diagnostic manual (ems)

© 2010 Mahindra & Mahindra Ltd. All rights reserved. This book may not be reproduced or copied, in whole or in part, without the written permission of Mahindra & Mahindra Ltd.

DIAGNOSTIC MANUAL (EMS)

mDi CRDe

www.teknetmahindra.com

RELEASED BY - TECHNICAL PUBLICATION CELL MAHINDRA & MAHINDRA LTD. Rev1 – JANUARY 2010

All information contained in this manual is most up-to-date at the time of publication. However, specifications and procedures are subject to change without notice. This manual is strictly meant for restricted internal circulation within M&M Authorized dealer service centers.

MAN-00080

© 2010 Mahindra & Mahindra Ltd. All rights reserved. This book may not be reproduced or copied, in whole or in part, without the written permission of Mahindra & Mahindra Ltd.

ABOUT THE EMS DIAGNOSTIC MANUAL

The EMS(Engine Management System) diagnostic manual outlines the detailed procedures to troubleshoot complaints related to the Common Rail Diesel Engine and its controller (EMS ECU – EDC 17) fitted on XYLO mDi CRDe vehicle. Procedures to treat each DTC retrieved from the EMS ECU is given in a step by step , trouble-shooting tree structure.

This manual covers –

• EMS ECU re-programming/Re-flashing procedures, including micro-hybrid related parameters.

• Trouble shooting and diagnosis of DTCs (Defect Trouble Codes)

• Actuator tests

• Symptom Based diagnosis

The EMS ECU is linked to Engine immobilizer ECU(ICU) system and hence it is recommended that only trained CoTEKs carryout re-programming operations in the system, if required. XYLO mDi CRDe diagnostics are CAN based and hence certain procedures might differ from the earlier versions.

An attempt has been made to make this manual more interactive. Recommended trouble shooting steps have been indicated in the wiring layouts (below) so that the CoTEK can diagnose the issue by looking at the wiring diagram. We hope this will help and aid in the process. However, we would like to hear your feedback on this so that the next version can be further fine-tuned.

In spite of our best efforts to make the manual error-free, a few errors could have inadvertently crept in. If you identify errors, functional or typographical , please inform your TEKline or [email protected]. Suggestions to improve the manual and make it more user-friendly are also welcome.

Diagnostic Manual (EMS) MAN-00080-1 Xylo mDI CRDe January 2010/Rev 1

All copyrights reserved by The repair methods given by the manufacturer in this document are based on the technical specifications, current at the time of release. The methods may be modified as a result of changes introduced by the manufacturer in the production of the various component units and accessories from which the vehicles are manufactured. The reproduction, translation, transmission, in part of or whole of the present document, are prohibited without the prior written consent of Mahindra & Mahindra Ltd. The use of this document by any person other than the trained personnel, at the Authorized Service Centre of Mahindra & Mahindra Ltd., will amount to unauthorized use and shall be liable for penalty/prosecution© 2010 Mahindra & Mahindra Ltd.

Contents How to use this manual

Overview of the in‐vehicle communication network

Recommended Trouble shooting Process

Warranty & Other Information IQA/IMA code Programming

EMS ECU Re‐Programming/Flashing

List of DTC codes

Symptom Based Diagnosis

Conformity Check‐Resistance Values

Wiring Diagram



How to Use this manual If the DTC code is known, then go to the Index of DTC code, and click on the group under which the DTC appears. The codes/groups are hyperlinked to the respective trouble shooting chart/pages. The following is the structure of the Diagnostic Manual –

• Sketch/Photo of the sensor/actuator involved • Brief description about the sensor/Actuator and its functions • Possible defect codes related to that sensor/actuator • Normal/Abnormal operating conditions of the sensor/actuator, possible causes and

vehicle/engine reactions • Related circuit diagram, connectors and wiring plans • Trouble shooting process

Always use the diagnostic manual along with the vehicle’s wiring manual (MAN‐00071). The Diagnostic tester has the ability to test certain actuators. For Immobilizer related errors, the DTCs in the Engine EMS and along with that the DTCs in the Immobilizer ECU(ICU) need to be analyzed together. Refer to the Diagnostic Manual (Immobilizer) – MAN‐00072 for details. The possible causes and corrective action are to be taken based on the combination of the codes. There are certain complaints for which no DTC codes are generated. The trouble shooting procedure for the same are covered in the Symptom based Diagnosis.



Overview of the in‐vehicle communication network

CAN

K ‐ Line

MBFM

Engine (EMS ECU)

Diagnostic Connector

(DLC)

IMMOBILIZER (ICU)



Recommended Trouble Shooting Process

Customer complaint Record/Understand Customer Verbatim • What happened? • When it happened? • What was the event before that? • Does it happen all the time? • Does it happen only in some condition?

Search for Published quick solution in TEKnet.

