesn’t have
internal quality problems.
3) checking method for the leakage on booster’s turbine end

① turbo booster’s internal reason

A: turbine’s impellers are damaged;

B: turbine’s impellers are stagnated;
C: booster’s axle is worn
② other reasons

Oil leakage at turbine’s end is relevant to many factors, and sometimes it is

not the booster’s internal quality, but other factors that cause the leakage. The
relevant factors are listed as follow:
A: the engine works in idle situation for long time;
B: the booster’s slack oil-return;

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C: engine’s serious oil leakage makes machine oil enter into turbine motor
from exhaust pipe
③ oil leakage of booster’s turbine end

A: turbine’s impellers are damaged

B: turbine’s impellers are stagnated
C: turbo booster’s shaft is worn
D: the engine works in idle situation for long time
E: booster’s oil-return is slack
All failures above are similar to the oil leakage of booster’s compressor.
Please refer to “Check method when oil leakage exists in the turbo booster’s
compressor end” for details
F: the machine oil enters from exhaust pipe to booster’s turbine motor due
to engine’s serious oil leakage
When engine’s oil leakage is serious, extra engine oil may enter into
booster’s turbine motor from exhaust pipe, which causes the false appearance of
oil leakage in booster’s turbine motor. At this time, please check whether the
machine oil leaks from turbine’s end or somewhere else. Meanwhile, check
whether any machine oil exists on the air-inlet of booster’s turbine motor. If yes,
then the oil enters into turbine motor through engine’s exhaust pipe. If not, then
there is no machine oil in the exhaust pipe, or the oil doesn’t have effects on
booster.
Note: check carefully whether oil leakage exists in compressor end or not.
If serious leakage exists in compressor end, some machine oil will enter into
cylinder from engine, while extra machine oil cannot be exhausted from exhaust
pipe.
Liability judgment:
If the machine oil leaks from exhaust pipe, it is irrelevant to the booster,
and there is no need to replace the booster.

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V. Lubrication System

5.1 System diagram

1. Booster’s oil-inlet 2. Oil pump 3. Oil cooler 4. Oil filter 5.

Oil sump assembly 6. Booster’s oil-return pipe 7. Oil strainer 8. Oil
dipstick

The 2.0CTI engine’s lubrication system consists of oil sump, oil pump,
filter, oil-cooling module, pipelines and etc. The oil pump is external-gearing
type, which is driven by bent axle; the piston cooling jet is positioned on main
oil gallery so as to achieve steady oil-cooling, which can effectively reduce the
piston’s thermal load. The picture below is the sketch map of 2.0CTI’s

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lubrication system.

5.2 Disassembly and check

1) Open the engine’s oil filter cap, loosen the
purge cock on oil sump and exhaust the engine oil;
Note:
■ It is forbidden to operate procedures above
when the oil temperature hasn’t cooled down;

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■ Put a basin below the cap to collect the engine
oil.

2) Loosen the tightening bolt of engine’s oil sump

and disassemble oil sump

3) Use special tools to remove oil filter, connecting

shaft and oil cooler.

4) Loosen the tightening bolt, and remove oil pump

assembly

After disassembly, please check:

■ Whether any oil hole of pump’s case is blocked, and clean the holes if
necessary.

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■ Whether any crack or other damage exists on pump’s case, and replace
the case of necessary.
■ Whether the oil seal is worn, broken or aged, and replace the oil seal if
necessary.

5.3 Assembly

1) Clean the adhesive tape on engine body and oil pump assembly;
Note:
■ make sure there is no greasy dirt, scratch or foreign matters on the
junction surface of engine body and pump assembly
2) Apply Loctite5900 or TONSAN1590 surface sealing silicon sealant
Note:
■ the glue’s diameter should be 2±0.3mm, and the glue should be even
without accumulation

3) Tighten the tightening bolt of oil pump’s case and clean the extra sealant;
4) Install the oil strainer;
5) Install oil cooler and oil filter;
Note:

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■ While installing oil filter, place the rubber seal ring into seal groove
uniformly. Apply some diesel engine oil on the ring before tightening to avoid
oil leakage.
6) Apply Loctite 5900 and TONSAN1590 surface silicon sealant on the oil
sump assembly.
Note:
■ the glue’s diameter should be 2±0.3mm, and the glue should be even
without accumulation
7) Apply sealant on the side face of cylinder block to avoid oil leakage

8) Install the oil sump, and tighten the bolts of oil sump assembly in order

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List: tightening torque of all bolts in lubrication system

Lubrication Remark
Tightening
1010 Quantity Standard
system torque

Q1420820 Spring’s bolts 2 18±2 Fix filter assembly

Filter’s
1010303FD020 1 M20×1.5/2.0 30～36
tightening bolt
Bolt of

1010014FD020 booster’s 1 M10×1.25 25～31

oil-inlet tube
Hexagon flange Fixing oil pump
Q1840616 10 8±1
bolts assembly
Hexagon flange Fixing oil pump
Q1840820 2 23±3
bolts assembly
Hexagon Fixing oil pump
Q218B0840F61 1 23±3
socket screw assembly
Hexagon Fixing oil pump
Q218B0830F61 1 23±3
socket screw assembly
Hexagon Fixing oil pump
Q218B0825F61 3 23±3
socket screws assembly
Hexagon flange Fixing oil pump
Q1840835F61 1 23±3
bolt assembly
Hexagon flange Fix booster’s
Q1840620F61 4 10±1
bolts oil-return pipe

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VI. Valve mechanism

6.1 System diagram

1. Camshaft frame 2. Machined part (with valve container and conduit) 3.intake
valve 4. Exhaust valve 5. Valve key 6. Valve seat (above) 7. Valve spring 8.
Valve oil-seal 9. Valve seat (below)

6.2 Disassembly
1) Loosen the tightening bolt of fuel injector’s tightening
block, and remove the fuel injector and injector’s tightening
block;
2) Loosen the tightening bolt of cylinder head’s cover, and
remove the coverof cylinder head;

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3) Loosen the tightening bolt of camshaft frame. Slightly waggle, then dismantle the
camshaft and its frame;
4) Remove the rocker arm and hydraulic tappet, and place all parts separately;
5) Loosen the tightening bolt of cylinder head in order. Remove the bolts of cylinder
head and place them in order. Then remove the cylinder head and its gasket;

6) Use valve spring compressor to compress valve spring, then remove the locking plate,
valve spring and its retainer;
Note:
■ Make marks of cylinder number and position on the
dismantled valve, valve spring and other spare parts,
and mark the position of piston’s top center.
7) Use pliers to remove the valve’s oil-seal;
Notice:
■ Do not re-use the valve’s oil-seal

6.3 Check after disassembly

1) Valve guide pipe
Check the clearance between valve rod and
guide pipe. Replace the air valve or cylinder head
if the clearance exceeds the limit. The standard
range and limitation are listed below:
Standard:
■ intake valve: 0.035-0.062mm
■ exhaust valve: 0.050-0.077mm

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Limitation:
■ intake valve:0.1mm
■ exhaust valve:0.1mm

Restoration of valve retainer:

① Check whether the valve guide pipe is worn

or not by correction, and replace the cylinder head if

necessary. Then correct the retainer;
② Use valve seat’s guide bar and reamer to

correct the valve seat;

③ After correction, grind the valve and valve seat thoroughly with

abrasive taste
2) Check on cylinder head
① Check whether any crack, damage or leakage exists on cylinder head. If

the crack exists, please replace the cylinder head assembly;

② Clean the foreign matters, residue and

carbon deposit thoroughly, and use

compressed air to ensure that the oil pipe
hasn’t been blocked.
③Check the flatness of cylinder head’s

base plane: put the flatness measuring

instrument on the base plane and record the figure. You can also put a ruler on
the surface and use feeler gauge to measure the clearance between ruler and
surface. The flatness tolerance cannot exceed 0.10mm.
Flatness of cylinder head:
■ standard clearance -- less than 0.05mm
■ maintenance limitation -- 0.1mm

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④ Check whether any erosion or broken part exists on cylinder gasket, and

replace the gasket if necessary;

⑤ Check the surface of cam and shaft neck through visual observation,

and replace the camshaft if any abrasion or peeling exists;

Note:
■ the replaced gasket must be original, or the fault of incorrect compression
ratio may appear.

3) Check the camshaft

Measure the diameter of camshaft’s shaft neck:
The axial diameter of camshaft should be
 2500..040
053 , and the abrasion loss cannot exceed 0.05;

Measure the cam lift:

Use the micrometer to measure the cam’s height on the
peach-tip direction, and the cam’s base diameter on the cam’s
base direction. The cam lift’s figure is the difference value.

Measure the camshaft hole:

 2500.021
The diameter of camshaft hole should be ;
Note:
■ when measuring the camshaft hole, it is necessary to place the camshaft
frame on the cylinder head, and tighten the bolt with standard tightening torque.
Please use inside dial indicator or feeler gauge to measure the bore diameter.
Calculate the clearance between camshaft hole and the camshaft’s axial
diameter. The clearance should range from 0.040 to 0.074, and the wear limit
should be 0.15mm.

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6.4 Installation

1) Clean all spare parts, and apply oil on the parts which needs rotation or
movement during operation;
2) Use special tools to install the new valve oil-seal to the specified
position;
3) Apply machine oil on every air-valve, insert the air-valve into guide
pipe. Do not use too much force to insert the air-valve into oil-seal. After
insertion, check whether the air-valve can move smoothly;
4) When installing valve springs, make the painted end towards the
spring’s upper seat;
5) Use appropriate tools to compress the air and install the valve key. After
installing air-valve, check whether the valve key is installed correctly;

Note:
■ before installation, spot test should be carried out on the elasticity of each
batch of valve spring, and the elasticity’s tolerance range should meet the
demand of blueprint
■ the valve key should be installed correctly. After installation, use wooden
or plastic hammer to knock the valve rod’s end lightly to ensure the valve key is
installed in right position.

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For the fitted valve seat and air-valve, it is necessary to carry out leakage
check with special instruments;
6) Install the hydraulic tappet and valve rocker;
Note:
■ before installation, make sure there is no stagnation among hydraulic
tappet, valve rocker and clips
7) Apply Loctite 5900 or TONSAN 1590surface silicon sealant on the
joint surface of cylinder head and camshaft frame;
Note:
■ the sealant’s diameter should be 1.5±0.3mm, and the sealant should be
even without interruption or accumulation.

8) Install the camshaft and its frame, tighten the bolts by following the order below, and
wipe the redundant glue thoroughly;

Tightening torque: 18±2N·m

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Note:
■ after the two surfaces contact with each other, make sure there is no more
large relative sliding

9) Measure the camshaft’s axial clearance:

While moving the camshaft in axial direction, use dial indicator to measure
the axial clearance.
Note:
■ the standard range of camshaft’s axial clearance: 0.08-0.177mm
■ if the axial clearance is excessive, then replace the cylinder head if
necessary. If the camshaft’s thrust surface is broken, then replace the camshaft.
10) Make the cylinder gasket’s marked side
towards the cylinder head’s direction;
11) Align the cylinder head to the locating pin
carefully, and install the cylinder head on the engine
body;
12) Tighten the cylinder head’s bolts by
following the order. If the torque is not in
controlling range, replace the bolt and carry out the
above procedures again.
Tightening procedures:
（50±2）N·m + loosen +（50±2）N·m +（90±2）°+（90±2）°+（90±2）°+

（90±2）°

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VII. Crankshaft Connecting System
7.1 System diagram

1. Damping pulley 2. Crankshaft’s timing sprocket 3. Connecting

rod 4. Piston 5. Crankshaft 6. Flywheel ring gear 7. Signal panel of
crankshaft’s rotate speed 8. Flywheel

7.2 Main shaft bushing

1) Selection of main shaft bushing
Choose the bearing bush by referring to the group number of main journal
and main bearing. If these parts cannot be identified by size, or the main
bearings suffer abrasion,then it is necessary to measure the crankshaft’s main
journal, and choose the bearing bush according to practical size and fit tolerance.
Selection scheme of engine’s main bearing bush

Hole of Main shaft Main shaft

size Crankshaft’s
engine’s main bushing’s bushing’s Fit clearance
scheme main journal
bearing upper part bottom part

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0 0.013
1 60 0.006 （1） 2 0.018 （red） 0.026～0.048
0.008
2 0.013
2 64 00.006 （1） 60 0.006
0.012 （2） 0.027～0.049
2 0.013
0.018 （red） （yellow）
0.012 0.003
3 60 0.018 （3） 2 0.008（blue） 0.028～0.05
0 0.013
4 60 0.006 （1） 2 0.018 （red） 0.027～0.049
0.008
0.012 0.006 2 0.013
5 64  0.006 （2） 60 0.012 （2） 0.028～0.05
0.008
2 0.013 （yellow）
0.012 0.003
6 （yellow） 60 0.018 （3） 2 0.008（blue） 0.029～0.051
0 0.013
7 60 0.006 （1） 2 0.018 （red） 0.028～0.05
0.008
2 0.013
8 64 00..018 0.003 0.006
012 （3） 2 0.008（blue） 60 0.012 （2） 0.029～0.051
（yellow）
0.012 0.003
9 60 0.018 （3） 2 0.008（blue） 0.03～0.052

2) Group number’s printing position

① printing position for main journal: on the crankshaft’s first

counterbalance block.
“B” means the beginning, the first four numbers correspond to rod journal’s
group, and the five numbers after correspond to crankshaft journal’s group
② printing position for main spindle bore:air intake grid

The first four numbers correspond to the internal diameter of cylinder bore,
and the five numbers after correspond to the internal diameter of main spindle
bore.

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View illustration of P side

7.3 Disassembly
1) Use flywheel lock to lock the flywheel, loosen
the flywheel’s connecting bolt and remove the flywheel

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assembly；

2) Remove the crankshaft’s rear oil-seal oil-seal

frame;

3) Remove the cylinder head, please refer to

“valve mechanism” chapter;
4) Dismantle the crankcase’s stiffening plate;
5) Dismantle the connecting rod bolt, take off
the piston rods and place the rods in order;
Note:
■ during the assembly process, the piston rod
assembly, which is in the same cylinder, should be
installed on the original one. So we advise you to
mark the spare parts or place them in order, and
prevent misassembly.

6) Loosen the bolts of main bearing cover;

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7) Take off the main bearing cover, main bearing

bolts, and place them in order;

8) Turn the crankshaft and take out the thrust plate;

remove the crankshaft and push out the main shaft
bushing, then check whether abnormal abrasion exists
on the crankshaft’;s signal plate;

9) Loosen the fixing bolts and remove the piston’s

cooling jet.

7.4 Check and measurement

1) Crankshaft
Wash and clean the crankshaft thoroughly,and dry the oil hole with
compressed air. Measure the main journal and rod journal.
Standard value:
■ diameter of main journal:  60 00.019 mm ;

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■ diameter of rod journal: 50 00.016 mm ;
Calculate the clearance between crankshaft’s main journal and the hole of
main spindle bush: the fit clearance is the difference value of main journal’s
diameter and main spindle bush hole’s diameter.
■ the standard fit clearance range is 0.026-0.053mm, and the abrasion
limitation is 0.15mm.
Note:
■ when measuring the diameter of the main spindle bushing hole, please
assemble the bearing cover and bearing bush on the bearing pedestal, and use
standard torque to fix the bolts. Then use internal dial gauge to measure the pore
diameter.

2) Bearing bush
The anti-wear material on the bearing bush’s surface cannot be scratched or
embedded with foreign materials; pay attention to the lubrication, or the bearing
bush may be jammed or the anti-wear material may peel off; during re-assembly
process, please keep all spare parts clean.
Measure the oil-film clearance:
Oil-film clearance is figured out by comparing main journal’s external
diameter and bearing bush’s internal diameter.
Standard value:
■ crankshaft’s main bearing bush: 0.026-0.053mm
■ connecting rod’s bearing bush: 0.024-0.046mm
■ limitation: 0.15mm
The usage of plastic measure gauge
Generally, we use plastic measure gauge to
measure the oil-film clearance. First, clean out the
machine oil, grease and other foreign matters on
bearing bush and main journal, then put in the plastic

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measure gauge which has the same width of main bearing bush, keep it parallel
to the journal and avoid machine oil hole. Assemble the crankshaft, main
bearing bush and main bearing cover, and tighten them with standard torque.
During this process, do not rotate the crankshaft. Take down the main bearing
cap, and measure its width by identifying the widest trace left on the plastic
measure gauge. If the measured figure of oil-film clearance exceeds the
limitation, then it is necessary to replace the bearing bush, or apply the one with
a smaller size.
Note:
■ when installing new crankshaft, be sure to use the bearing bush with
standard size. If the oil-film clearance cannot reach standard after replacing
bearing bush, then it is necessary to reduce the size of main journal and rod
journal. Meanwhile, please choose the bearing bush with corresponding size.
3) Check the cylinder bore:
When the abrasion of engine’s cylinder bore
reaches some degrees, the engine’s technical
performance will deteriorate, with reduced power and
increased fuel/lubricating oil consumption. Generally,
the cylinder bore’s abrasion degree can be detected by
measuring cylinder’s cylindricity and roundness after
abrasion.
Checking method of cylinder’s cylindricity
and roundness:
① choose appropriate extension rod according to the size of cylinder

bore’s diameter, and fix the rod on the bottom part of cylinder bore gauge
② adjust the bore gauge’s size, and measure the sections of upper edge,

middle part and bottom edge with cylinder bore gauge. Each section should be
measured twice. One is parallel to the crankshaft’s axial direction, the other is

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perpendicular to the axial direction.
Note:
■ while using cylinder bore gauge, the
measuring bar should perpendicular to cylinder’s axis,
or the figure may be inaccurate.
③ figure out the error of roundness and

cylindricity. The roundness error equals to the half

difference value of maximum and minimum diameter, which are measured from
the same section; the cylindricity error equals to the half difference value of
maximum and minimum diameter, which are measured from any direction on
the cylinder surface.
When the cylinder’s roundness error exceeds 0.04mm, or the cylintricity
error exceeds 0.08mm, please replace the cylinder body.
The group number of new cylinder bore’s internal diameter, which are four
four capital letters, is printed on engine body’s bottom surface. The cylinders are
sorted from first to fourth in alphabetical order. The piston’s external diameter,
by referring to the demand of cylinder-fitting clearance, is determined by bore
hole’s diameter. Please refer the sheet for details.
size Cylinder Piston’s
Cylinder-fitting
bore’s external
clearance
scheme diameter diameter

A 83 00.01 83 00..07
08

B 83 00..0201 83 00..06
07
0.07～0.09
0.03 0.03 0.05
C 83  0.02  0.02 83  0.06

■ the oil clearance between piston and cylinder bore: 0.07-0.09mm, and the
limitation is 0.15mm.
4) Check the flatness of engine body’s upper surface. If the figure exceeds
the limitation, replace the upper surface.

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■ standard value: 0-0.55mm
■ limitation: 0.1mm
Note:
■ when installing cylinder head, it is acceptable when the abrasion doesn’t
exceed 0.2mm

7.5 Assembly
1) Install the piston’s cooling jet: install the
piston’s cooling jet on the engine body, and tighten the
inner hexagon screws. Tightening torque:
12.5±2.5N·m;

2) Assemble upper main shaft bearing: align the

seam of upper main shaft bearing to the slip groove of
engine’s main bearing seat, and assemble the five upper
main shaft bushing in place;
Note:
■ when assembling main shaft bushing, please identify the upper and
bottom bushing. The upper part has oil groove while the bottom part doesn’t
have. Misassembly is unacceptable.
3) Assemble bottom main shaft bushing: align the seam of bottom main
shaft bearing to the slip groove of engine’s main bearing seat, and assemble the
five bottom main shaft bushing in place;
4) Apply some cleaning machine oil on the upper bearing bush; assemble
the crankshaft on engine’s body.
Assemble thrust plate: hold the thrust plate’s positioning end, place the
plate in the clearance of positioning surface and crankshaft, rotate the plate until
the positioning end stops at the positioning surface of thrust plate;

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Note:
■ during assembly, place the end with oil groove outside.
5) Add oil: add cleaning machine oil on the crankshaft’s main journal,
main shaft bushing and thrust plate. Rotate the crankshaft and check whether it
rotates smoothly; assemble the five main bearing cover in order and correct
position; slightly knock the main bearing cover to check whether the assembly is
in position;
6) Place the bolts of main bearing cover, which
are applied with machine oil, and pre-screw 2-3
threads; tighten the bolts of main bearing cover one by
one, from the middle part to both ends. Please apply
monitoring method of torque control and angle, and the
tightening torque and angle range should be:
（32±2N·m）+135°±2°;

Note:
■ during assembly, ensure all main bearing covers correspond to main
bearing seat by referring marks, and pay attention to the direction during
assembly.
7) Check the crankshaft’s axial shift
■ the axial clearance range is : 0.02-0.19mm
When the crankshaft moves to the dead-end with
scale indicator, check the clearance between middle
main shaft bushing and crank arm.
■standard: 0.05-0.18mm
■ limitation: 0.25mm
If the measured figure exceeds the limit, replace
the middle main shaft bushing, and measure the
clearance again. If the figure still exceeds limit, please

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replace the crankshaft until the axial shift meets the standard.
8) Use special tools to assemble the new oil-seal into the engine’s rear part,
and the tightening torque is 10-12N.m;
9) Assemble the rear dam-board on the engine body. Install the flywheel
assembly and tighten the flywheel bolts. The standard torque: 75±5 N·m.