Follow DTC based diagnosis

Contact TEKliner with TAR (Technical Assistance Request)



Warranty & Other Information All failures/complaints encountered on EMS ECU and/or ICU controllers should be repo rted through a Common Rail Failure Report (CrFR)/Service Complaint Report (SCR). Replacement of any of the EMS ECU or ICU controller requires approval of the TEKline. Ensure that a TAR is raised# in the TEKnet website for approval, attaching the CrFR/SCR. While raising a warranty claim, the TAR no should be quoted on the warranty claim. # Only a trained and certified CoTEK can raise a TAR (in TEKnet website)

IQA/IMA Code Programming An ECU controlled engine needs precise metering of fuel. Due to manufacturing tolerances, each injector deviates slightly from its idealized behavior. Thus, each injector has a correction factor, which is engraved on top of it, in the form of a 6‐character alphanumeric code. This is known as an IQA code/IMA code. For optimal performance of the engine, the ECU needs to know the IQA code/IMA code of each injector. This information is programmed into the ECU when the vehicle is manufactured. However, if you need to replace an injector(s), then the IQA code/IMA code for that new injector has to be updated in the ECU. The cylinder number is with respect fan. As a first step, you need to select the cylinder number of the injector being replaced. After the cylinder number is selected by clicking on the check‐button next to the number, the IQA code/IMA code should be entered in the box provided. Click the button to the right of the text box. If the Injector code is valid and accepted by the ECU, a message is displayed, indicating that the operation is performed successfully. A message “Invalid IQA code” will be displayed , if an incorrect IQA/IMA code is keyed in. IQA codes are case sensitive. Programming IQA codes is an extremely important activity. In order to ensure that the correct code is entered and that it has been entered in the correct cylinder, SMART tester allows you to verify the codes that you have entered. Select an injector, and click the button below the ”Verify” line in figure. The IQA codes present in the ECU will be read back and displayed in the text box before this button. It is recommended that you carry out the verification activity whenever you change an IQA code. PLEASE ENSURE TO PROGRAM IQA/IMA CODES WHEN YOU REPLACE AN INJECTOR, ECU or ENGINE.



The following are the fonts of the alphanumeric characters of the IQA/IMA code, as etched on the injectors.

EMS ECU Programming/Flashing The EMS ECU required to be flashed in the following conditions – BLANK ECU

1. Procure blank EMS ECU from spare part dept.

******* ECU WITHOUT ETK C04**

** Check for the correct/latest part no in parts catalogue/Technical Service Bulletins. If in doubt, consult TEKline.

2. Flash the EMS ECU dataset with a latest dataset as per TSB or at the advice of

TEKline. REFLASHING AN EXISTING ECU

1. Flash the EMS ECU with the correct/latest dataset. The matrix of the vehicles and the related latest dataset will be released through TSB ‐ if in doubt ask the TEKline.

2. Wrong dataset flashing may result in vehicle not starting and can lead to ECU failure.

3. In EDC17 ECUs, the EMS ECU communicates with the SMART tester through CAN. In view of this, the dataset flashing will be faster as compared to EDC16.

Software Version

ECU Type Dataset ID Type Model

** EDC17C04 1037503381 Factory/ Reflashing

XYLO mDI CRDe



Notes –

1. Ensure that the there is no communication breakdown once the flashing begins. Check Python connections are secure.

2. Ensure that the SMART tester has ‐ • Enough battery reserve/Connected to AC power • Screen saver/Battery saver mode turned off, • Vehicle’s ignition is ON • Battery terminals connected securely. • Battery earth connection is good.

3. Never touch the ECU pins by hand/finger.

RE‐PROGRAMMING PROCEDURE

• Connect using the “Python1BConfig0404”.

• Click on to the ECU mDI CRDe flash tool



• Write the correct 17 digit VIN



• Click on “Browse • Select the applicable dataset and click “open”



• Click “Flash”

• After completion of flashing , switch OFF the ignition for 1 minute and switch it ON

• Learn the EMS with Immobilizer ECU (ICU) – Refer to diagnostic manual (immobilizer).



Sensors

• Fuel Temperature • Coolant temperature • Rail Pressure • Envoi mental Pressure Sensor • Air Flow & Air temperature Sensor • Crankshaft sensor • Camshaft Sensor. • Vehicle Speed • Clutch Switch • Brake Switch

Note: Except HFM sensor which operates on 5 Volts. All other sensor work on 3.3 Volts. Actuators

• Accelerator Pedal • Pressure Control Valve • EKP/Pre Supply Pump • Injector • EGR

ECU HFM AC Battery ECU Monitoring Continuous Torque Monitoring Main Relay Rail Pressure Governor Sensor Supply Monitoring



List of DTC codes Group Code Label Page No

Fuel Temperature Sensor

P 0182 Voltage above upper limit. 16 P 0183 Voltage above lower limit. 16

Coolant temperature sensor

P 0117 Voltage below lower limit. 19 P 0118 Voltage above upper limit 19

P 2558 Minimum Temperature not reached within time limit.

22

P 1126 Minimum temperature or temperature raise no reached within time limit.

22

Rail Pressure Sensor

P 0193 Signal above the maximum limit. 24 P 0192 Signal below the minimum limit. 24 P 1190 Rail pressure offset – above Max limit 27

P 1191 Rail pressure offset – below Min limit.

28

P 169F Rail Pressure Sensor gradient monitoring.

29

Environment Pressure Sensor

P 0108 SRC above Max limit. 31 P 0107 SRC below Minimum limit 31

Air flow P 0103 Voltage above upper limit 34 P 0102 Voltage below Minimum limit 34

Air temperature P 0113 Voltage above upper limit 39 P 0112 Voltage below Minimum limit 39

Crankshaft speed Sensor ( ISS)

P 0336 Error in signal 42 P 0335 No Signal 45

Camshaft speed signal

P 0340 No camshaft signal 48 P 0341 Wrong camshaft signal 48

Off set between crank & cam signal P 1340

Offset between camshaft & crankshaft

51

Vehicle speed sensor

P 0503 Exceeding of the maximum vehicle speed

53

P 0501 Vehicle speed not plausible with fuel injected and engine speed.

53

P 0500 Vehicle speed trigger wheel error 53 Clutch switch P 0704 Clutch switch is not plausible 57 Brake Switch P 1792 Brake signal is not plausible. 59

Accelerator Pedal Module

P 0123 APP 1‐ SRC High 62 P 0223 APP 2‐ SRC High 65 P 1120 Synch between APP1 & APP2 68

Pressure Control Valve

P 1259 Open load 70

P 1260 Over temperature of the power stage of the PCV

73

P 125A Short circuit to battery 76



P 125B Short circuit to Ground 79

Pre supply Pump (EPK)

P 163F Open load 82

P 1640 Over temperature of the ECU power stage for the Pre Supply Pump

85

P 163 E Short circuit to Ground 88 P 163D Short circuit to Battery 91

Injectors

P 0202 Injector bank failure. 94

P 1210 Chip error in the CY33x power stage component

97

P126C Injector valve, 1st Cylinder, Open Load

98

P127C Injector valve, 2nd Cylinder, Open Load

98

P128C Injector valve, 3rd Cylinder, Open Load

98

P129C Injector valve, 4th Cylinder, Open Load

98

P0261 Short circuit for injector 1 101P0264 Short circuit for injector 2 101 P0267 Short circuit for injector 3 101 P0270 Short circuit for injector 4 101

P0262 Short circuit high side to low side.‐injector 1

104


104


104

P0271 Short circuit high side to low side.‐ injector 4.

104

EGR

P0403 Open load 107

P0404 Over temperature in the power stage of the ECU

110

P0406 Short circuit to battery 113 P0405 Short circuit to ground. 116

ADC monitoring P 1700 Calibration time out error 119 P 1701 ADC conversion time out error 119

AC power stage P 1532 No load 120 P1533 Over temperature. 123 P1530 Short circuit to battery. 126 P1531 Short circuit to ground. 126

Battery P0563 SRC Max 129 P0562 SRC Min 129

Communication monitoring P 162A

Communication error of CJ940 130



EEPROM monitoring

P162B EEPROM: flash error during last read

operation 131

P162C EEPROM: read error during last write

operation 131

P162D EEPROM: write error default value used

131

Engine ICO P1670 Engine ICO ( Injection Cut Off) 132

IQA monitoring

P 1737 Check of missing injector adjustment value programming‐ Injector 1

133


133


133


133

R2S2 communication P1638

R2S2 communication failure 134

Main Relay P121A Main relay does not open in time 135P121B Main relay sticky 135

Rail Pressure Governor

P1492 Maximum positive deviation of rail

pressure exceeded 138

P1493 Maximum positive deviation of rail pressure exceeded concerning set value PCV

138

P1494 Negative pressure deviation combined with the set value of PCV

141

P1495 Minimum rail pressure exceeded. 141P 1496 Minimum rail pressure exceeded. 144

Sensor Supply Monitoring

P 1644 Error Sensor Supplier Monitor 1 145 P 1646 Error in Sensor supply Monitor 2 151P 1648 Error in Sensor Supply Monitor 3 154

Continuous Torque Monitoring

P 1900 NTP error in ADC monitoring 157P 1901 Error in Sensor supply ‐ APP 157

P1902 Error in plausibility of the test voltage in ADC monitoring

157

P1903 Error in plausibility of the ratiometry correction in ADC monitoring

157

P1904 Error in the plausibility of the function controller and the monitoring module.

158

P1905 Error due to interrupted SPI communication.

158

P1906 Multiple error in complete ROM test. 158



Continuous Torque Monitoring

P0910 Error in the check of the shut‐off path test of the over voltage detection

158

P1911 Error in plausibility of the Accelerator pedal voltages

162

P1912 Impermissible offset between the engine speed of level 2 and level 1

158

P1913 ET plausibility check failure 163

P1914 Error in the plausibility of the start of energizing angles

164

P1915 Error in the plausibility check of the ZFC energizing times

165

P1907 Too less bytes received by Monitoring module from CPU as response.

158

P1908 Error trying to set the MM response time.

160

P1909 Wrong MM time 160

P190A Expiration of waiting time due to hardware not active

160

P190B Error in under voltage monitoring 160P190C WDA is not working correctly 160

P190D Time out error trying to set or cancelling the alarm task

161

P190E Time out error while requesting an injection

161

P190F Time out error in shut off path 161



Fuel Temperature Sensor Description –

Fuel temperature sensor acquires the raw value of the fuel temperature. The raw value is linearised and monitored for compliance with the signal range. The sensor is a NTC type

DTC Diagnostic item P‐0182 P‐0183

Voltage above lower limit Voltage below upper limit

DTC detection condition Probable cause Background

• The fuel temperature sensor converts the engine fuel temperature to a voltage and outputs it.

• The ECU checks whether the voltage is within a specified range.

Malfunction; out‐of‐range

• Sensor output voltage has continued to be 3.3V or higher for 4 sec.