List: tightening torque of all fastening bolts

Cylinder block
Quan Remark
1002 Standard Tightening torque
group tity
Hexagon flange Assemble the

Q1840816 bolts 16 23±2 crankshaft

case
Hexagon flange Crankshaft’s

Q1840816F61 bolts 6 23±2 rear oil-seal

frame
Tightening bolt

1002027FB of piston’s 4 M6×1.0×14 10～15

cooler jet
Hexagon flange Crankshaft’s

Q1840612F61 bolt 1 10±1 position

sensor
Bolts of （50±2）N·m+松开+
cylinder cover （50±2）N·m+
1002041FD020 10 M12×1.25×166
（90±2）°+（90±2）°+
（90±2）°+（90±2）°
Tightening
bolts of main （35±2）N·m+
1002104FD020 10 M11×1.5×85
（135±2）°
bearing cover
Blocking of
cylinder block’s
1002106FB 1 R2 1/8 20±2
chain
oil-gallery
Blocking of

1002107FB cylinder block’s 1 R2 3/8 35±5

main oil-gallery

1002109FB Cylinder 1 R2 1/4 25±3

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block’s
drainage bolt
Crankshaft’s

1005 flywheel
assembly
Crankshaft’s
1005014FB 1 M16×1.5×60 190±10
tightening bolt
Hexagon Fix the signal

Q2580614 lobular socket 3 10±1 wheel

sunk screws
Flywheel’s
1005018FB010 8 75±5
tightening bolts

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VIII Piston rod assembly

8.1 System diagram

1. Piston 2. Connecting rod assembly 3. Upper connecting rod

bearing 4. Bottom connecting rod bearing 5. Piston pin 6. Snap ring
7. First valve ring 8. Second valve ring 9. Compound oil ring

8.2 Selection of connecting rod

Match the connecting rod according to the size of crank bore and
connecting rod’s shaft neck. Be sure to measure the accurate size when the size
groups cannot be identified or the abrasion is serious, and match the connecting
rod by referring to fitting clearance.
Upper Connecting Bottom
size
Crank bore connecting rod rod’s shaft connecting rod Fitting clearance
scheme
bearing neck bearing
0 0.011
1 50  0.006 （1） 1.5 0.016 （red） 0.022～0.044
53 00.006 （1） 1.5 00..011
016 （red）
2 50 00..006
011 （2）
0.006
1.5 0.011 0.023～0.044

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（yellow）
0.011 0.001
3 50 0.016 （3） 1.5 0.006 （blue） 0.023～0.044

0 0.011
4 50 0.006 （1） 1.5 0.016 （red） 0.023～0.045

0.006 0.006
1.5 0.011 1.5 0.011
5 53 00..012
006 （2） 50 00..006
011 （2） 0.024～0.045
（yellow） （yellow）
0.011 0.001
6 50 0.016 （3） 1.5 0.006 （blue） 0.024～0.045

0 0.011
7 50 0.006 （1） 1.5 0.016 （red） 0.024～0.046

0.006
0.018 0.001 0.006
1.5 0.011
8 53 0.012 （3） 1.5 0.006 （blue） 50 0.011 （2） 0.025～0.046
（yellow）
0.011 0.001
9 50 0.016 （3） 1.5 0.006 （blue） 0.025～0.046

Diagram of crank bore’s size group

Diagram of shaft neck’s size mark

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View illustration of P side

8.3 Disassembly

1) use screw driver to pry the piston pin’s

retainer;
Note:
■ when using screw driver, user hand to pin down the
piston pin’s retainer

2) Take out the retainer manually or by using

special tools;

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3) Take out the piston pin and connecting rod

8.4 Check and measurement

1) Measure the piston’s diameter:
Standard value: external diameter of piston’s skirt
part 8300..0508 ;

The abrasion cannot exceed 0.05mm;

2) Check whether scratch, abrasion or other faults exists on piston, and
replace the defective piston if necessary. The piston ring must be replaced with
the piston. Also, check the piston pin’s assembly situation. The piston pin should
be moved smoothly in pin hole under indoor temperature.
3) Measure the piston ring
① Measure the piston ring’s height:

■ first piston ring’s height: 1.77 00.02

■ second piston ring’s height: 1.500..0103

■ oil ring’s height: 3.0 00.02

② Measure the piston ring’s backlash

Use thickness gauge to measure the end clearance between piston ring and
each groove. If the measured figure exceeds the limit, replace with new piston
ring and measure its backlash. If the figure still exceeds limit, then replace the
piston and piston ring simultaneously. If the backlash is below the limit, replace

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the piston ring only.
Standard value of piston ring’s backlash:
■ end clearance of first piston ring: 0.08-0.12, abrasion limit:0.20mm
■ end clearance of second piston ring: 0.07-0.11, abrasion limit:0.20mm
■ end clearance of oil ring: 0.02-0.06, abrasion
limit:0.20mm
③ Piston ring’s gap clearance:

Put the piston ring into the engine’s bore holes,

and use piston to slightly push the ring down to the
appropriate position. Check the gap clearance by
using measure gauge, and if the gap clearance exceeds
the limit, replace the piston ring.
Standard value of piston’s gap clearance:
■ gap clearance of first piston ring: 0.20-0.40, abrasion limit: 0.80mm
■ gap clearance of second piston ring:0.50-0.70, abrasion limit: 1.0mm
■ oil ring’s gap clearance: 0.25-0.50, abrasion limit 1.0mm
4) Check the connecting rod’s abrasion situation,
and replace the rod if the assembly surface is damaged
5) Measure the piston pin’s diameter:
■ piston pin’s external diameter:  2800.005
■ the abrasion cannot exceed 0.015mm

6) Measure the small end of connecting rod:

■ bushing bore of connecting rod’s small end:  2800..029
02

■ fitting clearance of piston pin’s external diameter and small end:

0.025-0.043mm, abrasion limit:0.08mm
7) Measure the bushing bore of connecting rod’s big end:  5000..030
024

■ bushing bore of connecting rod’s big end:  5000..030

024

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Note:
■ when measuring the bushing bore of connecting rod’s big end, please
assemble the bearing bush and bearing cover on the corresponding rods, and
tighten the fixing bolts of bearing cover with standard torque. Use the internal
dial gauge to measure the internal diameter of connecting rod’s bearing bore
8) Check the connecting rod’s bearing bush:
The anti-wear material on the bearing bush’s surface cannot be scratched or
embedded with foreign materials; pay attention to the lubrication, or the bearing
bush may be jammed or the anti-wear material may peel off; during re-assembly
process, please keep all spare parts clean.

8.5 Assembly
1) Use press-fitting tools to assemble the piston
pin’s retainer
Note:
■ the opening position of piston pin’s retainer
should be assembled in position, and please avoid the main thrust surface;

2) Put the rod assembly into piston, and pay

attention to the connecting rod’s position. When the
piston’s top surface is marked on the front, the slip
groove is on the air-inlet side. Press the piston pin into
pin bore and connecting rod’s small end bore;
3) Use press-fitting tools to assemble the second
piston pin’s retainer. If no special tools are available, it
is acceptable to use screw driver to assemble the retainer on the snap ring groove;
be careful to avoid the retainer to hurt people;

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4) Use piston ring caliper to assemble oil ring and

two valve rings in piston’s ring groove, and the valve
ring’s side with alphabets must be up;

5) Add appropriate machine oil on each fitting

surface, rotate the piston ring until the machine oil is
fully distributed in piston’s ring groove;
6) When checking piston ring’s assembly, please confirm the mark on ring
surface is up, and the openings are staggered by 120 degrees. The three piston
rings should not stagnate in the ring groove.

7) Turn the engine body to the accumbent situation, and rotate the
crankshaft until the connecting rods of cylinder 1 and 4 are at bottom dead
center position; use piston slide to assemble the piston connecting rod assembly
in position;
Note:

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■ the arrow on piston’s top side must direct to engine’s front side, and the
connecting rod assembly should rotate smoothly after being assembled into
engine body; the slip groove’s direction is on air-inlet side.
8) Dip the cleaning machine oil on connecting rod’s bolts, assemble
connecting rod’s cover and bolts while paying attention to their directions; the
connecting rod and its cover should match in number without replacement, and
the slip groove should be assembled on the same direction; rotate the connecting
bolts manually until the cylinder rod cover and rod are fully fitted; tighten the
connecting rod’s bolts with monitoring method of torque & angle control. The
tightening torque and turning angle’s range should be: （25±2N·m）+（90°-94°）;

after installing the piston connecting rod assembly for cylinder 1 and 4, rotate
the crankshaft until the shaft necks of cylinder 2 and 3 stop at bottom dead
center position, then install the piston connecting rod assembly of cylinder 2 and
3;
9) Check the connecting rod’s backlash.checking
method: use hand to rotate the shaft neck in axial
direction and check the clearance of connecting rod’s big
end (the connecting rod’s axial clearance should be
0.10-0.25mm). The crankshaft should be rotated smoothly without stagnation;
■ standard value: 0.10-0.25mm
■ limit: 0.4mm
If the connecting rod’s backlash exceeds the limit, the connecting rod must
be replaced. After replacing connecting rod, if the measured figure still exceeds
limit, replace the crankshaft immediately.
10) Check the crankshaft’s gyroscopic torque: rotate the crankshaft in at
least 360 degrees, and the gyroscopic torque should not exceed 20N.m;
11) Check the convexity quantity: while checking, please check the bulgy
height of 4 points, which are perpendicular to each other and scattered on the

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piston’s upper circle whose diameter is 74mm. The average value of four
measured value (Hn) is the convexity of this piston (n=1, 2, 3, 4)
12) Choose the maximum value (Hmax) from Hn, and match the cylinder
gasket by referring Hmax.

Group mark Thickness of gasket cylinder Piston’s convexity (Hmax)

(mm) (mm)
A 1.15±0.05 ＜0.47

B 1.25±0.05 0.47-0.53

C 1.35±0.05 ＞0.53

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IX Cooling system
9.1 System diagram

1. Water pump 2. Thermostat’s valve seat 3. Thermostat 4. Valve seat’s gaske 5.

Water-inlet pipe 6. Water-exhaust pipe 7. EGR cooling water-inlet pipe 8. EGR cooling
water-return pipe 9. Oil cooler’s water-inlet pipe 10. Oil cooler’s water-exhaust pipe

9.2 Disassembly and check

1) Disassembly
① Dismantle the front driving belt (please refer

to “front drive system”);

② Remove the EGR cooling water-return pipe,

oil cooler’s water-inlet and water-return pipe;

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③ Remove the water-inlet pipe and take out the

thermostat;
④ Loosen the tightening bolt of thermostat’s

valve sear, and remove the valve seat and water pump
assembly.

2) Check the thermostat:

① Hang the closed thermostat in the container

filled with water, and do not make the thermostat have

contact with the container’s bottom part. Heat the
container and observe the water temperature.
② Check whether the valve operates normally

according to the temperature.

Standard:
■ temperature when the valve is open: 80-84°C, and 93-97C when the
valve is fully open. (the valve’s stroke should exceed 8mm when fully open).
The temperature should exceed 77C when the thermostat is closed.
3) Check the water pump:
① check whether any crack, aging or broken parts exist on belt;

② check whether the water pump’s impeller rotates normally without

stagnation or bearing’s peel-off

③ Check whether the pump’s bearing is broken, with abnormal sound or

rotates tardily, and replace the water pump if necessary;

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④ Check whether any leakage exists on sealing elements, and replace the

water pump if necessary;

⑤ Check whether the engine’s coolant leaks. If yes, replace the water

pump’s sealant immediately

4) Assembly
Assemble spare parts according to the disassembly order, and add coolant
according to the demand
Note:
■ after assembly, all fixing bolts should be tightened without looseness; the
water pump should rotate smoothly without contact or stagnation; no leakage
should exist in the joint parts of cooling pipeline

List: tightening torque for the fixing bolts in cooling system

Cooling Remark
1041 Quantity Standard Tightening torque
system
Hexagon Tighten the

Q1840612F61 flange bolts 4 10±1 water pump’s

belt pulley
Hexagon Tighten the

Q1840820F61 flange bolts 2 18±2 water-inlet

pipe
Studs of Tighten the

1041124FD020 thermostat’s 1 M8×1.25 23±3 valve seat of

valve seat thermostat
Hexagon Tighten the

Q32008F61 flange nut 1 23±3 valve seat of

thermostat
Hexagon Tighten the

Q1840840F61 flange bolts 5 23±3 valve seat of

thermostat
Hexagon Tighten the

Q1840820F61 flange bolts 2 23±3 water-exhaust

pipe

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Hexagon Tighten the
Q1840825F61 flange bolt 1 23±3 water-exhaust
pipe

Diagnosis sheet of cooling system

Symptoms Possible reasons
1. Any DTC that indicates the thermometer is jammed?
2. Is the thermometer connected with the engine?
3. Does the thermometer work normally?
Low thermometer’s reading 4. The coolant’ liquid level is low under low temperature,
and the heater’s effect is poor
5. The heater’s inner wind door or controller works
abnormally
1. When pulling trailer or driving on steep slope / in heavy
traffic; engine is working idly under high environmental
temperature with air-conditioner on; high altitude will
deteriorate the situation.
2. Is the thermometer’s reading correct?
3. Does the water temperature’s warning light works
unnecessarily?
4. When the coolant is recycled in overflow tank or
radiator, is it in low liquid level?
5. The radiator’s pressure gap is not tightened. If the
pressure gap is loosen, the coolant’s boiling point will
decrease. Please refer to the following procedure 6
Thermometer's reading is 6. The radiator gap is not tightened.
high or the coolant warning 7. Radiator’s liquid level is low, but the overflow tank’s
light is on. The coolant may liquid level is normal. This indicates that when the engine is
leak in the cooling system cooling, the radiator doesn’t pump coolant from overflow
tank.
8. Incorrect coolant concentration
9. The coolant doesn’t flow through cooling system
10. Radiator or the cooling fin of air-conditioner is dirty or
hjammed
11. Radiator core has been corroded or jammed
12. Brake stagnation
13. Insect-proof board or paper board obstruct the air flow
14. The thermostat is partly or fully closed
15. The cooling fan is in malfunction
16. Leakage exists in cylinder gasket
17. Leakage exists in heater’s core
1. When working in cold weather, and the heater is in the
position with much hear, the reading may decline a little
2. The thermometer or the thermometer’s sensor on engine
loses efficiency or in short circuit, or the circuit’s wire is
Thermometer’s reading is
corroded or loosen.
unstable (in fluctuation,
3. When the vehicle stops after driving in heavy capacity
circulation or random)
while the engine is still working, the thermometer’s reading
will rise
4. When re-start the engine that had been heated before,
the reading will be high

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5. Radiator’s liquid level is low (air will accumulate in
cooling system, which causes the thermometer to work
slowly)
6. Cylinder gasket leaks and air will enter into cooling
system, which may cause the thermometer to work slowly
7. The joint part of water pump’s impeller and axle is
loosen
8. Accessory drive belt is loosen (the water-pump slips)
9. Leakage exists in the water pump’s suction part, which
will accumulate air in cooling system and cause the
thermometer to work slowly.
Steam spurts from radiator’s
pressure gap / coolant enters
into overflow tank
Thermometer’s reading may The pressure relief valve on radiator’s gap is ineffective
exceed the standard a little,
but the coolant’s liquid level
in overflow tank is high
Coolant drips to the 1. Coolant may leak in radiator, cooling system’s hose,
ground,with no steam water pump or engine.
spurting from radiator’s 2. Engine is overheating
pressure gap. The 3. Radiator’s freezing point is incorrect. The mixture
thermometer’s reading is liquid may be in too high or low concentration
HIGH or HOT
Liquid explosion or
pre-ignition (not caused by
ignition system); the
thermometer’s reading may
be high or not.
One or multiple hoses may When the engine is cooling, the vacuum produced by cooling
shrivel when engine is system hasn’t been compensated by coolant recycle / overflow
running system
1. Fan blades are loosen
2. Fan blades have contact with surrounding objects
Noise exists in cooling fan
3. The air inside the radiator or air-conditioner’s
condenser is jammed
1. Any diagnostic trouble code (DTC) is settled?
2. Coolant’s liquid level is low
3. Heater’s hose / joint is jammed
Heater’s effect is 4. Heater’s hose is twisted
insufficient, and the 5. The water pump doesn’t pump water for heater’s core.
thermometer loses effect When the engine is fully warmed up, the heater’s two hoses
should be warm. If only one hose is hot, then the water pump
may be in malfunction or jammed. The accessory drive belt
may slip, which leads to the pump’s malfunction
When the thermostat is open in moist weather ( snow, ice or
The engine is fully warmed agglomerated in), the radiator’s surrounding moisture will be
up in moist weather. The evaporated. The hot water will enter into radiator when the
thermometer’s reading stays thermostat is on. When the moisture contacts with hot
in normal range radiator, it will be evaporated. This phenomenon may happen
in cold weather, with no fan or air flow blowing away steam.
Coolant’s color is not the inevitable indication of corrosion or
Coolant’s color anti-freezing. Do not judge the cooling system’s situation
through the coolant’s color
The change of coolant’s The coolant’s volume will change with the engine’s
liquid level in recycle / temperature, so the liquid level of overflow tank will change
overflow tank. The water too. If the liquid level is between FULL and ADD when

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temperature is normal working in normal temperature, it will go back to normal
range after working in high-temperature situation

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Chapter 3 Engine’s Electronic Control System

I. Matters needing attention
1.1. Matters needing attention in maintenance process
If transducer，actuator，control circuit, ECM and any other components in

electronic control system break down, it will lead to some difference to the
operation of engine. Because of the the self-diagnosis function of ECM, when in
maintenance, ECM can be connected to computer monitor to find the reason of
breakdown in electronic control system by reading the fault code or data flow.
But in most situations, this methods can only estimate the rough scope of
breakdown. To confirm the accurate scope of breakdown, the circuit diagram,
detection methods, detecting steps, standard number and other related
technical materials provided in service manual must be used to investigate and
make confirmation.
In order to make sure the reliability of engine’s operation, most components
of it are designed to be hermetic, indecomposable and unmendable after
breakdown. The main work of the service of the electronic control system is to
find out the broken components and replace them.
1)Electronic control system can only be diagnosed by automobile special
diagnostic tool(such as digimer, automotive oscilloscope, diagnostic apparatus
an so on ).
2)Please use the quality goods of JAC components in maintenance
operation, otherwise, the proper functioning can not be made sure.
3)Please obey the standard maintenance and diagnosis process in
reparation.
4)Disintegration of components are banned in reparation process.
5)Placing electronic components(ECM,transducer and so on ) must be very
careful in reparation..
6) Set up the awareness of environment protection and make effective

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dispose of waste produced in reparation process.
7)When ignition lock is on, detaching or plugging the Wiring Harness Plug
is forbidden, in order to prevent the inductance element produce the induced
voltage in the moment of outage or electrify which would lead to the breakdown
of ECM.
8)Please firmly connect the Wiring Harness Plug or ECM may be broken.
9)Before dismounting accumulator or using the circumscribed accumulator
to jump starting, the ignition lock must be closed first. Great attention must be
paid to the correct position of the positive and negative electrode of the
accumulator.
10)Engine can not be switched on when the contact of accumulator is not
tight. And cable can not be removed when the engine is operating, otherwise the
voltage of engine would oversize which would lead to the breakdown of
components in electronic control system.
11)When switch on engine to check the cylinder compression pressure, the
power source of oil atomizer should be cut or pull up all the wiring harness plug
of oil atomizer to prevent the unburned oil from entering exhaust pipe leading to
the breakdown of three-way catalyst.
12)The temperature of ECM must be below 80℃ when doing heat state
simulation or other work which may lead to the up of temperature.
13)Fuel supply pressure in electronic fuel injection system reaches as high
as 1800bar, all the oil fuel pipe are using high pressure resistant pipe. Even if the
engine is not on, oil fuel pipe still remains high pressure. So, in the process of
reparation, do not easily tear down the oil fuel pipe. When in the situation of
needing repair the fuel system, the pressure of fuel system should be released
before tearing down.
14)Impaling the epidermis of wire to check the in-out electrical signal is
banned.

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1.2 Matters needing attention in On-board diagnosis of engine
ECM carries an On-board diagnosis system. In order to warn the driver of
the breakdown caused by the aging of drain down system, fault indicating lamp
will be on.
 The ignition lock must be on the position of OFF and disconnect the
negative pole wiring before start any repairing and checking. The open
circuit or short circuit of related switches, sensors, solenoid valves and so on
would lead to the on of fault indicating lamp.
 After work, connector must be firmly connected and locked. Unfirmly
connected connector may cause the open circuit which would lead to the on
of fault indicating lamp.(needing to confirm that there is no water or grease
and other pollutants and no curve or breakage of stitch in the connector)
 After work, the wire must be correct placed and anchored. If the stand or
wire intervene, it may cause open circuit or short circuit which would lead to
the on of fault indicating lamp.
 The previous breakdown information in ECM must be eliminated before
send the vehicle to customer.(the reparation has finished)
 Storage battery of 12V must be used as the power resource.
 The wire of storage battery can not be disconnected when engine is in
operation.
 The ignition lock must be on the position of OFF and disconnect the
negative pole wiring before connect or disconnect the wire connector,
otherwise, ECM may be broken because even if the ignition lock is switched
to the position of OFF, the battery still supplies the power for ECM.
 The ignition lock must be on the position of OFF and disconnect the
negative pole wiring before tearing components down.
 Please do not disintegrate ECM.
 When connecting the connector of ECM, the pulling bar should be pushed
into bottom in order to tightly lock ECM.

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 When pulling the wire plug into ECM or pulling out the wire plug from
ECM, do not break the pin ports(curve or breakage). ECM pin ports should
be confirmed with no curve or breakage before connecting pins.
 Connecting ECM wire plug tightly. Improper connection would lead to high
pressure on coil and capacitor and damage ECM.
 Keep the components of electric control system and wire dry.
 Even a small leak in air intake system may lead to serious breakdown, so, do
not change intake air pressure sensor at will.
 Forbidding shaking or vibrating camshaft position sensor or crankshaft
position sensor.
 Reading the fault code to ensure that there is no fault code after reparation.
 When using circuit tester to check ECM, never let two tester contact(probe
contact accidentally will lead to short circuit and damage the power
transistor of ECM ).
 Make sure fuel pipes have installed in place according to the standard.
 When in starting, forbid stepping accelerator pedal.
 After starting, forbid improve the engine speed at once.
 Please do not accelerate before turn off the engine(prevent the turbocharger
from damage because of unable to lubricate ).

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II. Structure Principle and Reparation of Engine Control System
2.1 Explanation of Electronic Control System

1 Oil tank 15 EGR cooler (bypass)

Bypass vacuum solenoid

2 Fuel filter 16
valve

3 Fuel level sensor 17 DC motor type EGR valve

4 fuel pump 18 VTG vacuum solenoid valve

5 Oil inlet metering valve 19 Differential pressure sensor

6 Fuel temperature sensor 20 DPF temperature sensor

7 Oil rail 21 Coolant temperature sensor

8 Rail pressure sensor 22 Camshaft position sensor

9 Rail pressure limiter 23 Crankshaft position sensor

10 Injector 24 Vortex front temperature

sensor
11 Air flow meter 25 ECM

Variable section turbocharger (with Accelerator pedal position

12 26
position feedback) sensor

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13 Boost pressure, temperature sensor 27 Preheating plug

14 Air control valve

Notice:
this picture is just the schematic diagram control system, if some sensors do
not accord with the physical location, please in kind prevail.
2.2 Component Function of Electric Control System
Engine electronic control system is the generic term of the electronic control
unit which are installed on the engine ( connected to the engine) , and its
functions is to control the operation of different system of engine and make
engine have good power performance, fuel economy and emission performance.
In terms of assembly unit, engine electric control system can be divided into
senors, ECM and actuators. ECM is the control center of engine electronic
control system, different senors on EECS measure engine speed, extent of air
control valve, water temperature, air inflow temperature and other parameters,
analyze, judge and calculate according to the program set in ECM, give
command signal to fuel injection pump, fuel injector, air control valve,
electromagnetic valve EGR valve, vacations and other actuators to control the
operation of different systems in engine.
The control scope of control system has expanded to fuel injection system,
EGR valve control system, air intake system, discharge system and other
systems of engine.
1)Fuel Injection Control System
Using Delphi high pressure common rail system, fuel enters high-pressure
oil pump through two-stage filtration, generate high-pressure fuel to form high
pressure fuel circuit and erupt through high-pressure nipples. According to the
needed fuel-injection quantity as well as air-fuel ratio to correct fuel quantity
and precisely control injection pressure, injection time, injection phase. Each
working cycle single cylinder could finish 4-6 times injection according to the
need.

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2)Intel Control System
Intel control system makes up by air filter, turbocharger, air control valve,
intake manifold and related pipelines. Intel control system reaches optimal
air-fuel ratio through the control of supercharging pressure, throttle opening to
control air inlet volume of air cylinder, and effectively control air control valve
to guarantee the function of EGR and the recycle of DPF.
Using VTG supercharger and VTG supercharger position feedback
transducer to realize closed-loop control which would guarantee the operation of
VTG in high efficiency.
3)Emission Control Systems
In order to decrease the emission pollutant of engine, warm by-pass EGR
system+DOC+DPF system. DOC could effectively deal with HC, CO and
produce NO2 and oxidized fuel for DPF’s passive regeneration and high
temperature condition for DPF’s active regeneration. DPF can filter grains up to
90%.

2.3 On-board Diagnostics System

1) Explanation
on-board diagnostics system(simplified as OBD) refers to the system
integrated in engine control system which can monitor the fault components
which affect the exhaust emissions and diagnosis engine main function status.
This system uses CAN communication with standard 16 needle fault
diagnosis socket(see below), read related data by decoder according to some
design standard.

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Standard diagnosis connectors

Fault diagnosis socket has four terminals connected to the engine ECM,
including terminal 4 and terminal 5 as bonding,16 terminal connect battery
anode, with 6, 14 as data transmission terminal, respectively, two high-speed
CAN bus line, CAN High and CAN Low.
2) Function Introduction
The functions of diagnosis mainly include monitoring function, fault code
storage and warning function, the failure protection function and data output
function.
1 Monitoring function. Diagnosis system monitoring object is mainly
various sensors, actuators and control process in engine electronic control
system and fault self-diagnosis system continuously monitoring signals related
to electric control system in the process of vehicle running, when a signal is
beyond the scope of the preset value, and this phenomenon has not disappeared
in a certain period of time, fault self-diagnosis system will determine the signal
of the circuit or component fails.
 Used to diagnose components which have input or output
relationship with controller (sensors and drivers), mainly for circuit testing
parts, including sensor input value rationality judgment at the same time.
 System testing, used in the diagnosis of systemic failure, such as fire,
catalytic converter degradation, cooling system failure, etc.
 Control element detection, diagnose and control hardware failure
data of components, communication failures, memory state.
2 Fault code storage and warning function. Fault self-diagnosis system
once finds malfunction in the electronic control system, would light up the fault

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warning lights immediately, and remind the driver to send car to repair shop to
check maintenance timely, so as not to cause more damage.
Fault self-diagnosis system will detect the fault content in the form of fault
code stored in the memory of the ECM. As long as not dismantle car battery,
detected fault code would store in the ECM. During maintenance, inspection
personnel can use certain methods to read the fault code stored in the ECM to
provide the accurate basis for the malfunction parts.
number name Icon Remarks
Tips for engine
1 Engine fault lamp
related faults
EPC fault lamp (system fault Prompt vehicle
2
repair lamp) system fault
Post treatment
3 DPF tips
regeneration
Tips:
Mandatory is applicable to multiple active regenerative incomplete when
instrument desk mandatory renewable lamp lights up . Specific instructions are
as follows:
1 In normal regeneration, the mandatory renewable lamp stay in the
poisition of OFF state, when trigger condition of mandatory renewable ,
mandatory renewable lamp lights and flashes, reminding customers to do
mandatory renewable operation. In the process of mandatory renew, mandatory
renewable lamp light is normally on, mandatory renewable lamp is off after the
completion.
2 When the mandatory renewable lights flashes, the driver needs to start
the regeneration according to the following operation methods for regeneration.
And the vehicle should be parked in the safety area,
3 Mandatory regeneration operation method: mandatory renewable
button locate on the instrument stage, as shown in the picture below. When

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vehicles need for mandatory regeneration, it should be parked in the safety area
(below and around the vehicle of no inflammable, explosive and in wide open
spaces, do not to park the car in the place as underground parking, parking
garage, indoor small airtight place), the user press the START button, press and
hold for 3 seconds or more than 3 seconds, and the engine run time has more
than 20 s, mandatory regeneration begins.

4 Matters needing attention in the process of mandatory regeneration

 Must keep the vehicle in parking state, engine in idle running;
 Open air conditioning before start up is suggested (to increase the
engine load, which is beneficial to the exhaust temperature);
 Transmission must be placed in neutral;
 Keep clutch pedal in release status;
 Keep brake pedal in release status;
 Keep accelerator pedals in release status;
 Water thermometer have more than one grid.
Any one item does not meet the above will lead to the program terminating.
If the regeneration succeeds, regeneration lights extinguished; If
regeneration lights are still in flashing status, it is suggested to press the manual
switch to perform regenerative operation once again.
If "regeneration lights flashing" still appears after two manual regeneration
operation, it is suggested to go to 4s shops to do further examination of DPF .
⑤ The failure protection function. In view of the different monitoring
objects, fault self-diagnosis system would take different protection measures

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when the error occurs.
⑥Data storage output function. Data is stored in the unit ROM and RAM
respectively in ECM, and the program stored in ROM is based on precise
calculation and a lot of experimental data. And the inherent application,
constantly compares with the collected sensor signal and calculate when engine
work to realize the control of the engine.
In automotive electronic control system, the circuit has a special diagnostic
socket. As long as the car ECM decoder and the diagnostic socket connect, you
can access the storage unit of the ECM to read fault code.
In addition, the fault self-diagnosis system still can reflect the data stream of
automobile electronic control system by diagnosing the socket .
3) Explanation of trouble lamp and control strategy
1 Malfunction Indicator Lamp(MIL): regulatory requirements for
emissions related instructions when the component or system failures, MIL is a
common lamp which can be displayed on the dashboard to meet the
requirements of laws.
2 The activation of the MIL light follow the following principles:
a. Ignition switch keeps in the "ON" state (not starting), MIL lasts light.
b. After starting engine 3 seconds, if no need to light up MIL in the fault
memory request, MIL is extinguished.
c. If the fault memory requests to light MIL or ECM external requires to
light MIL , MIL lights up.
d. When the ECM external requests MIL to flash, or fire reason requests
MIL flash, or the fault memory requests MIL flash , MIL are shining
with the frequency of 1 HZ.
3 EPC failure indicator: used in the indication of the related fault of
full vehicle.
4 Under different mode, EPC lamp working conditions are:

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a. Under normal mode and fault memory is empty, open the ignition
switch to the ON state, ECU is initialized immediately. Since the
initialization, EPC lights put out after 4 seconds. If in this 4 seconds
starting, when finding the engine speed, EPC immediately lights off.
b. Under normal mode and fault memory has fault, open the ignition
switch to the ON state, EPC lights on continuously. If the fault
memory requires EPC lights under the failure mode, the EPC lights
subsequently in the driving cycle; If the fault memory does not require
the EPC lights in failure mode, the EPC lamp lights after finding
engine speed.
c. Under flashing mode and the fault memory is empty, if the ECU
detects EPC lamp flickering mode, EPC will flash to display the
corresponding fault code in fault memory. From open the ignition
switch to the ON state, EPC will be on for 4 seconds, and then after 1
second intervals, EPC blinks with 2 HZ frequency to indicate the
trouble-free until the engine starts and finds the speed.(mainly used for
ECM security and related breakdown tips)
4) Troubleshooting steps
1 For vehicles with OBD functions, fault maintenance generally follow
the following steps:
OBD troubleshooting steps table

1. Connect diagnostic test

equipment to diagnostic connector,
switch on diagnostic test equipment.

2. Ignition switch on.

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3. Read the fault information

(fault codes, freeze frame, etc.); Query
maintenance manual to confirm fault
components and types. Make
maintenance plan according to the
experience of the fault information

4. removal of fault.

5.Eliminate malfunction memory:

operate the vehicle appropriately,
operation must meet the conditions of
the corresponding fault diagnosis; read
the fault information to confirm the
fault has been ruled out.

2 Commonly used diagnostic equipment of fault diagnosis testing

Compared with the mechanical system, maintenance of electric control
system has a fundamentally difference. Relying on electronic equipment and use
the self-diagnosis system information in fault diagnosis is the necessary means.
Commonly used equipment for electric control system including automotive
computer detector and digital multimeter, etc.
Connecting computer detector data cable to the car diagnostic socket can
establish connection with auto ECM and access to fault diagnosis data in the
ECM memory, including fault code, data flow, etc., to know the car trouble
self-diagnosis system monitoring results and the performance of the electric
control system, providing the basis for quick troubleshooting. Besides this, it can
do action test, etc.
a. Read and clear fault codes
Connecting the car computer monitor with fault diagnosis on the car seat

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can easily read the fault code stored in the ECM. By reading the fault code code,
maintenance personnel can find out most sensors of the automobile electronic
control system and their control circuit of the short circuit, open circuit fault, etc.
After ruling out the fault, computer detector can be used to give order to the car
the electric control system to eliminate the ECM stored fault code and light off
the fault warning lights.
b. Read the data flow
Connect car computer detector to the electric control system to read the
operation situation of ECM in the working process of the automobile electronic
control system and all kinds of input and output electric signal, instantaneous
data (such as the sensor signal, the calculation results of the ECM’s calculation,
control mode, control signals, etc.). Computer monitor these values in the form
of data table and displays on the monitor screen, so the working condition of the
whole control system could be clear at a glance. Maintenance personnel can
judge whether system work is normal according to the change of various data, or
compare specific working conditions of various numerical with standard value
of the signal, so as to accurately judge fault type and location.
c. Motion tests
Action test is to give work instructions to the ECM of automobile electronic
control system through the computer detector, drive or stop some actuators work
to detect the working condition of the actuator and find out the defective
actuator or control circuit.
Besides these basic functions, automotive computer detector also has the
function of reading car computer and do the basic set, etc.
d. Input IQA code
To write different oil atomizers’ IQA code to ECM through computer
detector.
III. Engine electronic components structure principle and maintenance
The main electronic components related in this chapter include sensors,

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actuators and ECM. This chapter mainly introduces the working principle,
structure of electronic components, circuit and related maintenance.
The basic circuits of sensors usually have 3 wires including power supply,
signal and bonding. Some sensors do not need power, or built power supply
circuit in the ECM, which only have two wires including signal and bonding. If
using the shell bonding, it may only has a link ECM signal line, so that the
circuit is very simple. And some of the sensors’ circuits are very complicated.
The complexity of the sensor circuit depends on the type of sensor itself and
structure principle of the sensor. Sensors in the engine electronic control system
mainly include the switch type, resistance type, pulse type, voltage type
and other types.
Switch sensor is a kind of sensor of the most simple structure, usually has
two terminals. The circuit of it has bonding type and electric power type, in
which bonding type circuit switch connect to the ground, and the electric power
circuit switch connect to a power source.
Resistive sensors are widely applied in the electric control system. And its
structure has variable resistor type, potentiometer type, etc. It usually generat
electrical signals by the principle of the direct-current circuit partial pressure. in
order to guarantee the precision of the signal, the size of a constant reference
voltage is provided by the ECM as its working voltage ( usually 5V).
Variable resistance sensor has two terminals and generally uses bonding
circuit. One end is signal side and the other end is bonding side. Potentiometer
type sensor has three terminals including power supply side, signal side,
bonding side.
Pulse sensor has a variety of different principle and structure form, such as
electromagnetic type of electromagnetic induction principle, photoelectric type
of photoelectric principle, Hall type of Hall effect, magnetic resistance type of
magnetic resistance and so on. The circuit is much complicated.
Voltage sensor usually uses the electrochemical principle, piezoelectric

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effect and so on to test the parameter changes into electromotive force. Most of
the voltage sensors work without power supply.
Actuators of electric control system mainly include electromagnetic valve,
motor, relay, triode switch circuit, indicator light, etc. The circuit of it is
relatively simple and normally has only two wires: power supply and bonding
wire. The ECM uses bonding control way for most actuators. This kind of
actuator power supply come from the battery and bonding wire is connected to
the ECM.

3.1 Temperature and pressure transmitter

1) Summary
Intake manifold absolute pressure and temperature sensor is one of the main
components which indicates actual engine intake status and characterization of
the engine operation condition and load state when the engine is running.
2) Operating principle
The function of pressure and temperature sensor is to integrate the pressure
sensor and temperature sensor in the same overall.
Pressure sensor (MAP) uses the principle of piezoelectric technology. When
sensing pressure, it would produce an output signal which is proportional to the

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input pressure. High and low pressure directly represent the current load and
work condition of engine. It has a decisive influence output control state of the
engine management system.
Temperature sensor’s core temperature sensing element makes up by a
negative temperature coefficient of semi-conductor thermistor feature. The
temperature characteristics is the output of the negative temperature coefficient
(NTC) thermistor resistance decreased. When the temperature falls, the
thermistor resistance increases.
Engine electronic control module (ECM) provides 5V direct current signal
for engine air intake temperature sensor by its own circuit and measures the
dropof the voltage. Engine management system will determine the actual
working condition of the engine in accordance with the voltage signal.
3) Installation position
Inlet pressure and temperature sensors is installed above the intake
manifold.
4) Technical characteristic parameters
 The reference for pressure signal of air intake pressure sensor :
Inlet pressure 50 kpa - 0.5 V Inlet pressure 50 Kpa - 1.07V
Inlet pressure 200 kpa - 2.21 V
 The reference for temperature signal of the inlet pressure and temperature
sensor :
Computer channel resistance（2-3）
temperature Standard resistance（Ω）
（℃）
-30 24907-27309
-10 9015-9775
10 3656-3927
40 1139-1209
80 315-329.9
 Terminal definition:

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Pin 1: grounding
Pin 2: temperature signal
Pin 3: power supply + 5V
Pin 4: pressure signal
5) Matters needing attention in installation
 Inlet pressure and temperature sensor bolt tightening torque: 6 + 2
N · m

 Ban brutal removal

6) The fault phenomenon and judgment method
1 General cause of the problem: sensor internal circuit breaking or dirt
accumulation and incorrect signal caused by admission line leakage.
2 Fault phenomena: when the failure comes up, the phenomena may
include: the engine fuel injection of the ECM are dysfunctional, mixture is too
thick or too thin, engine idle speed or accelerate is abnormal, exhaust smoke and
so on.
3 Maintenance notice: prohibit opening sensor.
4 Maintenance methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
good appearance, make sure no punctures. Check if the sensor hole blocked or
not.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.
B．Open the ignition switch, use digital multimeter measuring sensor to test
wiring harness plug terminals respectively.
a．Measure sensor power terminal, voltage reference should be 5V. If the
voltage is not correct means control circuit or ECM having fault, further test is

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needed.
b．Measure bonding sensor terminal, the resistance between battery cathode
should be less than 3 Ω , if there are any exception, bonding wire should be

repaired.
If the check is not normal, shut off the ignition switch, unplug the
connection end wire of the ECM, check whether there is open circuit or the
doubling phenomenon of the cabletree between the sensor connection end and
the ECM end.
3.2 Air flow meter

1 2 3 4 5

1) Summary
Air flow sensor is installed between the air filter and the supercharger to
measure the air inflow and inlet temperature of engine. ECM calculates fuel
injection volume according to the air inflow volume, the engine speed and load
and other parameters and controls fuel injection which forms the best proportion
of injector with air inflow. And the ECM controls electric EGR valve opening
through the calibration of the MAP and the air inflow volume and other
parameters. According to the control system requirements, integrated

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temperature sensor, measuring the air temperature before supercharge, often
used in all kinds of compensation calculation such as drift of flowmeter, rail
pressure control temperature control for reference, trigger condition of air
system, etc.
2) Working principles
The air flow sensor of hot film is an air quality sensor with logic output. In
order to get air flow, the sensor diaphragm on sensors is heated by the heating
resistor which is installed in the middle. The distribution of diaphragm
temperature will be measured by temperature resistance which is installed
parallel with heating resistance. The airflow through the sensor changed the
temperature distribution on the diaphragm, thus making the temperature of the
two temperature resistance different. Resistance difference depends on the
direction of the direction and flow, so the air flow sensor has higher
requirements of air flow and direction. Micro mechanical manufactured sensor
element of small size and low heat capacity of the sensor’s response time should
be < 15 ms.
3) Installation location
Above the air filter inlet connection pipe.
4) Technical parameters
 Terminal definition (along the installation direction from left to right
from 1 to 5) :
Pins1:12V power supply (not connect the ECM, the main relay power
supply)
Pin 2: grounding
Pin 3: temperature signal
Pin 4: 5V signal of correction
Pin 5: flow signal
5) Matters needing attention in installation
 Be sure to install on inlet direction of the air flow meter.

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 Ensure the cleaning in the air flow meter.
6) The fault phenomenon and judgment method
1 General cause of the problem: installed backwards, sensor broken
2 Maintenance method:
a．Check whether the sensor is installed backwards, arrow direction of the
sensor shell is the air flow direction;
b．Inspect appearance of sensor to see if there is any breakage, check
whether the plug-in is loose, whether wire is fractured.
c．Check whether the splice pieces of 12V and 5V correction are in good
condition, check whether the bonding wire is in good condition; Switch
checking can be done after confirmed.
d．Fault code diagnosis: diagnose with the fault diagnostic instrument,
through the fault code to determine the cause of the fault including whether the
power supply or grounding is normal.