• Sensor output voltage has continued to be 0.1V or lower for 4 sec.

Reaction • System lamp is OFF. • Engine will run with default fuel temp of 20 Deg C.

• Open or shorted

Engine fuel temperature sensor circuit, loose or wrong connection

• Fuel temperature sensor failed.

P 0182 P 0183



P 0182 P 0183



Trouble Shooting P 0183

P0182

If there is no error in the wiring then replace the temperature sensor. Clear the errors and confirm that the complaint is eliminated.

P 0182 P 0183



Coolant Temperature Sensor

Description: The Coolant temperature sensor (CTS) is located in the cylinder head near the thermostat. The CTS sensor is a variable resistor whose resistance changes as the temperature of the engine coolant flowing past the sensor changes.(NTC resistor) When the coolant temperature is low, the sensor resistance is high; when the coolant temperature is high, the sensor resistance is low. The ECU checks CTS voltage and uses the information to help smoothen the engine operation.


Voltage above upper limit Voltage below lower limit

DTC detection condition Probable cause

Background • The engine coolant temperature sensor converts

the engine coolant temperature to a voltage and outputs it.

• The ECU checks whether the voltage is within a specified range. In addition, it checks that the engine coolant temperature (signal) does not drop while the engine is warming up.

Malfunction; out‐of‐range

• Sensor output voltage has continued to be 3.3V or higher for 4 sec.

• Sensor output voltage has continued to be 0.1V or lower for 4 sec.

Reaction:

• System lamp will be on. • Power will be reduced • EGR will not work. • Temperature indication will not work.

• Open or shorted

Engine Coolant Temperature sensor circuit, or loose or wrong connection

• Engine Coolant Temperature sensor failed.

P‐0118 P‐0117



P 0118

P 0117



Coolant temperature sensor absolute & dynamic test Description ‐ When the engine is switched ON then the ECU detects the temperature. After that when the engine runs then the temperature output on a time frame is detected and compared against predetermined slope.


Minimum Temperature not reached within time limit. Minimum temperature or temperature raise no reached within time limit .

P 2258 is the absolute test and P 1126 is the dynamic test

DTC detection condition Probable cause Proper Performance The coolant temperature rises to a specified temperature within a specific time period.‐ absolute test It also compares the rate of rise with a defined rate of rise‐ dynamic test Malfunction; out‐of‐range The coolant temperature do not rise enough within a specific time period, • The coolant temperature do not reach a warmed‐up fuel control temperature within a specific time period. Reaction

System check lamp : OFF In absolute test‐ torque is limited

• Defective temperature

sensor. • Thermostat removed.

• Dynamic test-If rate is too

low (thermostat stuck) or rate too fast (blockage/ less water/ air flow)

• Absolute test‐

P‐2558 P‐1126



Test Procedure ‐

P‐2558 P‐1126

OK

Fit a new good thermostat

Check if thermostat opening is OK Not Ok Replace

Present

Remove the connector of the temperature sensor

Not Ok

Replace the temperature sensor

Not Present

Check if the thermostat present

Ok

Check for any airflow blockage/ water level less, water pump seizure, water line blockage

Rectify



Rail Pressure Sensor

Common rail is mounted on Cylinder head near intake manifold. It is laser welded rail, max pressure is 1400bars. It has two electrical connectors one is sensor [see illustration] & another is actuator. The pressure sensor monitors rail pressure Purpose– to decide on injector energizing time Caution: The rail pressure sensor has to be changed along with the rail


Signal above the Maximum limit. Signal below the Minimum limit

DTC detection condition Probable cause Normal operation

• When ignition is ON rail pressure sensor getting supply from ECU.

• ECU reads the rail pressure in terms of voltage. • Engine is starting properly. • Building pressure in rail.

Malfunction

• Rail pressure output voltage is beyond the range

Reaction • System check lamp will glow continuously‐ IGN ON.

Vehicle is in limp home mode. Engine RPM limited to 1900 RPM ( with brake applies it is 1200 RPM)

• Rail pressure grad monitoring is switched off

• Open, shorted or wrong connection of rail pressure sensor circuit.

• Rail pressure sensor failed.

P‐0193 P‐0192



P‐0193 P‐0192



P 0193

Note: the rail pressure sensor should be changed along with the rail only. Changing only the rail pressure sensor is not recommended. P 0192

1. Change the engine wiring harness.

P‐0193 P‐0192



Rail pressure sensor offset monitoring

DTC Diagnostic item P‐1190 Rail pressure offset – above Max limit


• The offset is monitored during after run • The raw value of the rail pressure is within the limits in

the predefined time

Malfunction • Rail pressure raw voltage value during the overrun

period is above the max set point.

Reaction • Check lamp will glow continuously. • Engine will be in the limp home from the next driving

cycle and can be driven at 1200 RPM only

• Blocked or kinked return line.


1. Check and rectify the fuel return line for any kinks, blockages. 2. Change the rail assembly along with the RPS. 3. Clear the errors and verify.

P‐1190



Rail pressure sensor offset monitoring

DTC Diagnostic item P‐1191 Rail pressure offset – below the Min limit


• The offset is monitored during after run • The raw value of the rail pressure is within the limits in

the predefined time

Malfunction • Rail pressure raw voltage value during the overrun

period is below the minimum set point for a predefined time.

Reaction • Check lamp will glow continuously. • Engine will be in the limp home from the next driving

cycle and can be driven at 1200 RPM only


Replace the Rail pressure sensor along with the rail assembly.

P‐1191



Rail pressure sensor gradient monitoring A loose contact in the rail pressure sensor wiring can lead to incorrect measuring of the rail pressure. If this does occur, it is typical for the measure pressure to increase considerably for a brief time (jumps in the magnitude of greater than 100 bar in a 10 ms window). This kind of extreme pressure increases does not occur in the system when the rail pressure sensor is functioning properly. To determine a malfunction based on this appearance, gradient monitoring of the rail pressure is performed Rail pressure gradient monitoring. This is set if the rail pressure gradient pressure fluctuations exceed a certain level).

DTC Diagnostic item P 169F Rail pressure sensor gradient monitoring


Normal operation • The RPS value is monitored for sudden increases of rail

pressure over small time

Malfunction • Extreme pressure increase noticed and fluctuation

exceed a certain level

Reaction • Check lamp will be blinking. • Torque limitation

• Loose wires of the RPS.

P‐169F



Trouble Shooting



Atmospheric pressure sensor The atmospheric pressure sensor is located on the EMS ECU. The sensor gives the atmospheric pressure value The ECU checks the sensor signal for the range. If it is outside the range then an error is registered.


SRC above upper limit SRC below lower limit

DTC detection condition Probable cause Normal Operation

• The atmospheric pressure sensor outputs a voltage, which corresponds to atmospheric pressure.

Normal Operation • Ignition switch: ON • Malfunction lamp: OFF after 2 Sec • Battery voltage is 8V to 12V. • No error reported in error memory.

Malfunction • The signal is beyond the range.

Reaction

• System lamp will blink. • Engine will run with default atmospheric Pressure

of sea level. • EGR is switched off. • Vehicle will start at high altitudes but at sea level

may give slight white smoke.

• Failed atmospheric

pressure sensor.

P‐0108 P‐0107



Trouble Shooting

P‐0108 P‐0107

1. Clear the error 2. Try to clear the error 3 times. 3. If not successful‐ replace the EMS ECU



Air Flow

P‐0335 P‐0336



Air Flow Description ‐ Mass air flow rate is measured by detection of heat transfer from a hot film probe because the change of the mass air flow rate causes change in the amount of heat being transferred from the hot film probe surface to the air flow. The airflow sensor generates a pulse so it repeatedly opens and closes between the 5V voltage supplied from the engine control module. This results in the change of the temperature of the hot film probe and in the change of resistance.


Voltage above upper Limit Voltage below lower Limit


Normal Operation • The HFM sensor outputs a voltage, which

corresponds to the intake airflow. • The ECU checks whether this voltage is within a

specified range. Normal Operating Requirements

• Ignition switch: ON • Malfunction lamp: OFF after 2 Sec • Battery voltage is 8V‐16V or more.

Malfunction • The sensor output voltage has continued to be 5V

or higher. • The sensor output voltage has continued to be

0.5V or lower. Reactions:

• System lamp will continuously blink. Engine will continue to run with default air flow (depending on Speed & Fuelling)

• Open or shorted HFM

sensor circuit, loose or wrong connections.

• Failed HFM sensor.

P‐0103 P‐0102



Bat+ 12V

P‐0103 P‐0102



IC 1

P‐0103 P‐0102



P 0103

If all the above checks are OK Replace the HFM sensor. P 0102

1. Replace the Engine wiring harness. 2. Replace the HFM sensor.

P‐0103 P‐0102



Air Temperature

P‐0113 P‐0112



Air Temperature


Voltage above upper limit. Voltage below lower limit.

Description: The function acquires the raw voltage of the induction air temperature. The raw value is linearised and monitored for compliance with the signal range. The sensor is mounted in HFM.


• The HFM temperature sensor outputs a voltage, which corresponds to the temperature of intake airflow.

• The ECU checks whether this voltage is within a specified range.

Normal Operating Requirements

• Ignition switch: ON • Malfunction lamp: OFF after 2 Sec • Battery voltage is 8V –16 V.

Malfunction • The sensor output voltage has continued to be 5V

or higher. • The sensor output voltage has continued to be 0.2

V or lower. Reactions

• Engine will run with default air temp of 20 Degrees Centigrade

• System lamp status for this error is blinking.

• Open or shorted HFM

temperature sensor circuit, loose or wrong connections.

• Failed HFM

temperature sensor.

P‐0113 P‐0112



IC 1

P‐0113 P‐0112



P 0113

P 0112

1. Replace the Engine wiring harness. 2. Replace the HFM sensor.

P‐0113 P‐0112



Crank shaft Sensor ( ISS)

In order that the ECU can control the engine at all the position of the crankshaft must be known so that the cylinder in compression and the timing of the next fuel injection can be calculated. The CKP is an inductive pulse generator, which scans protrusions on the flywheel. Two teeth are missing, and this gap is situated at 90° before TDC.

DTC Diagnostic item P‐0336 Wrong crankshaft signal


* When the engine is running, the Crankshaft Position sensor outputs a pulse signal.

* The ECU checks whether the pulse signal is input while the engine is cranking.

Normal Operating condition

* Engine is being cranked. Malfunction

* Normal signal pattern has not been input for cylinder identification from the crankshaft position sensor signal for 4 sec.