3.3 Coolant temperature sensor

1 2

1）Summary
Engine coolant temperature sensor detects the engine cooling fluid
temperature and sends the signal to the ECM to control the injection timing,
injection pulse width when in the state of start, idle speed and normal

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operation of. At the same time, it provides the temperature signal to
instrument for water temperature display instrument.
2) Working principles
Coolant temperature sensor is used to detect the working temperature
of engine.ECM will provide the best control scheme for the engine
according to the different temperature. In the cooling water temperature
sensor, there is a negative temperature coefficient (NTC) thermistor
connected in the partial pressure of 5V power supply circuits. Voltage drop
on the resistance is inputted into the ECM through one analog to digital
converter (ADC), and it is a measurement of the temperature as well. ECM
microprocessors have a characteristic curve circuit to make the temperature
as the function of the given voltage value.
3) Installation location
Water temperature sensor is installed below the cylinder head.
4)Technical parameters
 Resistance value

resistance/kΩ resistance/kΩ
temperature temperatu
standard minimum Maximum standard minimum Maximum
/℃ re/℃
value value value value value value
-40 45.313 40.490 50.136 60 0.596 0.573 0.618
-30 26.114 23.580 28.647 70 0.435 0.421 0.451
-20 15.462 14.096 16.827 80 0.323 0.313 0.332
-10 9.397 8.642 10.152 90 0.243 0.237 0.250
0 5.896 5.466 6.326 100 0.186 0.182 0.191
10 3.792 3.542 4.034 110 0.144 0.140 0.148
20 2.500 2.351 2.649 120 0.113 0.109 0.116
25 2.057 1.941 2.173 130 0.089 0.086 0.093
30 1.707 1.615 1.798 140 0.071 0.068 0.074
40 1.175 1.118 1.231
50 0.834 0.798 0.870

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 Terminal definition
Pin 1: Coolant temperature signal output
Pin 2: Grounding
5）Matters needing attention in installation
 Tightening torque: 19-25 N*m
 Using Kesai new 1243 thread sealant or equivalent performance products to
seal.
6)The fault phenomenon and judgment method
① General cause of the problem: Short circuit, open circuit, the output signal

voltage and standard values do not meet.

② Fault phenomena: When the water temperature sensor comes up

malfunction , it would affect the concentration of the mixture of air. When the
water temperature sensor sends the signal to ECM lower than the actual engine
water temperature and lead to the situation of rich concentration of air, exhaust
smoke, hot car idle instability and other failures. When the water temperature
sensor sends signal to ECM higher than the actual engine water temperature, it
would lead to the situation of thin concentration of air, difficulty in cold start,
cold car idle instability and other failures. When the water temperature sensor is
in short circuit, open circuit, fault self-diagnosis of ECM circuit can detect the
fault and light up the engine fault warning light. At the same time, the ECM
will start failure protection function. If the water temperature sensor fails to
feedback temperature deviation, the preheating plug does not work, which
causes the difficulty in engine cranking.
③ Maintenance notice: After the installation is complete, use the state of the

idle running to see whether has the presence of leaks.

④ Maintenance methods:

Visual inspection
Check whether the sensor wiring harness plug connection is good, strong and

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reliable or not. Sensors installed whether loose or fall off or not. Whether good
appearance, make sure no punctures.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.

B ． Open the ignition switch, use digital multimeter measuring sensor to test

wiring harness plug terminals respectively.

a．Measure sensor power terminal, voltage reference should be 5V. If the voltage

is not correct means control circuit or ECM having fault, further test is needed.
b ． Measure bonding sensor terminal, the resistance between battery cathode

should be less than 3 Ω , if there are any exception, bonding wire should be

repaired.
7) Performance test
Unplug the water temperature sensor wiring harness plug, remove the water
temperature sensor, put it in the water and heat the sensor, at the same time,
measuring the water temperature sensor resistance between terminals at different
temperatures. If it do not meet the corresponding standard value, replace the
sensor.

3.4 Air control valve

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1) Summary
Air control valve is arranged in front of the intake manifold, by adjusting
the intake draught head to optimize combustion efficiency and reduce emissions
pollution. And to improve the comfort of engine compartment by blocking
intake to reduce vibration when the engine is off. At the same time, on the
engine equipped with DPF realizes the propose of the control of the particulate
filter regeneration temperature by controlling the air intake volume size (the
essence of which is to control the air-fuel ratio) and comply with additional fuel
injection (pilot injection and after pilot injection) when the particulate filter is in
regeneration program.
2) Working principles
Air control valve consists of drive motor, drive gear mechanism, the
necessary mechanical transmission components and special air control valve
position sensor which is more powerful in function and reliability.
Air control valve motor can turn to different direction under the control of
ECM, make the air control valve opened or closed through the reduction of gear
drive air control valve shaft, drive air control valve position sensor rotor rotate at
the same time, and convert the air control valve position to electrical signals
which would be sent to ECM. Return spring in the air control valve motor can
turn down the air control valve to close or close to the initial position when the
electric current of the air control valve motor was cut off (for example, when the
ignition switch off). And the air control valve remain the small opening at this
time.

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3) Installation location
Air control valve is installed between the connecting pipe of the intake
manifold and supercharging pressure.
4) Technical parameters
 The opening of air control valve
Low mechanical stop bit: 12.5~17.5%
High mechanical stop bit: 87.5%~92.5%
Full open: 92.5%~95%
 Motor driving voltage: 10-16V
 Resistance range of sensor output(2~3): 10-100KΩ

 Terminal definition:
Position sensor 5V power supply
Position sensor bonding
Position sensor feedback signal
empty
Motor control +
Motor control -
5) Matters needing attention in installation
 Tightening torque: 7-9 N*m
 Ban brutal operation and damaging the shell and related sensors.
6) The fault phenomenon and judgment method
① General cause of the problem: the potentiometer in the sensor is in

circuit breakage or short circuit, motor fault lead to open and close
abnormally, too much carbon deposition in the air control valve, ECM’s
control function abnormal.
② Fault phenomena: air control valve failure will cause abnormal

engine idle speed (such as idle speed too high or too low, unstable idle
speed and easy to flameout) or engine speed is abnormal (e.g., trembling

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when the accelerate the engine, sluggish response when accelerate, etc.).
And sometimes the engine appears intermittent jitter in the process of
operation.
③ Maintenance notice: after the installation, cleaning and replacement

of air control valve or the ECM, self learning must be done.

Self learning of air control valve: the engine is not starting in the
state of Key-on, stepping the accelerator completely closed or open in 5
seconds to activate the self learning for the first time. Since the self study
need 5 seconds to complete, the related operations can not be done
within the 5 seconds.
④ Maintenance methods:

Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
good appearance, make sure no punctures. Trigger the valve, check whether the
rotation is the smoothing, with or without binding. Check the air control valve to
see whether is too much carbon deposition.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.

B．Open the ignition switch, use digital multimeter measuring sensor to test

wiring harness plug terminals of position respectively.

a ． Measure sensor power terminal, voltage reference should be 5V. If the

voltage is not correct means control circuit or ECM having fault, further test is
needed.
b．Measure bonding sensor terminal, the resistance between battery cathode

should be less than 3 Ω , if there are any exception, bonding wire should be

repaired.

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7) Testing of position sensor resistance
Position sensor resistance can be tested by electronic multimeter. The
testing methods as follows:
1 Close the ignition switch, unplug the wiring harness plug on sensor.
2 Use the multimeter to measure the all-in resistance of the
potentiometer on the harness socket of the sensor. If the open circuit, short
circuit or resistance value is not in accordance to the standard, it means the
malfunction of potentiometer.
3 Measuring the resistance between potentiometer sliding contact with
bonding side, the resistance should be open or closed smoothly with air control
valve change, otherwise, it means the potentiometer is fault.
Position sensor performance test
To test its performance by measuring the output signal voltage in the
working state. The test method is as follows:
 Open the ignition switch, but do not starting the engine.
 Let air control valve in different opening, at the same time, use the voltmeter
to measure the change of the signal in the sensor signal output wires. Voltage
resistance should be able to increases with the increase of the opening

3.5 Crankshaft position sensor

2 1

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1) Summary
The crankshaft position sensor is the magnetoelectric sensor. The position of
the piston in the combustion chamber decide fuel injection start time. The piston
connect to the crankshaft through the connecting rod. The crankshaft position
sensor can provide the data of all the piston position, speed to confirm the
crankshaft revolutions per minute.
2) Working principles
The crankshaft is attached of a ferromagnetic trigger wheel of 60 teeth. In
the actual use, the trigger lacks of the two teeth on the wheel. The big gap
correspond one specified position of the crankshaft. The crankshaft position
sensor records the tooth sequence of the trigger tooth. It consists of a permanent
magnet and belt copper coils set of soft iron core. The magnetic flux sensor
changes with the change of the pass-gear and interstice to produce a sinusoidal
voltage. Its amplitude increased dramatically with the engine(crankshaft) speed.
3) Installation location
Installed in the bottom of the cylinder
4) Technical parameters
 Working clearance: (0.65-1.37) mm
 Resistance: 860±10%Ω

 Terminal definition: 1- signal positive, B-signal negative

5) Matters needing attention in installation
 Fastening bolt tightening torque: 7-9 N•m.

6) The fault phenomenon and judgment method

A.General cause of the problem:
a.sensor internal component damage or internal wiring in open circuit, short

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circuit and cannot produce signals.
b.sensor external circuit in open circuit or short circuit.
c.the position of the sensor installation is not correct, clearance is too large
between the rotor which leads to the abnormal signal output.
B.Fault phenomenon:Power is not enough and the vehicle can not start.
C.Testing methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
the distance between the Hall component and signal wheel meets the standard
and whether there are dirt and scrap iron between them. If yes, clean it.
Resistance inspection
Inspect the resistance of the sensor, if the resistance is two high or too low,
the sensor is broken.
Electric circuit inspection
a.Close the ignition switch, inspect the connector clips of the wiring
harness plug on sensor.
b. Inspect whether the resistance between control harness of ECM and
connector clip is less than 3Ω.

3.6 Camshaft position sensor

1 2 3

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1) Summary
The camshaft position sensor can sense and detect the relative rotation angle
position off engine camshaft timely and accurately in the process of engine
operation, and provide it to the electronic engine control module (ECM) in the
form of electrical signals. So that the engine electronic control module combines
with the crankshaft position signal input by the crankshaft position sensor,
determines the moment of each cylinder engine phase correctly to make the
system control fuel injection and ignition sequence in accordance with the
provisions of the engine working sequence. Thus, the control of combustion
process of engine can be more precisely and reduce harmful emissions from
combustion.
2) Working principles
The camshaft position sensor determines the position of
the camshaft by hall effect. A ferromagnet trigger wheel
rotates with the camshaft, the Hall effect integrated circuit is
mounted between the trigger wheel and a permanent magnet,
permanent magnet produces magnetic field which is
perpendicular to the hall element. If one of the trigger tooth
changes the strength of the magnetic field which is
perpendicular to the Hall element through streamline sensor element
(semiconductor chip). Which will make the electron, which is driven under the
direction of long axis voltage, deviate to the direction perpendicular to the
current to produce a short signal voltage (Hall voltage). And the computing
circuit integrated by sensor and Hall integrated circuit hands with the signal and
outputs the signal in the form of square wave.

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3) Installation location
The camshaft position sensor is installed on the cylinder head cover.
Technical parameters:
 output voltage (high level) : 4.75 ~ 5.25 V.
 output voltage (low level) : 0.
 working clearance : (0.597 1.403) mm.
 voltage from the ECM power supply : 4.75 ~ 5.25 V.
 terminal definition: 1 - output , 2 - ground, 3 - power supply.
4) Matters needing attention on installation
 fastening bolt tightening torque: 9-11 N•m.

5) The fault phenomenon and judgment method

A.General cause of the problem:
a.sensor internal component damage or internal wiring in open circuit, short
circuit and cannot produce signals.
b.sensor external circuit in open circuit or short circuit.
c.the position of the sensor installation is not correct, clearance is too large
between the rotor which leads to the abnormal signal output.
B.Fault phenomenon: if the signal input by the camshaft position sensor is
wrong, it will leads to the phenomenon of engine misses, unstable idle speed,
accelerating disability and etc.
C.Testing methods:
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
the distance between the Hall component and signal wheel meets the standard
and whether there are dirt and scrap iron between them. If yes, clean it.
Electric circuit inspection: Hall sensor can not produce the signal if the
power supply bonding is abnormal, so the power supply circuit and bonding

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circuit must be inspected at first.
A．Close the ignition switch, unplug the wiring harness plug on sensor.

B．Open the ignition switch, use digital multimeter measuring sensor to test

wiring harness plug terminals of position respectively.

a．Measure sensor power terminal, voltage reference should be 4.5-5V. If the

voltage is not correct means control circuit or ECM having fault, further test is
needed.
b．Measure bonding sensor terminal, the resistance between battery cathode

should be less than 3 Ω , if there are any exception, bonding wire should be

repaired.
C. If the above check is not normal, shut off the ignition switch, unplug the
connection wire of the ECM end, check whether there is open circuit, the
phenomenon of doubling between the sensor connection end and the ECM end
wiring harness.

3.7 Exhaust temperature sensor

1 2

1) Summary
Exhaust temperature sensor locates before the turbocharger and DPF, as
shown in picture 2. Exhaust temperature sensor 1 tests the temperature before

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the supercharge to prevent burning out the supercharger from the high
temperature, exhaust temperature sensor 2 is used to judge regeneration time of
the DPF.
PT200 film platinum hot electron technology uses the unique design of open
hole type to avoid the temperature error and response delay caused by the shell
encapsulation heat transfer and ensures delivery of response time and high
precision, and the highest temperature can reach 1000 ℃.

2) Working principles
PT200 film platinum hot electron technology makes the sensor resistance
enlarge with the increase of exhaust temperature. ECM calculate the exhaust
temperature through the effect on the resistance line voltage resistance to
ensures delivery of response time and high precision, and the highest
temperature can reach 1000 ℃.

3) Installation location
Exhaust temperature sensor I is installed on the exhaust manifold, before the
turbocharger impeller. The temperature sensor II is installed on the DPF .
4) Technical parameters:
 Terminal definition
1-signal end of exhaust temperature sensor(5V)
2-grounding end of exhaust temperature sensor

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5) Matters needing attention in installation
 Tightening torque:40-50 N•m

 Ban keeping the engine emissions of carbon deposition, silicone oil,

engine oil, such as lead, paint, or other organic matter polluting sensors.
 When in installation, pulling cable is prohibited.
 It is prohibited to knot, crushing or other damage to the sensor wiring
harness wire operation.
 Forbidden to use oil, detergent or other impurities on the
connection-plug.
6) The fault phenomenon and judgment method
Visual inspection
Check whether the sensor wiring harness plug connection is good, strong
and reliable or not. Sensors installed whether loose or fall off or not. Whether
good appearance, make sure no punctures.
Electric circuit inspection
A．Close the ignition switch, unplug the wiring harness plug on sensor.

B．Open the ignition switch, use digital multimeter measuring sensor to test

wiring harness plug terminals respectively.

a ． Measure sensor power terminal, voltage reference should be 5V. If the

voltage is not correct means control circuit or ECM having fault, further test is
needed.
b．Measure bonding sensor terminal, the resistance between battery cathode

should be less than 3 Ω , if there are any exception, bonding wire should be

repaired.
7) Performance test
Remove the sensor wiring harness plug, measuring the two pins resistance,
if resistance is too big, too transgressions means the sensor has been damaged.

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3.8 EGR valve

1) Summary
In order to keep the NOx
emissions of engine, ECM inputs
parameters mainly according to engine
speed and inlet pressure, checks and
calculates EGR rate by the MAP
calibration to send control signal to
the EGR valve and do the closed loop
control with the position sensor.
The advantage of bypass electric
control EGR system:
1 In the low temperature startup, by-pass valve opens and closes the
EGR cooler channel, waste gas enters into the cylinder by the bypass way which
can effectively reduce the HC/CO emissions in cold start.
2 Under high EGR rate and EGR flow conditions, the exhaust gas

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temperature is very. Closing the bypass way, the waste gas gets cool through the
cooler to reduce the exhaust temperature which can improve the intake charge
quantity on the one hand and can also further reduce the combustion temperature
to reduce NOx emissions on the other hand.
2) Working principle
Electric control EGR valve controls valve opening through positive and
negative going motion of the direct current motor and realizes the closed loop
control according to the feedback signal of position sensor. EGR is the type of
electromagnetic valve position feedback (linear motor). The amount of waste
gases entering into the air inlet pipe is controlled by EGR valve precisely. EGR
valve is a direct motor controlled by PWM, it opens or closes the valve
according to the engine ECM command and feedback valve position to the ECM.
The size of the valve opening is determined by the PWM wave given out by
ECM. Engine ECM mainly calculates the EGR rate according to the operation
condition of the engine speed and inlet pressure at this point so as to issue
commands.
EGR valve is installed on the intake manifold. EGR valve seat inlet gas
temperature should not exceed 500 ℃ , pre cold water way is designed on the

cylinder head, at the same time cooling water way is designed on the valve seat.

Eletric control EGR valve

EGR bypass

Bypass valve
EGR cooler

3) Installation location

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EGR valve is installed on the intake manifold.
4) Technical parameters:
 Terminal definition
1 - the sensor power supply 5V 2 - drive motor negative 3 - sensor grounding
4- empty 5 - the sensor signal 6 - drive motor positive
 Voltage range
In the closed position(LMS), sensor output range: 9%～25%VCC means 0.45V～1.25V；

In the open position(UMS), sensor output range: 85%～95%VCC means 4.25V～4.75V

 Working condition:-7℃~40℃
 Self-learning and self-clean
1 New valve needs self-learning when finish producing process, change ECM or EGR
valve.
2 Self-clean: intake air temperature>-7℃, ECM power supply voltage > 10V, 8 times
and finished in 15 seconds.
3 General first self-learning: KEY_ON engine not starting, steep accelerator pedal
position more than 50% twice in 15 seconds, activate the self learning for the first time.
Self-learning for 5 seconds, other operations can be performed after 5 seconds.
5) The fault phenomenon and judgment method
A.General causes of the problem: clamping stagnation of EGR valve, malfunction of
EGR self-learning.
B.Fault phenomenon: engine malfunction lamp lights, torque limiting, short of power
with dark smoke.
C.Testing methods:
A、static testing: Using a multimeter or diagnostic instrument to read output voltage of
EGR valve in working state. Open the car keys to on file (do not start), use diagnostic
instrument to read EGR valve signal output voltage value among the vehicle data stream (or
by measuring the voltage of signal wire in working state). Normal value should be stable
between 0.45V to 1.25V (EGR valve closed). If the data is not in this range:①keep stable of a

certain voltage value at higher than 5V or 0-0.45V, check out if EGR valve wiring harness
plug is empty, broken or crossed according to "the EGR valve terminal definition and the
method for measuring wire" ; Replace the EGR valve if excluding the wiring harness problem.
②stable a certain voltage in 1.25V to 5V, the EGR will be binding in open position. Remove

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the EGR valve, clean or replace the EGR valve.
B、To test EGR valve working voltage and plug voltage
1 EGR valve no.1 pin is sensor 5V power supply, the plug is 5V no matter connected
or disconnected.
2 EGR valve no.3 pin is the bonding end of sensor, the plug is 0V no matter
connected or disconnected, and connected to power supply grounding.
3 EGR valve no.5 pin is the signal wire of sensor, the plug is 5V when disconnected
and 0.45-5V when connected(annotation:0.45V-1.25V, the EGR valve is not opened or
opened very small which can be ignored; 1.25V-4.75V is the normal range of normal
opening).
By measuring continuity of the wire or the related wire harness voltage when on and off.
Through the "external EGR valve measurement method" to exclude wire faults.
External EGR valve measurement method: directly plug in an EGR valve in the trouble
truck which can ensure the normal work in the atmosphere(without removing the trouble truck
EGR valve), and test the truck according to the working condition, if the malfunction is ruled
out, the wire fault can be ruled out.
Notice:external EGR valve measurement method can only exclude the malfunction of
wire and can not confirm whether the EGR valve is broken.
C、EGR valve dynamic check to test voltage of EGR valve in working state and plug.

Launch vehicle to keep hot car idling ( read water temperature, inlet temperature value
by diagnostic instrument) to ensure the water temperature and inlet temperature is between 0
degrees to 100 degrees, and use the diagnostic instrument to read the EGR valve signal output
voltage value among the vehicle data stream(or by measuring the voltage of signal wire in
working state). The EGR valve should be in working state, the voltage value measured by
diagnostic instrument should be increased until the stable in the range of 1.25V to 1.25V.
①If EGR valve signal voltage measured by diagnostic instrument keeps stable within
0.45 V to 0.45 V, the EGR valve binding is not open, check out the harness after clean or
replace the EGR valve. ②keep stable of a certain voltage value at higher than 5V or 0-0.45V,

check out if EGR valve wiring harness plug is empty, broken or crossed according to "the
EGR valve terminal definition and the method for measuring wire" ; Replace the EGR valve
if excluding the wiring harness problem.

3.9 EGR bypass solenoid valve

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actuator

intake manifold

1) Summary
EGR bypass solenoid valve is suitable for the control of high frequency
response of the PWM solenoid valve beside EGR valve side channel.
2) Working principle
Working principle of PWM valve
3) Installation location
It is installed on the support of solenoid valve on back-end of cylinder head.
4) Technical parameters:
 Terminal definition: 1-negetive 2-postive(12V)
 Nominal voltage:12V
 Coil resistance: 28.3-31.3Ω

5)Matters needing attention in installation

 Must install the magnetic valve in the right direction.
 Air vent hole can not be covered.
6) The fault phenomenon and judgment method
A.General causes of the problem: magnetic valve in short circuit, breakage or
the block of the air vent hole.