* Signal form is disturbed * Note – this error code will be active only when

the Engine is being cranked Reaction

* System lamp continuously on. ( only during cranking)

* Engine will not start. * If engine is running & this fault occurs, engine will

stop immediately.

• Air gap exceeded. • Trigger wheel

mounting loose • Trigger wheel

damaged. • Sensor mounting

loose, • Loose connection • EMI noise ( starter

motor / conduit is damaged

• Improper routing of starter cable and ISS wiring.

P‐0336



P‐0336



If electrically all OK then look at mechanical parts.

P‐0336



Crank shaft Sensor ( ISS)

In order that the ECU can control the engine at all the position of the crankshaft must be known so that the cylinder in compression and the timing of the next fuel injection can be calculated. The CKP is an inductive pulse generator, which scans protrusions on the flywheel. Two teeth are missing, and this gap is situated at 90° before TDC.

DTC Diagnostic item P‐0335 No signal


* When the engine is running, the Crankshaft Position sensor outputs a pulse signal.

* The ECU checks whether the pulse signal is input while the engine is cranking.

Normal Operating condition

* Engine is being cranked. Malfunction

* Normal signal pattern has not been input for cylinder identification from the crankshaft position sensor signal for 4 sec.

* Signal form is disturbed * Note – this error code will be active only when

the Engine is being cranked

Reaction * System lamp continuously on. * Engine will not start. * If engine is running & this fault occurs, engine will

stop immediately.

• Discontinuity • Excessive air gap • Sensor failure.

Note: the correct air gap between the sensor and trigger wheel is 0.8 to 1.2 mm

P‐0335



P‐0335



If electrically all OK then look at mechanical parts.

P‐0335



Camshaft speed sensor


No camshaft signal Wrong camshaft signal

The Hall effect camshaft position sensor senses the Top dead center (TDC) point of the # 1 cylinder in the compression stroke. Which allows the ECU to determine when to start the injection. The trigger is mounted in the camshaft


Normal Operation * When the engine is running, the Camshaft Position

sensor outputs a pulse signal. * The ECU checks whether the pulse signal is input.

Malfunction * Normal signal pattern has not been input for

cylinder identification from the camshaft position sensor signal for 4 sec. (Engine should be cranked to check this error).

* Note – this error code will be active only when the Engine is being cranked

Reaction

* Engine will not start * System lamp will be continuously on. * If this failure occurs when the engine is running

then engine will keep on running. It will not allow the engine to start.

* Open or shorted

camshaft position sensor circuit, loose or wrong connection.

* Camshaft Position sensor malfunction.

Note: the correct air gap between the sensor and trigger wheel is 0.8 to 1.2 mm

P‐0340 P‐0341



P 0340‐ No signal

P 0341

P‐0340 P‐0341



Error path of offset between camshaft and crankshaft

DTC Diagnostic item P‐1340 Offset between camshaft and crankshaft


* Engine is being cranked & started.

Malfunction * Normal signal pattern has not been input for

cylinder identification from the crankshaft position sensor signal and camshaft position sensor signal for 4 sec.

* No synchronization between crankshaft & camshaft signal.

* Note – this error code will be active only when the Engine is being cranked

Reaction

* Engine will not * System lamp will continuously ON.

• Timing disturbed.

P‐1340



6. Check the flywheel mounting bolts is it loose.. 7. Has flywheel been fitted wrongly? 8. Toner wheel rotated. 9. Toner wheel teeth damaged.



Vehicle Speed Sensor:

DTC Diagnostic item P‐0503 P‐0501 P‐0500

Exceeding of the maximum vehicle speed Vehicle speed not plausible with injection mass and engine speed

Vehicle speed trigger wheel error


* The vehicle speed sensor outputs a pulse signal while the vehicle is driven.

* The ECU checks whether the pulse signal is present.

Malfunction

* Sensor output voltage has not changed (No pulse signal) for 4 sec.

* This error will not be generated if the clutch signal is not there .

Reaction

∗ All the load dependent function e.g. FBC, ZFC are switched off.

∗ Vehicle may feel jerky while driving.

• Failed vehicle speed

sensor. • Open shorted vehicle‐

speed sensor circuit, loose or wrong connection.

P-0503 P-0501



1. Connect the ‘Smart Tester’ to diagnostic connector 2. Turn Ignition Switch ON 3. Verify that either P0503 or P0501 is present.

P-0503 P-0501 P-0500



P 0503

1. Replace the vehicle speed sensor. P 0501

P-0503 P-0501 P-0500



P 0500

P-0503 P-0501 P-0500



Clutch Switch

DTC Diagnostic item P‐0704 Clutch signal is not plausible

Description The clutch signal is acquired as a hardware signal. The signal is checked for plausibility using gear information. Is detected when ECU detects that the gear changes are taking place but no clutch signal is received


* The clutch switch outputs a voltage, which corresponds to the clutch position.

* The ECU checks whether this voltage is within a specified range (0 or 12V).

Normal Operating Requirements:

* Ignition switch: ON * Malfunction lamp: OFF after 2 Sec * Battery voltage is 8V –16V.

Malfunction * The sensor output voltage has continued to be 0V

in spite of clutch pedal being pressed/not pressed.