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B.Fault phenomenon: malfunction lamp lights, magnetic valve do not work or
return which leads to the bad performance of the bypass actuator.
C.Testing methods:
a.According to the working situation of bypass actuators and solenoid valve
working data flow duty ratio to confirm whether the magnetic valve is in normal
work.
b.measuring the solenoid valve coil resistance, if it is too big or too small,
electromagnetic valve is damaged.

3.10 VTG electromagnetic valve

turbocharger actuator

Vacuum pump

1) Summary
The machine adopts variable
cross-section turbocharging
technology, so the turbocharger and
engine can have a good match in all
the point to make the engine achieve
better performance. The vanes of the
VTG are connected to the control rod
blades. And the displacement of the

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control rod is controlled by vacuum degree of the vacuum room on VTG.
Changing the vacuum degree of the vacuum room can change the position of
vanes of VTG so as to control the actual internal area of the turbine. Vacuum
degree of the vacuum room is controlled by the VTG electromagnetic valve.
One porthole of VTG electromagnetic valve is connected to the vacuum room
on VTG and one porthole is connected to vacuum pump and another is
connected to the atmosphere. The interface in the machine should be equipped
with filter which can prevent the dust and other pollutants entering into the
valve.
2) Working principle
The opening of the electromagnetic valve is determined by the PWM wave
generated by the ECM. If the demand decreases work area of the supercharger
VTG, VTG receives big duty ratio signal, the opening of the channel becomes
bigger, the supercharger enters into small section working condition. The
supercharger position feedback sensor integrated gives the position feedback
signal on the supercharger in real-time.The ECM controls duty ratio according
to demand of VTG solenoid valve.
3)Installation location
It is installed on the support of solenoid valve on back-end of cylinder head.
4)Technical parameters:
 Terminal definition: 1-negetive 2-postive(12V)
 Nominal voltage:12V
 Coil resistance: 13-16Ω
5)Matters needing attention in installation
 Must install the magnetic valve in the right direction.
 Air vent hole can not be covered.
6) The fault phenomenon and judgment method
A.General causes of the problem: magnetic valve in short circuit, breakage or
the block of the air vent hole.

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B.Fault phenomenon: malfunction lamp lights, magnetic valve do not work or
return which leads to the bad performance of the bypass actuator.
C.Testing methods:
a.According to the working situation of bypass actuators and solenoid valve
working data flow duty ratio to confirm whether the magnetic valve is in normal
work.
b.measuring the solenoid valve coil resistance, if it is too big or too small,
electromagnetic valve is damaged.
3.11 VTG position feedback sensor

1) Summary
The machine adopts variable cross-section turbocharging technology, and
use the position feedback sensor to feedback the position of push rod of VTG in
real-time in order to realize the closed-loop feedback of pressurization VTG
regulating mechanism.
2) Installation location
Integrated on the supercharger.
3) Technical parameters:

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 Terminal definition(from the above to below:1-3): 1-grounding 2-signal
3-power supply(5V)
4) The fault phenomenon and judgment method
A.General causes of the problem: magnetic valve in breakage or poor
contact of the plug.
B.Fault phenomenon: malfunction lamp lights, entering into the open-loop
control of VTG regulating mechanism.
C.Testing methods:
1 To confirm if the sensor is working normally according to the
comparison of the VTG position in the diagnostic instrument and VTG push rod
location in real-time.
2 Manual pull rod, measuring sensor output voltage is in normal or not
in working condition.
3.12 The oil pressure sensor

Control wiring cabin control

harness plug harness harness
connector

1) Summary
Oil pressure sensor monitors main oil road pressure in real-time and
transfers the data to the instrument display (not pass the engine ECM).
2) Installation location
Installed on the cylinder.
3) Technical parameters:

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 Alarm pressure: 30-40KPa
4) Matters needing attention in installation
 Coat the Kesai new 1234 thread sealant on oil pressure switch thread parts,
or other sealant in same performance, then install oil pressure switch in the
main oil path.
 tightening torque:8~12N•m

5)The fault phenomenon and judgment method

A.General causes of the problem: oil lamp does not light or continue light
caused by the breakage of oil pressure sensor or the plug problem.
B.Testing methods: In KEY_ON condition, not starting the engine, engine
oil pressure light should be lighten and gone out in idle or higher speed. Check
out the harness connection on and off to confirm if it is sensor fault.
3.13 Preheating plug
1) Summary
Preheating plug adopts the scheme of metal preheating way controlled by
relay. Preheating plug preheats when engine is in cold start. It relies on heating
element stretching into the combustion chamber to produce high temperature
(above 850 ℃) to preheat the air in the combustion chamber, so as to improve

the cold starting performance and optimize the combustion of diesel engine.
2) Working principle
Preheating plug begin to work when the coolant temperature is less than 45
degrees. Preheat time is a function of the coolant temperature. During engine
starting or actual operating, the opening time of electric plug is determined by a
series of other parameters, including fuel injection quantity and the rotating
speed of engine.
After successful start-up, the after heating warming-up process can form a
kind of speedup or idle running without interruption and less smoke. This can
reduce combustion noise when in cold start. If the starting failed, the glow plug

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protection circuit disconnect to prevent the excessive discharge of the battery.
3) Installation location
Installed in each cylinder combustion chamber.
4) Technical parameters:
 Whether cold resistance meets the requirements, resistance range: 0.5 ~ 1.2
Ω.

 Work last 4s and head temperature reach 850 degrees.

5) Matters needing attention in installation
 The bolt tightening torque: 10-15N•m

6)The fault phenomenon and judgment method

A.General causes of the problem: short circuit in the preheating plug.
B.Fault phenomenon: preheating plug does not work or bad start of engine
cold start.
C. Main direction to rule out the malfunction of preheating plug
1 Whether the wiring harness is in good contact.
2 Whether shell surface appearance of preheating plug is good or
whether there is a black phenomenon (gas leak).
3 Whether cold resistance meets the requirements, resistance value
range: 0.5 ~ 1.2 Ω;

4 Whether the battery inspection can normally heat, begin to heat about
3 mm of the tip.
5 working current measurement, the initial < 25 A, after 20S, the
current<8.1 A.

3.14 Differential pressure sensor

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1 2 3

1) Summary
Differential pressure sensor is used to monitor pressure drop at the ends of
the DPF to confirm whether the post-processing system is in normal work.
Sensors turn the measuring results into voltage to give feedback to the control
unit by means of use the two pressure sensors port to lead out the pressure at the
ends of the DPF. This is to ensure the particles oxidative and avoid congestion.
2) Working principle
Differential pressure sensor and DPF is connected with stainless steel tube
and high temperature rubber hose. The stainless steel pipe leads out the pressure
from the both ends of DPF, and then the high temperature rubber hose connects
to differential pressure sensor. Rubber hose and heat-resistant is above 150 ℃.

Once the DPF pressure difference on both ends is too big or too small, after the
ECM receiving the feedback, the voltage trouble lamp lights up to confirm the
catalysts is in blockage or pathway.

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linear scale map of output voltage and pressure

differential

3) Installation location
Installed connected steel pipe on both ends of the DPF.
4) Technical parameters:
 Terminal definition: 1- 5V power supply 2-bonding 3-signal
 Output voltage:0.25-4.75V(about 0.5 V when the pressure difference is
0)
5) Matters needing attention in installation
 Pay attention to the direction when in installation.
6) The fault phenomenon and judgment method
1 General causes of the problem:pressure difference senor in breakage or bad
connection; block or breakover of DPF.
2 Testing methods:
A. see if there is any breakage of sensor, check whether the plug-in is loose, whether
wire is fracture, whether the inside of the plug-in has liquid.
B. check whether the line is normal or is there any air leakage phenomenon.
C. fault code diagnosis: to do fault diagnosis with the diagnostic instrument, to judge
fault causes by the fault code, including whether the power supply, grounding is normal.
D. performance test: disconnect two connecting pipe, inspect the output voltage of work
state, it should be close to 0.5V, otherwise, the sensor is in damage.

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3.15 Fuel system

Delphi’s high-pressure common rail fuel system is applied with

intelligentized fuel-injection pump and injector. It has fast response and accurate
injection. It can also inject for multiple times, which can provide efficient
emission and performance.
The fuel system includes high-pressure part and low-pressure part. The
high-pressure part includes: injection pump, fuel injector, , fuel-injection pipe
and high-pressure oil rail assembly. The low-pressure part includes: fuel tank,
coarse filter (including manual fuel pump and oil-water separator), fine filter and
fuel infection pump

A. Fuel system-fuel injection pump

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General introduction
1) The high-pressure oil pump is Delphi’s DFP3.41 high-pressure fuel
pump. Its fuel-supply pressure can reach 1800bar, and speed ratio is 2:3. The
high-pressure fuel pump is integrated with fuel metering valve (IMV valve), fuel
temperature sensor and fuel-return adaptor.
2) Working principle

Fuel -- front cover plate of high-pressure fuel pump -- fuel-delivery pump

-- pressure regulating pump -- IMV fuel metering valve -- high-pressure cavity

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-- fuel delivery valve -- common rail pipe
Low-pressure fuel delivery pump a mechanical build-in of high pressure
fuel pump, which can press fuel whose oil pressure is from -0.4-1.5bar into
5-7bar. The fuel will enter into fuel-metering IMV through pressure-regulating
valve, and becomes high-pressure fuel by passing high-pressure cavity. Finally,
the fuel will enter into common rail, and if the fuel pressure is too big, the
pressure-limiting valve will restrict the pressure.
IMV valve will adjust the fuel quantity that enters into high-pressure cavity
from low-pressure fuel delivery pump, according to the demand of rail pressure.
Fuel temperature sensor will monitor fuel temperature of IMV valve and
fuel-inlet pipe, so as to compensate the temperature’s effect on IMV valve’s coil
and improve fuel-inlet’s accuracy. This IMV valve is normally open, which
means the valve will keep open after power-off. Normally-open IMV valve will
establish rail pressure in faster speed.
3) Assembly position
The pump should be assembled on the rear-end of gear chamber
4) Technical parameter
■ terminal’s definition (fuel metering valve):
1. Control end, which connects with ECM 145# terminal
2. Power of main relay 12V
■ terminal’s definition (fuel temperature sensor):
1. Signal end, which connects with ECM 140#
2. Grounding end, which connects with ECM 142#
5) Assembly precautions
■ if the outlay fuel tank connects with fuel-inlet adaptor directly (infusion
bottle type), the fuel pressure cannot exceed 6bar
■ the fuel pump must be covered with protecting case before assembly in
case of dust. . The removed fuel pump and rail also need to be covered with
protecting case for the convenience of repair and maintenance. Before assembly,

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all spare parts need to be cleaned thoroughly so as to guarantee the fuel pipe’s
cleanness.
■ while taking out high-pressure fuel pump from package, use hands to
hold the rack. Holding easily-broken parts (like low-pressure pipe, sensor and
etc.) with one hand only is strictly prohibited.
■ take off the protecting case of fuel pump’s drive shaft, use apply alcohol
or gasoline to degrease the surface of drive shaft.
■ be sure to assemble the locating pin into the fuel pump’s pin hole, and
assemble the drive shaft on engine body horizontally.
6) Fault phenomenon and judging method
① symptom: trouble light is on; engine’s power is insufficient; engine

cannot start or leaks oil

② general reason: plunger, seal ring or fuel metering valve is broken

③ checking method:

A. Check the fuel metering valve’s working condition and data stream’s
duty ratio;
B. Check whether the seal ring on the joint part of fuel metering valve is
intact;
C. Take specific diagnosis according to relevant DTC

B. Fuel system – high pressure fuel rail

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1) General introduction
The high-pressure fuel rail assembly includes rail-pressure sensor, common
rail pipe and PLV valve. It can reduce pressure fluctuation, distribute high
pressure, provide feedback of system’s rail pressure and protect engine under
overvoltage.
2) Working principle
Rail-pressure sensor is constituted by integrated sensing element and
PCB that includes electronic evaluation circuit. The sensor will provide a
voltage signal to ECU according to fuel pressure. The sensor must measure
the instantaneous pressure inside the rail with sufficient accuracy and fast
response. The fuel will flow through the hole on the common rail to the
rail-pressure sensor. The hole’s top end is sealed with sensor’s membrana
dermalis. The fuel under high-pressure will go through a blind hole to reach
the membrane, on which the sensing element has been deployed. The element
will switch the pressure into electric signal, and transmit the signal to
evaluation circuit, which will magnify the circuit and transmit it to ECM. As
oil-return pressure will fluctuate when the fuel-injector is working, so a
damped structure has been integrated to common rail in order to reduce its
fluctuation. Meanwhile, PLV valve will drain fuel rapidly when the rail
pressure exceeds the limit, which can not only ensure safety, but also
guarantee that the engine will not shut down immediately even when the rail
pressure exceeds limit. The maximum fuel drainage ability is 190L/h, but the
engine will use fuel injector to return oil when the power is off.

Characteristic diagram of rail pressure sensor’s output voltage

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3) Assembly position
Assemble the common rail on engine’s cylinder cover.
4) Technical parameter
■ tightening torque of high-pressure fuel pipe nut: 27±2N·m
■ fuel pressure’s signal range: 0.5V-4.75V
■ terminal definition: 1-signal end, connects with ECM 141# pin
2-grounding end, connects with ECM 106# pin
3-supply end, connects with ECM 237# pin
5) Assembly precautions
■ before assembly, the fuel rail must be covered with protecting case, in
case of dust. The dismantled rail also needs to be protected for the
convenience of repair and maintenance. All spare parts should be cleaned
thoroughly before assembly so as to ensure the fuel pipeline’s cleanness.
■ when assembling high-pressure fuel rail, please remove the dust cap
in axial direction by following the assembly orders:
① assemble the high-pressure fuel rail, and pre-tighten the fixing bolts;

② assemble four rails on the fuel-injector’s high-pressure fuel pipe (be

sure the nut’s one end with alphabets faces to fuel rail), and pre-tighten fuel
pipe’s nut only;

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③ assemble one rail to high-pressure fuel pipe’s clamp, and pre-tighten

it only;
④ assemble pump on high-pressure fuel pipe, and pre-tighten fuel

pipe’s nut only;

⑤ tighten the fuel rail’s fixing bolts with standard torque;

⑥ tighten the nuts of high-pressure fuel pipe between rail and fuel

injector. Make sure all nuts must be tightened one by one;

⑦ tighten the nuts of high-pressure fuel pipe between pump and rail.

6) Fault diagnosis and checking method

1 general fault’s reason: the sensing element’s plug connector fails
or the sensor is broken; PLV valve keeps normally open
2 Fault symptom: engine’s trouble light is on; insufficient power;
hard to start
Checking method:
A. Check the harness’s plug connector: unplug the rear signal end,
and the voltage should be 5V; supply voltage should be 5V and the earth
wire should be normal
B. Check the signal line’s output voltage under working condition:
the output should be 0.5V when not working, 1V under hot idle mode, and
0.5-4V under normal working condition
C. Unplug PLV fuel-return pipe and check whether it returns fuel
often

C. Fuel system – fuel injector

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1) General introduction
Electronic fuel injector is the core part of fuel system. It applies servo
electromagnetic valve with fast response and accurate injection time.
2) Working principle
It starts returning fuel through electromagnetic valve, which creates
pressure difference between pin valve and pressure-stabilizing cavity, and
allow injector to work. When the electromagnetic valve closes, the
stabilizer’s fuel pressure will restore, and the pin valve will close to stop fuel
injection. The injection’s minimum interval is 0.2ms.
Before the fuel injector leaves factory, it will experience test that cover
at least 5 types of rail pressure and 150 measuring point. The test result will
be compared with target injector’s characteristic curve so as to generate IQA
code for fuel correction, which can guarantee the production conformity and
injection’s accuracy.

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Sketch map of fuel injector’s IQA code

喷油器 IQA 码

3) Assemble position
The injector is assembled on cylinder cover.
4) technical parameter
■ working pressure: 150-1800 bar;
■ working temperature: -30℃ ~120℃
■ fuel injector’s oil-returning temperature: ＜ 140℃;

■ fuel injector’s oil-returning pressure: 0.5~0.9bar (absolute pressure)

■ tightening torque of high-pressure fuel pipe nut: 33±2N·m
■ protrusion height of fuel injector after tightening: (1.5±0.47) mm
(thickness of injector’s gasket is 2.5mm)
5) Assemble precaution
① when dismantling fuel injector, be sure to replace the injector’s copper

gasket
② before assembly, the fuel jet must be covered with protecting case to

prevent dust. The dismantled fuel jet also needs to be covered with case for the
convenience of repair and maintenance. Before assembling other spare parts,
check whether their cases are intact, so as to ensure the fuel pipe’s cleanness
③ after disassembly, ensure the cleanness of fuel injector’s adaptor and

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jet;
④ fuel injector’s IQA code must be written into ECM by diagnosis device.

When replacing ECM, the injector must be re-written the IQA code;
⑤ the tightening bolts of fuel injector’s lock block cannot be used more

than twice
⑥ the bolts of fuel injector’s lock block must be tightened firmly without

gas leakage.
6) Fault’s symptoms and checking method:
General reason of faults:
① fuel jet’s leakage or malfunction due to carbon deposition;

② malfunction due to broken electromagnetic coil or plug connector is in

bad-contact
③ low rail pressure due to fuel injector’s excessive fuel-return;

④ insufficient fuel injection;

⑤ frequent fuel injection due to broken fuel injector;

⑥ no fuel injection due to pin valve’s stagnation

Fault symptom: trouble light is on; engine’s power is down; engine’s

tremble in idle speed; hard to or cannot start engine.
Checking method:
① test the fuel-return quantity of fuel injector;

② measure the resistance of fuel injector’s electromagnetic valve;

③ test the fuel-injection amount of external-mounting injector

④ test the fuel injector’s harness

3.16 ECM

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1) General introduction
ECM is the control center of electronic control system, this system is
Delphi’s DCM6.2 control system. ECM applies 60+94pin. 60pi is used on
engine’s end, and 94pin is used on vehicle’s end. ECM is connected with
engine’s control harness through the harness of vehicle’s engine compartment.
2) Terminal definition
No. Definition No. Definition
101 Twisted-pair, low voltage for injector 4 102 Twisted-pair, low voltage for injector 3
103 / 104 /
Grounding end of rail pressure sensor or
105 / 106
camshaft’s position sensor is grounded
107 / 108 /
109 / 110 /
Booster’s position feeds back to sensor’s
111 / 112
signal end
Control end of EGR’s bypass Start the control end of low-voltage end of
113 114
electromagnetic valve relay
115 / 116 Twisted-pair, high voltage for injector 4

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117 Twisted-pair, high voltage for injector 3 118 /
119 / 120
Booster’s position feeds back to sensor’s
121 power-supply end / power-supply end of 122 /
air-inlet pressure’s temperature sensor
Signal temperature of water temperature
123 124 /
sensor
125 Signal end of air control valve’s sensor 126 Camshaft position sensor’s signal end
Temperature signal of air-inlet pressure
127 Signal of oil-water separator 128
sensor
Booster position’s feedback to sensor’s
129 grounding end / grounding end of air-inlet 130 /
pressure and temperature sensor
131 Twisted-pair, high voltage for injector 1 132 Twisted-pair, high voltage for injector 2
Twisted-pair, air control valve’s grounding Twisted-pair, grounding end of EGR
133 134
end valve’s motor
Signal end I of air-exhaust’s temperature
135 Grounding end of EGR valve sensor 136
sensor
137 / 138 Signal end of EGR valve sensor
Pressure signal of air-inlet pressure and
139 140 Signal end of fuel temperature sensor
temperature sensor
Grounding end of fuel temperature sensor
141 Signal end of rail-pressure signal 142 / grounding end of air control valve’s
sensor
143 / 144 /
145 Control end of fuel metering gauge 146 Twisted-pair, low voltage for injector 1
Twisted-pair, power-supply end of air
147 Twisted-pair, low voltage for injector 2 148
control valve
Twisted-pair, power-supply end of EGR
149 150 Control end of VTG electromagnetic valve
valve’s motor
Power-supply end of EGR valve sensor /
151 power-supply end of air control valve’s 152 /
sensor
153 / 154 /
Negative signal of crankshaft’s position Positive sensor of crankshaft’s position
155 156
sensor sensor

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Shielding layer of crankshaft’s position
157 158 /
sensor
Grounding end of water temperature
159 160 /
sensor
201 Grounding end of ECM 202 Grounding end of ECM
203 Main relay’s power input T87 204 Grounding end of ECM
205 Main relay’s power input T87 206 Main relay’s power input T87
207 / 208 /
209 / 210 /
211 / 212 /
213 / 214 /
Grounding end of exhaust temperature
215 Grounding end of air-flow sensor 216
sensor II
217 / 218 Signal end of air-flow sensor
219 / 220 /
221 Correction signal of air-flow sensor 222 /

223 Fuel’s switch signal 224 /

225 / 226 Control valve of main relay

227 / 228 Air-flow heating drive of air-flow sensor
229 / 230 Medium voltage switch
231 / 232 /
233 / 234 Signal of main brake switch
235 / 236 /
Power supply of rail pressure sensor /
237 signal end of accelerator pedal’s position 238 /
sensor 1
239 Input signal of wheel speed sensor 240 /

241 / 242 Clutch switch

243 / 244 Vice brake switch

245 / 246 /
247 / 248 /
249 / 250 /
251 / 252 Power-supply of differential pressure

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transducer
253 Bonding of differential pressure sensor 254 Temperature signal end of air-flow sensor
Power-supply end of accelerator pedal’s
255 256 /
position sensor

257 / 258 /

Relay control of air-conditioner’s

259 Air conditioner’s request signal 260
compressor
261 / 262 /
Low voltage in the control end of
263 / 264
preheating relay
265 START signal input 266 /
267 C_CAN1_HI 268 C_CAN1_LO
269 / 270 High speed fan’s control (inactive)
271 / 272 Low speed fan’s control (inactive)
Bonding of accelerator pedal’s position
273 / 274
sensor 1
Signal end of accelerator pedal’s position Signal end of accelerator pedal’s position
275 276
sensor 1 end 2
Bonding of differential pressure sensor /
Signal end of exhaust temperature sensor
277 bonding of accelerator pedal’s position 278
II
sensor 2
279 / 280 /
281 Anti-theft authentification 282 /
283 / 284 /
285 / 286 /
287 KEY_ON signal input 288 DPF regenerated signal input
289 / 290 /
Power-supply end of camshaft’s position
291 292 /
sensor
293 / 294 Anti-theft request

3) Electric schematic diagram and vehicle electronic control’s spare parts

① power and bonding

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T30 means battery storage. T15 means KEY_ON power. T87 means main
relay’s power output, which can supply power to preheating relay coil, AC’s
compressor relay coil, AC signal input, air flow gauge, fuel-metering valve,
VTG electromagnetic valve, EGR bypass electromagnetic valve, starter’s relay
coil and oil-water separator.
Main relay is assembled on the relay case of engine compartment fuse, and
provide power to all sensors and actuators through ECM command.
ECM will receive key’s START signal through pin 265#, and key’s ON
signal through pin 287#
② air conditioner control

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AC will send 12V power signal to ECM when the switch is on. After ECM
receives the AC’s request, it will send low-level control signal to AC compressor
relay according to engine’s working condition, and cut off AC when the engine’s
water temperature alarms.
③ accelerator pedal, brake pedal and clutch switch

The main brake switch is normally open while the vice brake switch is
normally closed. The brake switch will detect the brake pedal’s movement and
send the signal to engine’s ECM. When ECM detects the two signals, it will
check whether the brake signal is normal. Then when the brake signal and
accelerator signal activate simultaneously, the vehicle’s power will be restricted..
Clutch switch is normally closed, with ECM’s relevant pin bonding in
real-time. When the clutch pedal is pressed, the clutch switch switch will be
closed and ECM will confirm that the driver has stamped the clutch. Then it will
further optimize engine’s working condition and idling speed, which can
improve vehicle’s driving performance. Meanwhile, the clutch switch will hint
that the clutch has been stamped. Turn the key to START at this time and engine
will work, which is the requirement of engine’s start.

1 Sensor 2’s power

2 Sensor 1’s power

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3 Grounding wire 1
4 Sensor 1’s signal
5 Grounding wire 2
6 Sensor 2’s signal
output

Accelerator pedal’s position sensor is assembled on the pedal. It can

provide a voltage signal that can change with the pedal’s position. ECM will
provide single 5V reference voltage circuit and low-level reference voltage
circuit. After stamping the pedal, the signal voltage of accelerator pedal’s
position sensor 1 will increase from 0.75V to more than 4V. Meanwhile, the
sensor 2’s signal voltage will also increase from 0.375V to 2V. These two data
will monitor each other through control system.
④ oil-water separator

Oil-water separator’s position sensor can detect the water content of fuel
filter. When the water content reaches a certain degree, ECM will control the
engine’s work. It is installed on the bottom part of fuel filter. It is installed on the
bottom of fuel filter. Once the water level exceeds limit, the sensor will send
high-level signal 11.3-12V, and ECM will alarm that water-proof measures are
necessary to maintain the normal working condition of fuel system. (0Vsignal
will be sent when the water level is below the limit)
We advise you to loosen the water-level sensor once every week to achieve
water-proof, and replace the filter element at fixed period according to the
demand.
⑤ preheating relay

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The preheating relay is assembled in the relay case of engine hood’s fuse. It
control the relay’s work with ECM command and provide power-supply to every
glow plug.
⑥ anti-theft control

Delphi DM6.2 control system applies anti-theft controller IMMO to

achieve ECM’s anti-theft. The ECM anti-theft system is created by anti-theft
coil, anti-theft controller and ECM&key responder’s relevant authentication. If
the anti-theft system is locked, the engine and starter cannot be started.
⑦ starting relay control

When ECM receives START signal at the anti-theft system is unlocked, it

will control the low-voltage end of starting relay
⑧ CAN bus transmission

Engine’s ECM achieves communication with dashboard, ABS, vehicle’s

control module through CAN bus transmission instead of the original harness.
The main transmission contents are: instantaneous fuel consumption, water
temperature, vehicle speed, wheel speed, preheating light, engine’s trouble light,
RPC light, cruise control, cruise control light and DPF light. Some relevant
ECM’s indicator lights have been shown as follow:

Name Icon Color Triggering condition

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Water temperature Red CAN signal
alarm
Engine’s emission Yellow CAN signal
fails
Machine oil pressure Red Low efficiency
is low
System failure Yellow CAN signal

Oil-water separation Red High efficiency or

CAN signal
Preheating hint Yellow CAN signal

Cruise hint Green CAN signal

Engine’s anti-theft Yellow Low efficiency

Charge-discharge Red Low efficiency

DPF Yellow CAN signal

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3.17 Engine’s control harness

1) General introduction
Engine’s control harness includes all sensors, ECM and harness connection parts,
which includes all engine sensors’ connectors clips.

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2) Definition of connectors and terminals

Diagram of vehicle harness I’s stitch Diagram of vehicle harness II’s stitch

Diagram of vehicle harness III’s stitch Diagram of vehicle harness IV’s stitch
(connector clip of air-flow meter)

G1, G2, G3 and G4 are connecting harness of glow plug 1-4.

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ME38 is the connecting harness of machine-oil pressure switch
E and E5 are main relay’s power inpput wire
Please refer ECM terminals’ definition for others
Note: vehicle harness I, II, III are directly connected with engine hood’s
harness.
Differential pressure sensor, exhaust temperature sensor II, engine and
starter are connected through vehicle’s power wire
Air-flow meter is directly connected to engine hood wire through vehicle
harness IV
ECM engine end’s connector (1X) and vehicle end’s connector (2X) are
directly connected with engine hood wire.
3) Definition of internal connection wire

All ECM terminals below are divided by harness:

151#: EGR valve sensor’s power-supply end / air-control valve sensor’s
power-supply end
121#: booster position sensor’s power-supply end / air-inlet pressure &

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temperature sensor’s power-supply end
237#: rail pressure sensor’s power-supply end / signal end of accelerator
pedal’s position sensor I
106#: rail pressure sensor’s grounding end / camshaft position sensor’s
grounding end
129#: grounding end of booster position sensor / grounding end of air-inlet
pressure & temperature sensor
142#: grounding end of fuel temperature sensor / grounding end of
air-control valve sensor
159#: grounding end of water temperature sensor / signal end of air-exhaust
temperature sensor I
277#: bonding of differential pressure sensor / bonding of accelerator
pedal’s position sensor 2
Definition of sensor’s power supply:
Sensor’s power-supply 1:
251#: power supply of differential pressure sensor
151#: power-supply end of EGR valve sensor / power-supply end of
air-control valve sensor
Sensor’s power-supply 2:
121#: power-supply end of booster’s position feedback sensor /
power-supply end of air-inlet pressure&temperature sensor
238#: no meaning
255#: power-supply end of accelerator position sensor 2
Sensor’s power-supply 3:
237#: power-supply end of rail pressure sensor / signal end of accelerator
pedal’s position sensor 1

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Chapter 4. Failure Diagnosis Procedures of Engine’s Control
System

4.1 Common failures and main reasons

1) ECM failure
During normal situations, ECM has preferable performance and will not
have failures in normal operation. Many of ECM failures are caused by
abnormal operation or inappropriate maintenance. The main reasons come as
follow:
① failures exist in ECM’s power circuit

② dismount ECM’s wiring harness plug when the power is on, and the

ECM is broken due to instantaneous high voltage

③ ECM’s internal circuit is in short-cut or broken due to water or moisture.

Also, oxidation of terminal connectors will cause ECM’s bad contacts.

④ if ECM’s controlling program is partly broken, it will cause electronic

control system’s malfunction, such as no fuel-injection, idle speed’s auto-control

disabled and so on.
Sensor’s failures
2) Sensor’s failures:
Sensor’s failures have several forms:
①: sensor’s internal failures, like internal circuit is open or in short-cut;

internal parts are aged or broken.

②: sensor’s external control circuit fails. For example, sensor’s power

circuit, bonding circuit or signal circuit is open or in short-cut.

③: sensor’s accidental failures in internal or external circuits, like the bad

contacts of internal parts or plugs.

If sensor’s internal or external circuits are in open or short-cut, sensor’s

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signal valve will exceed normal range, which will be easily detected by ECM’s
self-diagnosis system. ECM will turn on the failure warning light on the
dashboard, and record the DTC in its storage. Meanwhile, it will start
efficacy-lose protection so as to maintain engine’s normal operation.
When sensor’s internal elements are aged, although its signal valve hasn’t
exceeded normal range, it cannot match with the practical parameter. Sometimes
ECM’s self-diagnosis system cannot detect these failures, may cause engine to
work in abnormal situation.
3) Actuator failures
Actuators include both electronic and mechanic parts, which are the most
vulnerable parts in electronic control system. If failures exist in some actuators,
they cannot execute ECM’s control command correctly, which will cause
engine’s malfunction. The common reasons of failure come as follow:
①: hardware failures, such as actuator’s broken electronic parts, or internal

circuit’s short-cut
②: actuator’s mechanic parts cannot work normally due to abrasion,

stagnation or block
③: electronic or mechanic parts cannot respond rapidly or have low

performance due to aging

④: abnormal fitting clearance exists in actuator’s internal mechanic parts.

Also, temperature and other factors will also cause failures

4) Control circuit failures
Abnormal control circuit of engine’s ECM, sensors, actuators, power and
bonding will cause malfunction, which makes engine in abnormal situations.
Common failure reasons are as follow:
①: power fuse is in bad contact or fuses, which cause failures in system

power circuit

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②: sensors, actuators or ECM’s grounding wire is in bad bonding, which

causes sensors, actuators or ECM in abnormal work conditions

③: connectors or terminals are loosen or oxidized due to multiple

dismounting, which causes plugs in bad contacts

④: connecting wire ages, or the inner and external parts are broken, which

leads to open or short-cut circuit.

4.2 List of DTC in electronic system

No. DTC Description

1 P0045 VTG control valve’s circuit is open
2 P0047 Circuit between VTG control valve and ground is in short-cut
3 P0048 Circuit between VTG control valve and power is in short-cut
4 P0097 Signal voltage of air-inlet temperature is too low
5 P0098 Signal voltage of air-inlet temperature is too high
6 P0102 Signal voltage of air-flow sensor is low
7 P0103 Signal voltage of air-flow sensor is high
8 P0107 Signal voltage of air-control valve’s boost is too low
9 P0108 Signal voltage of air-control valve’s boost is too high
Air-flow sensor’s reference frequency’s signal voltage is low (short-cut
10 P010C circuit to ground)
Air-flow sensor’s reference frequency’s signal voltage is high (open or
11 P010D short-cut circuit to power)
12 P0112 Signal voltage of air-inlet temperature sensor is low
13 P0113 Signal voltage of air-inlet temperature sensor is high
14 P0117 Water temperature sensor’s circuit is in short-cut to the ground
15 P0118 Water temperature sensor’s circuit is in short-cut to the power
Signals of accelerator pedal’s position sensor cannot match with each
16 P0121 other
17 P0122 Signal voltage of pedal position sensor’s first-circuit is low
18 P0123 Signal voltage of pedal position sensor’s first-circuit is high
19 P0182 Signal voltage of diesel temperature sensor is low
20 P0183 Signal voltage of diesel temperature sensor is high
21 P0192 Signal voltage of rail pressure sensor is low
22 P0193 Signal voltage of rail pressure sensor is high
23 P0194 Rail pressure’s reasonable failures (unreasonable rail pressure’s fall-off)
24 P0201 Fuel injector #1’s circuit is open

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25 P0202 Fuel injector #2’s circuit is open
26 P0203 Fuel injector #3’s circuit is open
27 P0204 Fuel injector #4’s circuit is open
28 P0219 Engine’s over-speed
29 P0222 Signal voltage of pedal position sensor’s second-circuit is low
30 P0223 Signal voltage of pedal position sensor’s second-circuit is high
31 P0227 Air-control valve’s position feedback is too low
32 P0228 Air-control valve’s position feedback is too high
33 P0234 VTG pressure is too low
34 P0253 fuel-inlet control valve’s circuit is in short-cut to the ground
35 P0254 Fuel-metering valve’s drive circuit is in short-cut to the power
36 P0255 Fuel-inlet’s control valve’s circuit is open
The feedback signal of fuel-inlet control valve current is in short-cut to
37 P0258 the ground
The feedback signal of fuel-inlet control valve current is in short-cut to
38 P0259 the voltage
39 P0263 Cylinder imbalance caused by fuel-injector #1
40 P0266 Cylinder imbalance caused by fuel-injector #2
41 P0269 Cylinder imbalance caused by fuel-injector #3
42 P0272 Cylinder imbalance caused by fuel-injector #4
43 P0299 VTG’s control pressure is too low
44 P0344 Camshaft’s position sensor signal is incorrect
45 P0372 Timing reference voltage’s high-resolution signal is insufficient
46 P0382 Glow plug’s control circuit is open
47 P0383 Glow plug’s control circuit is in short-cut to ground
48 P0384 Glow plug’s control circuit is in short-cut to power
49 P0400 EGR’s flow is too low
50 P0401 EGR valve’s air-flow control error is excessive (too much air-inflow)
51 P0402 EGR valve’s air-flow control error is excessive (too little air-inflow)
52 P0405 EGR position feedback is too small
53 P0406 EGR position feedback is too large
54 P042E EGR is stagnated in target position
55 P0487 EGR driving axle’s circuit is open
56 P0489 EGR driving axle’s circuit is in short-cut to ground
57 P0490 EGR driving axle’s circuit is in short-cut to power
58 P0545 Turbine temperature sensor’s circuit is in short-cut to ground
59 P0546 Turbine-temperature sensor’s circuit is in short-cut to power
60 P0562 Battery storage is too low
61 P0563 Battery storage is too high
62 P0565 Cruise control’s main switch is stagnated
63 P0566 Cruise control’s cancel switch is stagnated
64 P0567 Cruise control’s reset switch is stagnated

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65 P0568 Cruise control’s set switch is stagnated
66 P0571 Brake light’s switch signal fails
67 P0572 Brake light’s switch signal fails
68 P0573 Brake light’s switch signal fails
69 P0578 Cruise speed limit’s switch fails
70 P0579 Abnormal voltage exists in cruise switch for long time
71 P0602 Memory failure
72 P0605 Erasable memory failure
73 P0606 Engine controller fails / analog-digital conversion loses efficacy
74 P0615 Starter relay control circuit is open
75 P0616 Starter relay control circuit is in short-cut to ground
76 P0617 Starter relay control circuit is in short-cut to power
78 P0641 External sensor’s reference supply voltage 1 loses efficacy
79 P0645 Control circuit of relay coil in AC compressor clutch is open
Control circuit of relay coil in AC compressor clutch is in short-cut to
80 P0646 ground
81 P0651 External sensor’s reference supply voltage 2 loses efficacy
82 P0685 Main relay’s contacts stick
83 P0697 External sensor’s reference supply voltage 3 loses efficacy
84 P0703 Brake light’s switch signal fails
85 P0704 Brake light switch’s input fails
86 P0719 Brake light switch’s signal fails
87 P0724 Brake light switch’s signal fails
88 P0830 Clutch switch fails when clutch is free
89 P104A VTG’s feedback circuit is in short-cut to power
90 P104B VTG’s feedback circuit is in short-cut to ground
91 P104D VTG position control fails
92 P1091 Rail pressure is over-excessive (exceeds top-limit valve)
93 P1092 Rail pressure is over-excessive (cannot be controlled)
94 P1102 Air-flow’s reasonable failure (too low)
95 P1103 Air-flow’s reasonable failure (too high)
96 P1105 Air-control valve’s position fails
97 P110A Air-flow sensor’s heating output circuit is open
98 P110B Air-flow sensor’s heating output circuit is in short-cut to power
99 P1110 Air-control valve’s study exceeds range limitation
100 P1111 Air-control valve’s study exceeds range limitation
101 P1113 Air-control valve’s study value has deviation
102 P1114 Air-control valve’s study value has deviation
103 P1116 Air-control valve’s study value has long deviation
104 P1117 Air-control valve’s study value has short deviation
105 P1122 Air-control valve’s stagnation-proof control fails

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106 P1191 Rail pressure’s static value exceeds limit for several times
107 P1192 Rail pressure’s static value feedback is too low
108 P1193 Rail pressure’s static value feedback is too high
109 P1196 Rail pressure cannot be established
110 P1197 Fuel pressure doesn’t change
111 P1206 Fuel rail pressure’s control has deviation
112 P1207 Fuel rail pressure’s control has deviation
113 P1208 Rail pressure error (too low)
114 P1209 Rail pressure error (too high)
115 P120E Fuel rail pressure keeps high for long time
116 P1220 Accelerator pedal’s position sensor fails
117 P1221 Accelerator pedal’s position sensor fails
118 P1237 Reasonable pressure of air control valve’s rear booster pressure (low)
119 P1238 Reasonable pressure of air control valve’s rear booster pressure (high)
Fuel pressure control fails (pulsed drive signal is limited to high
120 P1250 potential)
121 P1251 Fuel control valve current’s modification valve is below the limit
122 P1252 Fuel control valve current’s modification valve is above the limit
Fuel pressure control fails (the valve’s modification value is below the
123 P1256 limit when the fuel supply is small)
Fuel pressure control fails (the valve’s modification value is below the
124 P1257 limit when the fuel supply is enough)
Fuel pressure control fails (the valve’s modification value is above the
125 P1258 limit when the fuel supply is small)
Fuel pressure control fails (the valve’s modification value is above the
126 P1259 limit when the fuel supply is enough)
127 P1260 Cylinder balance reaches limit
128 P1261 Fuel injector’s circuit fails
129 P1265 Fuel injector #1’s circuit is in short-cut
130 P1266 Fuel injector #2’s circuit is in short-cut
131 P1267 Fuel injector #3’s circuit is in short-cut
132 P1268 Fuel injector #4’s circuit is in short-cut
133 P1280 Fuel injector circuit loop’s resistance reduced
134 P1281 Fuel injector circuit loop’s resistance reduced
135 P1282 Fuel injector circuit loop’s resistance reduced
136 P1283 Fuel injector circuit loop’s resistance reduced
137 P1286 Fuel injector 1 and its control circuit’s resistance is too big
138 P1287 Fuel injector 2 and its control circuit’s resistance is too big
139 P1288 Fuel injector 3 and its control circuit’s resistance is too big
140 P1289 Fuel injector 4 and its control circuit’s resistance is too big
141 P1333 Crankshaft position sensor’s signal is lost
142 P1335 crankshaft’s rotation speed is too high
143 P1336 Crankshaft’s position sensor cannot detect gear-missing signal

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144 P1342 Speed difference is detected between camshaft and crankshaft
145 P1343 Camshaft position sensor’s signal is lost
146 P1403 EGR drive axle’s load is in short-cut
147 P1407 EGR position fails
148 P140A EGR valve stagnates
149 P141A EGR’s first study exceeds limit
150 P141B EGR’s first study exceeds limit
151 P141C EGR’s studying position has deviation
152 P141D EGR’s studying position has deviation
153 P141E EGR’s studying position has deviation
154 P141F EGR’s studying position has deviation
155 P142E EGR has stagnation
156 P1450 Diesel particle’s gathering device is exposed
157 P1452 Diesel particle’s gathering device is overload
158 P1453 DPF tube is empty
159 P1454 Main relay’s power-down due to engine controller’s reset
Diesel particle gathering device’s differential pressure sensor signal is
160 P1455 abnormal
Diesel particle gathering device’s differential pressure sensor signal is
161 P1456 abnormal
Diesel particle gathering device’s differential pressure sensor pipeline is
162 P1457 reversed
163 P1458 Differential pressure sensor’s air-inlet tube is clamped
164 P1504 Brake switch signal fails
165 P1544 Reasonable failure of turbine entrance’s temperature
166 P1545 DPF entrance temperature sensor’s circuit is in short-cut to ground
167 P1546 DPF entrance temperature sensor’s circuit is in short-cut to power
168 P15B2 Reasonable failure of DPF entrance temperature
169 P15D0 Failure of battery voltage
170 P1604 Memory failure
171 P1605 Memory failure
172 P1606 Memory failure
Fuel injector’s modification data copied from non-volatile storage to
173 P1608 random storage
174 P1690 Unmatched password key
175 P1694 Anti-theft controller hasn’t authorized engine to start
176 P1699 ECM’s anti-theft password hasn’t been programmed
Engine controller cannot receive anti-theft controller’s response in due
177 P16A1 time
Fuel injector #1’s feature correction data is unwritten, or incorrect check
178 P16C0 code
Fuel injector #2’s feature correction data is unwritten, or incorrect check
179 P16C1 code
Fuel injector #3’’s feature correction data is unwritten, or incorrect check
180 P16C2 code