* The sensor output voltage has continued to 12V in spite of clutch pedal being pressed/not pressed.

Reaction: * System lamp will be off. * Low idle governing will be influenced. * ASD is switched off. * Will not detect vehicle plausibility errors. *

• Open, shorted, loose or

wrong connections of brake switch Wiring.

• Clutch switch failed or maladjusted.

• Clutch switch damage or faulty.

G

O/B 4 K23

ECU

15 Amp

Clutch switch (normally closed)

R 4

P‐0704



Trouble shooting



Brake Switch The function acquires and processes the information via the brake contact and the redundant brake contact. The status message of the brake position is the output.

DTC Diagnostic item P‐1792 Brake signals not plausible

DTC detection condition Probable cause Principle

* The brake switch outputs a voltage, which corresponds to the brake position.

* The ECU checks whether this voltage is within a specified range (0 or 12V).

Normal Operation

* Ignition switch: ON * System lamp: OFF after 2 Sec * Battery voltage is 8V –16V. * In normal condition one brake signal is ON and

other is OFF.

Malfunction * The sensor output voltage has continued to be 0V

in spite of brake pedal being pressed/not pressed * The sensor output voltage has continued to 12V in

spite of brake pedal being pressed/not pressed * Main or redundant switch is not working. * If both the main and redundant signals are the

same then it is taken as plausibility defect. Reaction

* System lamp will be off * Accelerator plausibility error detection stopped. * Under braking condition detection stopped.

• Open, shorted, loose or

wrong connections of brake switch Wiring.

• Brake switch damage or faulty

• Brake switch failed or maladjusted.

.

P‐1792



Trouble Shooting

P‐1792



Accelerator pedal Sensor Accelerator Pedal Module 1

P-0123 P-0122 P-1120



Accelerator Pedal Module 1 Description: The Accelerator pedal module (APM) mounts in place of accelerator pedal and is connected to the ECU by wires. The APM sensor is a variable resistor (potentiometer) whose resistance changes according to the pedal position. ECU applies a reference voltage to the APM sensor and then measures the voltage that is present on the APM sensor signal circuit. The ECU uses the APM sensor signal for further calculation of fuelling & other engine operational parameters.

DTC Diagnostic item P‐0123 SRC High.


* The Accelerator pedal module (APM) outputs a voltage, which is proportional to the Position of accelerator pedal.

* The ECU checks whether the voltage output by the Accelerator pedal module is within a specified range. In addition, it checks that the voltage output does not become too large while the engine is in idling.

Proper Performance Sensor output voltage has continued to between 0 to 3.3V, varying accelerator pedal position. Malfunction; out‐of‐range

* With the changing Accelerator pedal position, the sensor output voltage has continued to be 3.3V or 0V.

Reaction:

* Fuelling is controlled‐ pedal travel is more. * The system lamp is continuously on. * Torque Limitation is active.

• Short circuit to ground ( power side or at signal)

P‐0123



K 18, K 61 & K 83 are APP 1

P‐0123



Trouble Shooting



Accelerator Pedal (APP2) Description: The Accelerator pedal module (APM) mounts in place of accelerator pedal and is connected to the ECU by wires. The APM sensor is a variable resistor (potentiometer) whose resistance changes according to the pedal position. ECU applies a reference voltage to the APM sensor and then measures the voltage that is present on the APM sensor signal circuit. The ECU uses the APM sensor signal for further calculation of fuelling & other engine operational parameters.

DTC Diagnostic item P‐0223 APP 2‐SRC high

DTC detection condition Probable cause . Proper Performance Sensor output voltage has continued to between 0 to 1.65V, varying accelerator pedal position. Malfunction; out‐of‐range

* With the changing Accelerator pedal position, the sensor output voltage has continued to be 1.65V or 0V.

Reaction:

* Fuelling is controlled‐ pedal travel is more. * The system lamp is continuously on.

Torque Limitation is active.

• Open or shorted

Accelerator pedal module circuits, loose or wrong connections.

P‐0223



K 40, K60 & K 82 are APP 2

P‐0223



Trouble Shooting



Accelerator Pedal Plausibility The function checks both the acceleration pedal signals for plausibility and makes the test result The ECU also checks the ratio of both the signals. If the ratio of the signals go beyond a range then it is taken as a failure.

DTC Diagnostic item P 1120 Sync between APP1 & APP2

DTC detection condition Probable cause . Proper Performance Compares the ratio of the signal from the APP1 & APP 2 Malfunction; out‐of‐range

* If the ratio is beyond the acceptable range then it is taken as an error

Reaction:

* System Check lamp ON. * Vehicle in limp home mode. Engine RPM 1200.

• One or both track stuck

P‐1120



Trouble Shooting

P‐1120



Pressure Control Valve In Mustang the fuelling is controlled by the outlet control (unlike the metering control in the NEF family and the 2.2 family of common rail engines.

The PCV controls the rail pressure. By opening and releasing the fuel back either to tank or by closing and allowing the pressure to be build up. Note: Two pin connector. There is a possibility that if the wiring harness is changed then the PCV and the injector #1’s connector can get interchanged.

The engine will not start. (However, a defect code is generated)

DTC Diagnostic itemP 1259 Open load


. Proper Performance The PWM to the PCV is monitored and found OK Malfunction; out‐of‐range

* If it detects an open load Reaction:

* System Check lamp ON. * Engine stops. * Even if the error is corrected‐ will require a reset

before the error is healed.