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Fuel injector #4’s feature correction data is unwritten, or incorrect check
181 P16C3 code
182 P2002 DPF exposed
184 P2101 Air-control valve’s drive load is in short-cut
185 P2102 Air-control valve’s drive circuit is in short-cut to ground
186 P2103 Air-control valve’s drive circuit is in short-cut to power
187 P2111 Air-control valve stagnates
188 P2147 Fuel injector’s upper circuit is in short-cut to ground
189 P2148 Fuel injector’s upper circuit is in short-cut to power
190 P2150 Fuel injector’s upper circuit is in short-cut to ground
191 P2151 Fuel injector’s upper circuit is in short-cut to power
192 P2176 Air-control valve’s study fails
193 P2227 Atmospheric pressure fails
194 P2228 Atmospheric pressure is too low
195 P2229 Atmospheric pressure is too high
196 P2264 Fuel-water separator’s sensor fails
197 P2269 Fuel-water separator sensor’s water exceeds limit
198 P2299 Accelerator pedal’s position sensor fails (pedal signal stagnates)
199 P2428 Air-exhaust’s temperature is too high
200 P242F Diesel particle gathering device blocks
Diesel particle gathering device’s differential pressure sensor has low
201 P2454 signal voltage
Diesel particle gathering device’s differential pressure sensor has high
202 P2455 signal voltage
203 P2457 EGR’s cooling efficiency is down
204 P2458 Diesel particle gathering device’s regeneration is frequent
205 P2459 DPF’s regeneration times are frequent
206 P245A EGR cooling bypass valve’s control circuit is open
207 P245C EGR cooling bypass valve’s control circuit is in short-cut to ground
208 P245D EGR cooling bypass valve’s control circuit is in short-cut to power
209 P3030 DOC cannot achieve combustion due to reduced efficiency
210 P32F0 Minimum fuel-injection amount’s correction update fails
211 P32F1 Minimum fuel-injection amount’s correction update fails
212 P32F2 Minimum fuel-injection amount’s correction update fails
213 P32F3 Minimum fuel-injection amount’s correction update fails
214 U0073 Failure of CAN’s closure

4.3 Analysis of common DTC in electronic system

1) Introduction
① maintenance can only be carried out when the failure is stable, or the

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diagnosis errors may appear;
② “multimeter” in the following parts means digital multiple. It is

forbidden to carry out check on electronic system’s circuit by using pointer

multimeter;
③ for vehicles with anti-theft, if “replace ECM” appears in following

procedures, remember to carry out ECM’s anti-theft match work after

replacement;
④ if the DTC indicates some circuit’s voltage is low, it means the circuit

may be in short-cut to ground or open; if the DTC indicates some circuit’s

voltage is high, it means the circuit may be in short-cut to power; if the DTC
indicates some circuit is in error, it means the circuit may be broken or have
multiple errors.
2) Diagnosis assistance
① the failure is static if the DTC cannot be eradicated; if the failure is

accidental, check carefully whether the harness connector is loosen or not;

② during maintenance, do not ignore the effects of vehicle’s daily

maintenance, cylinder pressure and battery storage.

3) Efficacy-lose strategy
The operation strategy of electronic system are classified into four grades:
① grade 1: default value; ② grade 2: reduce torque (torque restriction);

③ grade 3: limp home (electronic throttle is disabled, and engine’s rotating

speed is limited); ④ grade 4: engine’s shutdown

4) DTC diagnosis
A. Relay’s relevant failures

Trouble light’s
DTC Failure description
situation
Starter relay’s control circuit is in
P0616 EPC trouble light is on
short-cut to ground

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Starter relay’s control circuit is in
P0617 EPC trouble light is on
short-cut to power
Starter relay’s control circuit is
P0615 EPC trouble light is on
open
The control circuit of clutch
P0645 relay’s coil in AC compressor is EPC trouble light is on
open
The control circuit of clutch
P0646 relay’s coil in AC compressor is EPC trouble light is on
in short-cut to ground

Efficacy-lose protection mode

Possible reasons Referential solutions for failures

When ECM hasn’t controlled relay, the relay coil’s end
keeps low-current situation with ECM. ECM will judge the
circuit as open if no detect current is found. If the control A. Check the relay coil’s resistance
circuit keeps grounding or reaches 12V, it will be judged as B. Check the circuits and voltages of
in short-cut to ground or power. relay coil’s two ends
1. The relay is broken
2. Relay coil’s circuit is open or in short-cut to ground

DTC Failure description Trouble light’s situation

P0685 Main relay’s contact sticks Unlighted
Efficacy-lose protection
mode
Possible reasons Referential solutions for failures
ECM will record data and study when the ignition switch is
off. It will automatically close main relay’s control end after A. Check whether relay switch’s end
several minutes. If the engine still receives EXM main keeps pull-in normally
relay’s power input while ECM has closed main relay, then B. Check whether the circuit between
the main relay sticks. relay’s output and ECM harness is in
1. Relay’s switch end keeps normally closed short-cut to power
2. Relay’s output circuit is in short-cut to power

B. ECM relevant failures

DTC Failure description Trouble light’s situation

Engine controller fails / analog&digital
P0606 Engine’s trouble light is on
conversion fails
P1606 Memory failure Just for record
P0602 Memory failure Just for record
P1604 Memory failure Just for record
P1605 Memory failure Just for record
P0605 Erasable memory failure Just for record
Main relay’s power is down due to engine
P1454 Just for record
controller’s reset
Efficacy-lose protection Limp-home mode or shutdown may be activated except when the DTC is
mode P0605 or P1454
Possible reasons Referential solutions for failures

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A. Clear DTC
1. ECM’s internal software failure
B. If DTC cannot be cleared or
2. ECM’s hardware failure
reappeared, refresh or replace ECM

C. failures of fuel-water separator alarms

DTC Failure description Trouble light’s situation

P2269 Fuel-water separator’s water exceeds limit EPC trouble light is on
P2264 Fuel-water separator sensor fails EPC trouble light is on
Efficacy-lose protection
mode P2269 will cause engine to restrict torque
Possible reasons Referential solutions for failures
A. Water-proof
1. Release water if the water-level is high B. Check whether the circuit between
2. Liquid-level sensor fails liquid-level sensor and ECM harness is in
3. Liquid-level sensor’s circuit fails short-cut to power
C. Replace liquid-level sensor

D. air-flow meter’s relevant failures

DTC Failure description Trouble light’s situation

Air-flow sensor’s heating output circuit is
P110A Engine’s trouble light is on
open
Air-flow sensor’s heating output circuit is in
P110B Engine’s trouble light is on
short-cut to power
Air-flow sensor’s reference frequency signal
P010D voltage is high (circuit may be open or in Engine’s trouble light is on
short-cut to power)
Air-flow sensor’s reference frequency signal
P010C Engine’s trouble light is on
voltage is low
P0103 Air-flow sensor’s signal voltage is high Engine’s trouble light is on
P0102 Air-flow sensor’s signal voltage is low Engine’s trouble light is on
P0113 Air-flow sensor’s signal voltage is high Engine’s trouble light is on
P0112 Air-flow sensor’s signal voltage is low Engine’s trouble light is on
Efficacy-lose
protection mode EGR closed
Possible reasons Referential solutions for failures
1. Relevant circuit’s connector clip is in poor contacts or
short-cut A. Check the situation of air-flow meter
228#: heating output 218#: air-flow signal and bonding
254#: temperature before air-control valve B. Check whether any signal circuit is
221#: referential frequency’s modification open or in short-cut
2. Air-flow meter’s driving power has bad contacts with C. Replace air-flow meter
bonding
DTC Diagnosis description Trouble light’s situation
P1103 Air-flow’s reasonable failure (too high) Engine’s failure light is on
P1102 Air-flow’s reasonable failure (too low) Engine’s failure light is on
Efficacy-lose
protection mode EGR closed

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Possible reasons Referential solutions for failure
A. Check and clear the failure of
air-inlet system’s block or leakage
1. Air-flow’s measured value is less due to air-inlet
B. Check and clear the failure of wrong
system’s block or leakage
assembly or coverage
2. Signal error caused by air-flow meter element’s wrong
C. Check the situation of air-control
assembly
valve and EGR valve
3. Air-flow meter’s measured value is too big, due to
D. Check whether the referential
air-control valve’s failure
frequency voltage is abnormal
E. Replace air-flow meter

E. atmospheric pressure’s relevant failures

DTC Failure description Trouble light’s situation

P2229 High atmospheric pressure Engine’s trouble light is on
P2228 Low atmospheric pressure Engine’s trouble light is on
P2227 Atmospheric pressure’s failure Engine’s trouble light is on
Efficacy-lose protection
mode Torque restriction, EGR closed
Possible reasons Referential solutions for failure
Atmospheric pressure’s sensor is inside ECM and can detect
A. Check the practical pressure and
atmospheric pressure directly
sensor’s data
1. ECM’s internal sensor is broken
B. Replace ECM
2. The pratical pressure exceeds sensor’s working range

F. relevant failures of air-inlet temperature pressure

DTC Failure description Trouble light’s situation

Signal voltage of air-inlet temperature is
P0098 Engine’s trouble light is on
high (rear air-control valve)
Signal voltage of air-inlet temperature is
P0097 Engine’s trouble light is on
low (rear air-control valve)
Signal voltage of air-control valve’s rear
P0108 Engine’s trouble light is on
boost-pressure is high
Signal voltage of air-control valve’s rear
P0107 Engine’s trouble light is on
boost-pressure is low
Efficacy-lose protection
mode 0108, P0109: torque restriction and EGR closed
Possible reasons Referential solutions for failures
Air-inlet pressure&temperature sensor’s signal exceeds A. Check whether sensor’s power-supply
range: and bonding is normal
1. Sensor’s power-supply bonding is abnormal B. Check and clear connector clip and
2. Sensor connector clip or circuit is abnormal harness’s short-cut and brake
3. Sensor is broken C. Replace sensor

G. relevant failures of VTG electromagnetic valve and position feedback

DTC Diagnostic description Trouble light’s situation

VTG feedback circuit is in short-cut to
P104A Engine’s trouble light is on
power
P104B VTG feedback circuit is in short-cut to Engine’s trouble light is on

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ground
P0045 VTG control valve circuit is open Engine’s trouble light is on
P0047 VTG control valve is in short-cut to ground Engine’s trouble light is on
P0048 VTG control valve is in short-cut to power Engine’s trouble light is on
Efficacy-lose protection
mode P0045, P0047, P0048: torque restriction and EGR valve closed
Possible reasons Referential solutions for failures
a. Check whether sensor’s power-supply
or bonding is normal
b. Check whether electromagnetic
valve’s power-supply is normal
1. Electromagnetic valve or sensor is broken
c. Check and clear connector clip and
2. Connector clip’s circuit is open or in short-cut to
harness circuit’s brake or short-cut
ground
d. Measure the resistance of sensor or
electromagnetic valve
e. Replace sensor or electromagnetic
valve

H. relevant failure of booster pressure’s control

DTC Failure description Trouble light's situation

Engine’s trouble light is
P104D VTG position control fails
on
Efficacy-lose protection
mode P0234 P104D P029: torque restriction and EGR valve closed
Possible reasons Referential solutions for failures
A. Pull the VTG push-rod manually and
clear stagnation
B. When manually pushing rod, check
whether VTG position sensor changes,
Booster pressure forms closed-loop control system by
and the voltage and data position is
applying VTG electromagnetic valve, VTG position sensor,
normal or not. Change the sensor if
air-inlet pressure sensor
necessary
1. VTG electromagnetic valve is broken
C. Check whether VTG’s push-rod can
2. VTG vacuum supply is inadequate or pipeline leakage
work normally according to work
3. VTG capsule is blocked and cannot release
demand
4. VTG position sensor’s signal failure
D. Check and clear the problem of
5. VTG stagnation
vacuum capsule, vacuum supply and
pipeline
E. Check and clear the failures of VTG
electromagnetic valve

Trouble light's
DTC Failure description
situation
Reasonable failure of air-control valve’s rear Engine's trouble light is
P1238
boost pressure (too high) on
Reasonable failure of air-control valve’s rear Engine's trouble light is
P1237
boost pressure (too low) on
Engine's trouble light is
P0234 VTG pressure is too high
on
Engine's trouble light is
P0299 VTG pressure is too low
on

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EGR valve’s air-flow control error is too big Engine's trouble light is
P0401
(air-inlet is too big) on
EGR valve’s air-flow control error is too big Engine's trouble light is
P0402
(air-inlet is too small) on
Efficacy-lose protection
mode P0234 P104D P0299: torque restriction and EGR valve closed
Possible reasons Referential solutions for failures
A. First, judge whether the booster can
work normally by referring to booster
pressure data and practical pipeline
pressure
B. Push the VTG push-rod manually
and clear the stagnation
C. When manually pushing rod, check
Booster pressure forms closed-loop control system by whether VTG position sensor changes,
applying VTG electromagnetic valve, VTG position sensor, and the voltage and data position is
air-inlet pressure sensor. If the booster pressure’s demand normal or not. Change the sensor if
and practical boost pressure have difference, these errors necessary
will appear. D. Check whether VTG push-rod can
1. VTG electromagnetic valve’s failure work normally according to work
2. VTG push-rod is stagnated demand
3. VTG device cannot work normally E. Check and clear the problem of
4. Booster has mechanic damage vacuum capsule, vacuum supply and
5. Pipelines have block or leakage pipeline
6. Booster’s pressure sensor has poor signals F. Check and clear VTG’s
electromagnetic valve’s failure
G. Check and clear the block and
leakage problem of air-inlet air
air-exhaust pipeline
H. Check whether EGR valve and
air-control valve works normally
I. Replace boost pressure sensor

I. relevant failures of air-control valve

Trouble light's
DTC Failure description
situation
P1110 Air-control valve study exceed range limit EPC trouble light is on
P1111 Air-control valve study exceed range limit EPC trouble light is on
P1113 Air-control valve’s study value has errors EPC trouble light is on
P1114 Air-control valve’s study value has errors EPC trouble light is on
P2176 Air-control valve’s study fails EPC trouble light is on
P1116 Air-control valve’s study has huge errors EPC trouble light is on
Efficacy-lose protection
mode
Possible reasons Referential solutions for failures
After replacing ECU, or the air-control valve is dismantled, A. Study according to the demand first,
cleaned or replaced, it needs to carry out self-study and clear DTC
1. Cannot proceed relevant study B. If DTC cannot be cleared, reolace
2. Cannot study according to demand air-control valve and test again
3. Study value exceeds range limit C. If DTC still cannot be replaced,
4. Study’s written process is unsuccessful replace ECM

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DTC Failure description Trouble light's situation

Engine's trouble light is
P0228 Air-control valve’s position feedback is high
on
Engine's trouble light is
P0227 Air-control valve’s position feedback is low
on
Engine's trouble light is
P2101 Air-control valve’s drive load is in short-cut
on
Air-control valve’s drive circuit is in short-cut Engine's trouble light is
P2103
to power on
Air-control valve’s drive circuit is in short-cut Engine's trouble light is
P2102
to ground on
Efficacy-lose protection
mode
Possible reasons Referential solutions for failures
A. Check whether sensor’s
power-supply and bonding is normal
B. Check whether motor’s power-supply
1. The motor or sensor is broken
is normal
2. Connector clip’s circuit is open or in short-cut to
C. Check and clear connector clip and
ground
harness circuit’s short-cut or brake
D. Measure the sensor’s resistance
E. Replace air-control valve

DTC Failure description Trouble light's situation

Air-control valve’s stagnation-proof control Engine’s trouble light is on,
P1122
fails EPC light is on
P1105 Air-control valve’s position has failure Engine's trouble light is on
P2111 Air-control valve is stagnated Engine's trouble light is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
A. Check whether the valve plates can rotate n
normally
B. Check whether the self-cleaning procedures
1. Air-control valve stagnates
execute demand normally
2. Air-control valve’s position sensor fails
C. Check whether the switch’s position
sensor’s feedback is normal
D. Replace air-control valve

J. relevant failures of EGR bypass valve

DTC Failure description Trouble light's situation

EGR cooling bypass valve’s control circuit is
P245A EPC trouble light is on
open
EGR cooling bypass valve’s control circuit is
P245C EPC trouble light is on
in short-cut to ground
EGR cooling bypass valve’s control circuit is
P245D EPC trouble light is on
in short-cut to power
Efficacy-lose
protection mode 无

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Possible reasons Referential solutions for failures
A. Check whether electromagnetic valve’s
power-supply is normal
1. Electromagnetic valve is broken B. Check and clear connector clip and harness
2. Connector clip’s circuit is open or in short-cut circuit’s brake and short-cut
to ground C. Measure the electromagnetic valve’s
resistance
D. Replace electromagnetic valve

K. EGR valve’s relevant failure

DTC Failure description Trouble light's situation

P2457 EGR cooling efficiency is down EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
1. Unable to normally work due to
electromagnetic valve’s failure or vent hole’s A. Check and clear electromagnetic valve and
block connecting pipeline’s failure
2. Bypass actuator has failures B. Check and replace EGR cooler assembly
3. Cooling system’s air-flow is small, or the cooler and bypass valve assembly
is blocked

DTC Failure description Trouble light's situation

P0406 EGR position feedback is too large Engine's trouble light is on
P0405 EGR position feedback is too small Engine's trouble light is on
P0487 EGR drive axle circuit is open Engine's trouble light is on
P1403 EGR drive axle load circuit is in short-cut Engine's trouble light is on
P0490 EGR drive axle circuit is in short-cut to power Engine's trouble light is on
P0489 EGR drive axle circuit is in short-cut to ground Engine's trouble light is on
Efficacy-lose
protection mode EGR valve is closed
Possible reasons Referential solutions for failures
A. Check whether sensor’s power-supply and
bonding are normal
B. Check whether motor’s power-supply is
1. The motor or sensor is broken
normal
2. Connector clip’s circuit is open or in short-cut
C. Check and clear connector clip and harness
to ground
circuit’s brake and short-cut
D. Measure the sensor’s resistance
E. Replace air-control valve

DTC Failure description Trouble light's situation

P142E EGR stagnates Engine's trouble light is on
P042E EGR stagnates in target position Engine's trouble light is on
P1407 EGR position failure Engine's trouble light is on
P140A EGR valve stagnates Engine's trouble light is on
P0400 EGR flow is low Engine's trouble light is on
Efficacy-lose
protection mode EGR valve is closed

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Possible reasons Referential solutions for failures
a. Clean EGR valve, valve seat and carry out
1. EGR valve doesn’t run smoothly and has
EGR valve’s self-study process
stagnation
b. Replace EGR valve
2. EGR valve has internal damage
c. Clear differential pressure system failure
3. Air-inlet is insufficient, or air-exhaust has block
in EGR’s both ends

DTC Failure description Trouble light's situation

P141A EGR’s first study exceeds limit range EPC trouble light is on
P141B EGR’s first study exceeds limit range EPC trouble light is on
P141C EGR study’s position deviates from standard EPC trouble light is on
P141D EGR study’s position deviates from standard EPC trouble light is on
P141E EGR study’s position deviates from standard EPC trouble light is on
P141F EGR study’s position deviates from standard EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
EGR needs self-study after replacing ECU,
dismantlement, cleaning and replacing air-control A. First carry out study according to demand,
valve and try to clear DTC
1. Unable to carry out relevant study B. If DTC cannot be cleared, replace
2. Cannot carry out study according to demand air-control valve and try again
3. Study value exceeds limit C. If DTC still cannot be cleared, replace ECM
4. Study’s written process is unsuccessful

L. relevant signal failures of crankshaft’s position sensor

DTC Failure description Trouble light's situation

P1333 Position sensor’s signal is lost EPC trouble light is on
Timing referential voltage has high-resolution
P0372 EPC trouble light is on
signal / less impulse
P1335 Crankshaft’s rotating speed is too fast EPC trouble light is on
Position sensor cannot detect the missing-teeth
P1336 EPC trouble light is on
signal
Efficacy-lose
protection mode EGR valve closed
Possible reasons Referential solutions for failures
A. Check engine’s displayed rotation speed or
data and clear DTC so as to avoid interference
or other reasons, which may cause engine’s
false alarm
B. Check whether connector clips have contact
1. Sensor’s circuit is open
problems, moisture or corrosion
2. Fitting clearance between sensor and signal wheel
C. Check whether sensor’s resistance or circuit
is poor or has foreign matters
is abnormal
3. Sensor is broken
D. Check whether the shielding harness is
4. Signal wheels have damages
normal
5. Other serious interference
E. Check whether sensor’s signal is normal
(AC or oscilloscope)
F. Check whether the fitting clearance between
sensor and signal wheel is poor or has foreign
matters

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G. Check whether engine’s signal wheel is
broken or damaged

M. relevant signal failures of camshaft sensor

DTC Failure description Trouble light's situation

Speed difference is detected between camshaft and
P1342 EPC trouble light is on
crankshaft
P0344 Signal error of camshaft’s position sensor EPC trouble light is on
P1343 Signal loss of camshaft’s position sensor EPC trouble light is on
Efficacy-lose
protection mode EGR valve is closed
Possible reasons Referential solutions for failures
A. Clear DTC code, avoid interference or other
reasons that may cause engine’s false alarm
B. Check whether contact problems, moisture
or corrosion exist in connector clips
1. Sensor’s circuit has failures
C. Check whether sensor’s power-supply,
2. The fitting clearance of sensor and signal wheel is
bonding and signal circuits have abnormal
poor or has foreign matters
situation
3. Sensor is broken
D. Check whether sensor’s signal is normal
4. Signal wheel is broken
(oscilloscope)
5. Other serious interference
E. Check whether the fitting clearance between
6. Engine’s timing process is abnormal, which
sensor and signal wheel is poor or has foreign
causes crankshaft and camshaft’s signals cannot
matters
match with each other
F. Check whether engine’s signal wheel is
abnormal or broken
G. Check whether engine’s timing drive system
is abnormal

N. relevant failures of auto-theft control

DTC Failure description Trouble light's situation

P1690 Unmatched password key EPC trouble light flickers
Engine is started without the authorization of
P1694 EPC trouble light flickers
anti-theft control
Engine controller hasn’t received the anti-theft
P16A1
controller’s response in due time
The anti-theft password inside ECM hasn’t been
P1699 EPC trouble light flickers
programmed
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures

1. Anti-theft hasn’t been matched A. Try to reset match again

2. Anti-theft match failed B. Check and clear the failure of anti-theft
3. Anti-theft authorization failed control’s circuit

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O. relevant failures of CAN

DTC Failure description Trouble light's situation

U0073 CAN closure fails EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
A. Check whether ECM’s terminal resistance is
1. CAN circuit hasn’t been closed normal
2. ECM or CAN’s terminal resistance has failures B. Check the harness and connector clips of
CAN_H\CAN_L

P. relevant failures of power&voltage

DTC Failure description Trouble light's situation

P15D0 Battery voltage fails
P0563 Battery voltage is too high
P0562 Battery voltage is too low
Efficacy-lose
protection mode Slight torque restriction
Possible reasons Referential solutions for failures
A. Check the charging system: the battery
voltage should be 11-14V, and confirm whether
1. Storage’s voltage is too low charging system’s relevant wire is normal
2. Storage’s circuit is in virtual connection B. Check whether battery circuit’s relevant
3. The circuit of ECM main relay’s power circuit is harness is normal
in virtual connection C. Check relevant fuses
4. ECM bonding is in virtual connection D. Check ECM power’s voltage
E. Check ECM power’s circuit and ground
circuit

Q. relevant failures of clutch switch

DTC Failure description Trouble light's situation

P0704 Clutch switch has input failures
P0830 Switch failures when the clutch is free EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
A. Check the signal and voltage of clutch when
1. Clutch’s circuit is open or in short-cut with
it is free or stamped
high-voltage
B. Check whether the circuit is open or in
2. Clutch switch fails
virtual connection
3. Unreasonable position match between clutch and
C. Check whether the clutch position is
switch
abnormal

R. relevant failures of brake switch

DTC Failure description Trouble light's situation

P0573 Signal failure of brake light switch

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P0572 Signal failure of brake light switch
P0571 Signal failure of brake light switch
P0724 Signal failure of brake light switch
P0719 Signal failure of brake light switch
P0703 Signal failure of brake light switch
P1504 Signal failure of brake switch EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
ECM keeps monitoring the signals of both main and
secondary brake light switch. If the two signal don’t A. Check whether the situation, signal and
synchronize with each other, it will indicate the voltage of brake switch is normal during free or
signal failure of brake switch. stamped situation
1. Brake switch’s circuit is open or in short-cut to B. Check and clear the problems of circuit’s
ground or power openness, or short-cut
2. Signal loss due to brake switch’s connector clip C. Replace brake switch and test
3. Brake switch is broken

S. relevant failures of accelerator pedal

DTC Failure description Trouble light's situation

The signals from two circuits in accelerator pedal
P0121 Engine’s trouble light is on
cannot match with each other
Position sensor of accelerator pedal fails
P1220 Engine’s trouble light is on
(limp-home)
Position sensor of accelerator pedal fails
P1221 Engine’s trouble light is on
(torque restriction)
Position sensor of accelerator pedal fails
P2299 Engine’s trouble light is on
(stagnation of pedal’s signal)
Signal voltage of 1st accelerator pedal’s position
P0123 Engine’s trouble light is on
sensor is high
Signal voltage of 1st accelerator pedal’s position
P0122 Engine’s trouble light is on
sensor is low
Signal voltage of 2nd accelerator pedal’s position
P0223 Engine’s trouble light is on
sensor is high
Signal voltage of 2nd accelerator pedal’s position
P0222 Engine’s trouble light is on
sensor is low
Efficacy-lose
protection mode Torque restriction or limp-home
Possible reasons Referential solutions for failures
ECM keeps monitoring the signals of position sensor
A. Check whether the sensor’s voltage and
1 and 2. If the two signals cannot match with eacth
signal are normal when the pedal is free or
other, ECM will alarm relevant failures
stamped
1. Position sensor’s circuit is open or in short-cut to
B. Check and clear the problems of circuit’s
ground or power
connection
2. Signal loss due to connector clip’s problems
C. Replace the pedal and test again
3. Position sensor of accelerator pedal is broken

T. relevant failures of cruise control switch

Trouble light's
DTC Failure description
situation

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P0566 Cruise-cancel switch is stagnated EPC trouble light is on
P0565 Cruise-control’s main switch is stagnated EPC trouble light is on
Abnormal voltage is detected on cruise switch for long
P0579 EPC trouble light is on
time
P0567 Cruise reset switch is stagnated EPC trouble light is on
P0568 Cruise-set switch is stagnated EPC trouble light is on
P0578 Cruise-speed restriction switch has failures EPC trouble light is on
Efficacy-lose
protection mode Cruise control is disabled
Possible reasons Referential solutions for failures
ECM keeps monitoring signal of cruise control,
which is transmitted through CAN circuit A. Check and replace the buttons or circuit of
1. Cruise-control buttons may stagnate, or the circuit cruise-control switch
is in short-cut

U. Relevant failures of fuel-injector

Trouble light's
DTC Failure description
situation
Fuel injector #1’s correction data is unwritten, or the
P16C0 EPC trouble light is on
check code is incorrect
Fuel injector #2’s correction data is unwritten, or the
P16C1 EPC trouble light is on
check code is incorrect
Fuel injector #3’s correction data is unwritten, or the
P16C2 EPC trouble light is on
check code is incorrect
Fuel injector #4’s correction data is unwritten, or the
P16C3 EPC trouble light is on
check code is incorrect
Efficacy-lose
protection mode Slight torque restriction
Possible reasons Referential solutions for failures

1. Fuel injector’s IQA code hasn’t been written

normally A. Re-written fuel-injector’s IQA code
2. The written process is unsuccessful

DTC Failure description Trouble light's situation

P0201 Fuel-injector #1’s circuit is open Engine’s trouble light is on
P0202 Fuel-injector #2’s circuit is open Engine’s trouble light is on
P0203 Fuel-injector #3’s circuit is open Engine’s trouble light is on
P0204 Fuel-injector #4’s circuit is open Engine’s trouble light is on
P1265 Fuel-injector #1’s circuit is in short-cut Engine’s trouble light is on
P1266 Fuel-injector #2’s circuit is in short-cut Engine’s trouble light is on
P1267 Fuel-injector #3’s circuit is in short-cut Engine’s trouble light is on
P1268 Fuel-injector #4’s circuit is in short-cut Engine’s trouble light is on
Fuel injector’s upper circuit is in short-cut to
P2147 Engine’s trouble light is on
ground
Fuel injector’s upper circuit is in short-cut to
P2150 Engine’s trouble light is on
ground
P2148 Fuel injector’s upper circuit is in short-cut to Engine’s trouble light is on

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power
Fuel injector’s upper circuit is in short-cut to
P2151 Engine’s trouble light is on
power
P1261 Fuel-injector’s circuit has failures Engine’s trouble light is on
P1280 Fuel injector’s circuit resistance is reduced Engine’s trouble light is on
P1281 Fuel injector’s circuit resistance is reduced Engine’s trouble light is on
P1282 Fuel injector’s circuit resistance is reduced Engine’s trouble light is on
P1283 Fuel injector’s circuit resistance is reduced Engine’s trouble light is on
Fuel-injector #1’ and its control circuit’s resistance
P1286 Engine’s trouble light is on
is too big
Fuel-injector #2’ and its control circuit’s resistance
P1287 Engine’s trouble light is on
is too big
Fuel-injector #3’ and its control circuit’s resistance
P1288 Engine’s trouble light is on
is too big
Fuel-injector #4’ and its control circuit’s resistance
P1289 Engine’s trouble light is on
is too big
Efficacy-lose
protection
mode Slight torque restriction
Possible reasons Referential solutions for failures
1. Fuel-injector circuit is open
A. Check the voltage of injector’s connector
2. Injector’s upper circuit is in short-cut to ground
clip
or power
B. Check fuel injector’s resistance
3. Injector’s bottom circuit is in short-cut to ground
C. Check injector circuit’s resistance and
or power
voltage
4. Injector circuit’s resistance is too big
D. Replace the fuel injector
5. Injector’s electromagnetic valve is broken

V. Relevant failures of water-temperature sensor

Trouble light's
DTC Failure description
situation
Engine’s trouble light is
P0118 Sensor’s circuit is in short-cut to power
on
Engine’s trouble light is
P0117 Sensor’s circuit is in short-cut to ground
on
Efficacy-lose
protection mode Slight torque restriction
Possible reasons Referential solutions for failures
A. Check and clear the failure of injector’s
connector clip
1. Injector’s connector clips are in poor contacts
B. Check and clear the short-cut situation of
2. Injector circuit is in short-cut to ground or power
sensor circuit
3. Sensor is broken
C. Check the resistance
D. Replace the sensor

W. Relevant failures of DPF

Trouble light's
DTC Failure description
situation
Engine’s trouble light is
P1544 Reasonable failures of turbine entrance’s temperature
on

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Engine’s trouble light is
P15B2 Reasonable failures of DPF entrance’s temperature
on
Turbine entrance’s temperature sensor is in short-cut to
P0545 EPC trouble light is on
ground
DPF entrance’s temperature sensor is in short-cut to
P1546 EPC trouble light is on
power
DPF entrance’s temperature sensor is in short-cut to
P1545 EPC trouble light is on
ground
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
A. Check temperature data
1. Temperature sensor’s circuit is open
B. Check sensor’s resistance
2. Temperature sensor’s harness is in short-cut
C. Check whether short-cut exists in circuits
3. Sensor is broken
D. Check whether POC differential pressure
4. Catalyst is blocked
sensor’s signal is blocked
Trouble light's
DTC Failure description
situation
Signal voltage of pressure differential sensor in diesel Engine’s trouble light is
P2455
particle gathering device is high on
Signal voltage of pressure differential sensor in diesel Engine’s trouble light is
P2454
particle gathering device is low on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
A. Check the connecting situation of sensor
Pressure differential sensor’s signal exceeds limit: B. Check the condition of sensor’s
1. Sensor circuit is open power-supply and bonding’s voltage output
2. Sensor circuit is in short-cut to ground or power C. Check and clear circuit’s short-cut
3. Sensor is broken conditions
D. Replace the sensor

Trouble light's
DTC Failure description
situation
Engine’s trouble light is
P2002 DPF’s exposure
on
Engine’s trouble light is
P1450 Differential pressure sensor’s circuit has leakage
on
Engine’s trouble light is
P1456 Differential pressure sensor’s signal is abnormal
on
Differential pressure sensor’s pressure pipeline is Engine’s trouble light is
P1457
reversed on
Engine’s trouble light is
P1458 Differential pressure sensor’s air-inlet pipe is clamped
on
Engine’s trouble light is
P1455 Differential pressure sensor’s signal is abnormal
on
Efficacy-lose
protection mode P2002: torque restriction
Possible reasons Referential solutions for failures
ECM keeps monitoring the output voltage of A. Check the sensor’ power-supply and
differential pressure sensor in real time, and carry bonding’s voltage output
out self-diagnosis: B. Check the data of pressure difference
1. DPF or air-exhaust pipe has leakage C. Check and clear the leakage of DPF or
2. The pipeline between DPF and differential air-exhaust pipe

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pressure sensor has leakage or block D. Check and clear the leakage or block of
3. DPF sensor is assembled reversely pipeline between DPF and differential pressure
4. DPF sensor is broken sensor
E. Check and clear the problem of sensor’s
wrong assembly
F. Replace the sensor
Trouble light's
DTC Failure description
situation
Engine’s trouble light is
P1453 DPF pipeline is empty
on
P1452 Diesel particle gathering device is overload EPC trouble light is on
P242F Diesel particle gathering device is blocked EPC trouble light is on
Efficacy-lose
protection mode P1452 P242F: torque restriction
Possible reasons Referential solutions for failures
ECM keeps monitoring the output voltage of A. Check the data of pressure difference
differential pressure sensor in real time, and carry B. Check and clear DPF’s burn or block
out self-diagnosis: C. Check and clear the leakage or block of
1. DPF is burnt pipeline between DPF and differential pressure
2. DPF has block or poor passing ability sensor

Trouble light's
DTC Failure description
situation
Diesel particle gathering device’s regeneration is Engine’s trouble light is
P2458
frequent on
P2459 DPF’s regeneration is frequent EPC trouble light is on
Efficacy-lose
protection mode Torque restriction
Possible reasons Referential solutions for failures
When DPF pressure difference is too big, or the
A. Replace DPF
particle accumulates, the DPF regeneration
B. Check and clear the deposited machine oil
procedure will be activated. ECM will increase
or colloidal materials
combustion temperature to carry out regeneration
C. Check and clear the failures of temperature
1. DPF performance is down
sensor
2. Regeneration performance is down due to the
D. Check and clear other failures of EGR,
combustion of machine oil or other foreign matters
air-inlet system and fuel system
3. EGR and air-inlet system is poor

X relevant failures of pre-heating

Trouble light's
DTC Failure description
situation
P0382 Glow plug’s control circuit is open EPC trouble light is on
P0384 Glow plug’s control circuit is in short-cut to power EPC trouble light is on
P0383 Glow plug’s control circuit is in short-cut to ground EPC trouble light is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
If ECM doesn’t control the relay, the relay’s coil
terminal will keep low-current situation with ECM. A. Check relay coil’s resistance
ECM will judge the circuit is open if no current is B. Check the circuit and voltage of relay coil’s
detected. If the circuit keeps bonding or the circuit terminals
voltage reaches 12V, ECM will determine that circuit

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is in short-cut to ground or power.
1. Relay is broken
2. Relay coil’s circuit is open or in short-cut to
ground

Y. Relevant failures of fuel system

Trouble light's
DTC Failure description
situation
P0183 Signal voltage of diesel temperature sensor is high EPC trouble light is on
P0182 Signal voltage of diesel temperature sensor is low EPC trouble light is on
Efficacy-lose
protection mode Torque restriction
Possible reasons Referential solutions for failures
A. Check and clear the connector clip of fuel
1. Injector’s connector clip is in poor contacts
injectors
2. Injector’s circuit is in short-cut to ground or
B. Check and clear circuit’s short-cut
power
C. Check resistance
3. Sensor is broken
D. Replace sensor

Trouble light's
DTC Failure description
situation
Signal feedback of fuel-inlet control valve is in short-cut Engine’s trouble light
P0259
to power is on
Signal feedback of fuel-inlet control valve is in short-cut Engine’s trouble light
P0258
to ground is on
Engine’s trouble light
P0255 Fuel-inlet control valve is open
is on
Engine’s trouble light
P0253 Fuel-inlet control valve is in short-cut to ground
is on
Engine’s trouble light
P0254 Fuel-inlet control valve is in short-cut to power
is on
Efficacy-lose
protection mode Engine’s shutdown
Possible reasons Referential solutions for failures
1. Electromagnetic valve’s circuit is open A. Check and clear injector’s connector clip
2. Electromagnetic valve’s circuit is in short-cut to B. Check and clear circuit’s short-cur
ground or power C. Check resistance
3. Electromagnetic valve is broken D. Replace sensor

Trouble light's
DTC Failure description
situation
Engine’s trouble light
P0193 Signal voltage of rail pressure sensor is high
is on
Engine’s trouble light
P0192 Signal voltage of rail pressure sensor is low
is on
Engine’s trouble light
P1193 Rail pressure’s static value feedback is high
is on
Engine’s trouble light
P1192 Rail pressure’s static value feedback is low
is on

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Engine’s trouble light
The times when rail pressure’s static value exceeds a
P1191
certain value have reached limit is on
Efficacy-lose
protection mode
Possible reasons Referential solutions for failures
A. Check connector clips
1. Rail pressure sensor’s bonding or power-supply
B. Check the power-supply, bonding and signal
has failures
voltage
2. Rail pressure sensor’s circuit is open
C. Check and clear circuit’s short-cut
3. Rail pressure sensor’s circuit is in short-cut
D. Check resistance
4. Rail pressure sensor is broke n
E. Replace electromagnetic valve

Trouble light's
DTC Failure description
situation
Fuel-inlet control valve current’s correction exceeds limit Engine's trouble light
P1252
range is on
Fuel-inlet control valve current’s correction is below Engine's trouble light
P1251
limit range is on
Fuel-inlet control valve’s pressure control fails Engine's trouble light
P1250
(pulse drive signal is limited on high potential) is on
Fuel-inlet control valve’s pressure control fails
Engine's trouble light
P1259 (valve’s fuel correction exceeds limit range when
is on
fuel-supply quantity is large)
Fuel-inlet control valve’s pressure control fails
Engine's trouble light
P1257 (valve’s fuel correction is below limit range when
is on
fuel-supply quantity is large)
Fuel-inlet control valve’s pressure control fails
Engine's trouble light
P1258 (valve’s fuel correction exceeds limit range when
is on
fuel-supply quantity is small)
Fuel-inlet control valve’s pressure control fails
Engine's trouble light
P1256 (valve’s fuel correction is below limit range when
is on
fuel-supply quantity is small)
Engine's trouble light
P1091 Rail pressure exceeds limit (exceeds top limit)
is on
Engine's trouble light
P1092 Rail pressure exceeds limit (uncontrollable)
is on
Rail pressure’s reasonable failures Engine's trouble light
P0194
(unreasonable rail pressure fall-off) is on
Engine's trouble light
P1197 Fuel-pressure hasn’t changed
is on
Engine's trouble light
P1196 Fuel-pressure hasn’t been formed
is on
Engine's trouble light
P1206 Fuel rail pressure control has errors
is on
Engine's trouble light
P1207 Fuel rail pressure control has errors
is on
Engine's trouble light
P1208 Rail pressure is low
is on
Engine's trouble light
P1209 Rail pressure is low
is on
Efficacy-lose
protection mode P1252 P1251 P1091: engine’s shutdown
Possible reasons Referential solutions for failures

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Failure Diagnosis Procedures
A. Check fuel quantity
According to the difference between real-time
B. Check whether the low-pressure fuel system
expected rail pressure and practical pressure, ECM
has block or leakage, and pump the oil
will control IMV valve to ensure the practical and
manually
expected rail pressure is basically the same
C. Check the data of fuel-system’s rail-pressure
1. Fuel-supply is insufficient
and practical rail pressure
2. Low-pressure fuel pipeline is blocked or leaked
D. Check and clear fuel system’s leakage
3. Fuel-injector pump is broken
problem
4. Fuel-injector’s oil-return quantity is too large
E. Check injector’s oil-return quantity
5. PLV valve is broken
F. Check PLV’s oil-return condition
6. IMV valve is broken
G. Check IMV valve’s working condition and
7. Fuel leakage
resistance, and replace IMV valve if necessary
8. Injector pump’s mechanic structure is broken
H. Replace fuel-injector pump

Z. Relevant failures of accident fire

Trouble light's
DTC Failure description
situation
Cylinder imbalance caused by fuel injector #1’s Engine’s trouble light is
P0263
accident fire on
Cylinder imbalance caused by fuel injector #2’s Engine’s trouble light is
P0269
accident fire on
Cylinder imbalance caused by fuel injector #3’s Engine’s trouble light is
P0272
accident fire on
Cylinder imbalance caused by fuel injector #4’s Engine’s trouble light is
P0266
accident fire on
Engine’s trouble light is
P1260 Cylinder balance reaches limit value
on
Efficacy-lose
protection mode Torque restriction
Possible reasons Referential solutions for failures
A. Check and clear injector’s connector clip
1. Fuel-injector’s connector clips have failures
failures
2. Fuel system has failures
B. Check and clear fuel system’s failures
3. Fuel quantity
C. Check fuel quantity
4. Cylinder pressure has failures
D. Check engine’s cylinder pressure
5. Timing failures
E. Check engine’s timing system

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