• Not connected • Open circuit‐ in wiring

or in PCV •

P‐1259



P‐1259



Trouble Shooting

P‐1259




The PCV controls the rail pressure. By opening and releasing the fuel back either to tank or by closing and allowing the pressure to be build up. Note: Two pin connector. There is a possibility that if the wiring harness is changed then the PCV and the injector #1’s connector can get interchanged. The engine will not start. (However, a

defect code is generated)

DTC Diagnostic itemP 1260 Over temperature of power stage of the PCV



* If detects overheating of the power stage of the PCV

Reaction:

* System Check lamp ON. * Engine stops.

• Loose connections • EMS ECU failure

P‐1260



P‐1260



Trouble Shooting

P‐1260




The PCV controls the rail pressure. By opening and releasing the fuel back either to tank or by closing and allowing the pressure to be build up. Note: Two pin connector. There is a possibility that if the wiring harness is changed then the PCV and the injector #1’s connector can get interchanged. The engine will not start. (However, a defect code is generated)

DTC Diagnostic item

P 125A Short circuit to Battery

DTC detection condition Probable cause . Proper Performance The PWM to the PCV is monitored and found OK Malfunction; out‐of‐range

* When it detects a short circuit to battery in the PCV.

Reaction:


• PCV • Engine w/h • EMS ECU

P‐125A



P‐125A



Trouble Shooting

P‐125A




The PCV controls the rail pressure. By opening and releasing the fuel back either to tank or by closing and allowing the pressure to be build up. Note: Two pin connector. There is a possibility that if the wiring harness is changed then the PCV and the injector #1’s connector can get interchanged. The engine will not start. (However, a defect code is generated)

DTC Diagnostic item

P 125B Short circuit to Ground

DTC detection condition Probable cause . Proper Performance The PWM to the PCV is monitored and found OK Malfunction; out‐of‐range

* When it detects a short circuit to ground in the PCV.

Reaction:


• PCV • Engine w/h • EMS ECU

P‐125B



P‐125B



Trouble Shooting

P‐125B



EKP / Pre Supply Pump

The Pre supply pump/ EPK is mounted in the fuel tank. The ECU controls the supply to the PSP. Note: The connector for this is common with the level indicator. If the EPK is switched off it will not make the noise for the first 30 seconds. In normal conditions the EPK is energized for 30 seconds. If no RPM is detected then the EPK is switched off

DTC Diagnostic item P 163F Open load



* The power stage detects a open load Reaction:

* System Check lamp ON. * Engine cannot be started. * Rail pressure governing stopped. * Low pressure system is switched OFF. * Energizing time is 0

• Connectors not connected

• Oxidised pins • Pin backout

P‐163F



IC1 E1

Name W/H Type new nomenclatureFLOOR IC TANK UNIT 4P IC IC19 TANK UNIT TANK UNIT CON U1

P‐163F



Trouble Shooting

P‐163F





DTC Diagnostic item P 1640 Over temperature of ECU power stage for the Pre Supply Pump



* Overheating of the power stage of the ECU detected.

Reaction:


• Loose pins • Pin backout • ECU defective

P‐1640



IC1 E1


P‐1640



Trouble Shooting

P‐1640





DTC Diagnostic item P 163E Short circuit to Ground



* A short circuit to ground is detected. Reaction:


• Wires short to ground • Relay short to ground.

P‐163E



P163E. Short circuit to Battery

IC1 E1


P‐163E



Trouble Shooting

P‐163E





DTC Diagnostic item P 163D Short circuit to Battery



* A short circuit to ground is detected. Reaction:


• Wires short to Battery • Relay short to Battery. • EMS ECU short to Batt.

P163E. Short circuit to Battery

P‐163D



IC1 E1


P‐163D



Trouble Shooting

P‐163D



Injector The injectors are solenoid controlled. EMS ECU does the control of the solenoids.

DTC Diagnostic item P 0202 Injector Bank Failure


. Proper Performance The injector bank is checked during initialization and while running and found OK. Malfunction; out‐of‐range

* Short circuit in injection bank Reaction:

* Injection bank will not work ( since there is only 1 injection bank in this case‐ all the 4 injectors will not work)

• Wiring short. • Wiring short + EMS ECU

failure

P‐0202



Note: Injector No are counted from fan

P‐0202



Trouble Shooting


P‐0202




DTC Diagnostic itemP 1210 Chip error in the CY33x power stage component


. Proper Performance The PWM to the injector is monitored and found OK Malfunction; out‐of‐range

* Short circuit in injection bank Reaction:

* System check lamp will glow. * Engine will not start

• EMS ECU failure.

Trouble Shooting Replace the EMS ECU‐ after taking the approval of the TEKliner/TEKhub.

P‐1210




DTC Diagnostic item P 126C Injector valve, 1st Cylinder, Open Load P 127C Injector valve, 2nd Cylinder, Open Load P128C Injector valve, 3rd Cylinder, Open Load P129C Injector valve, 4th Cylinder, Open Load


. Proper Performance The PWM to the injectors is monitored and found OK Malfunction; out‐of‐range

* When it detects open load of the injector ( interruption of the electrical connection)

Reaction:


• Connectors open • Open ciruit • Pin back out

P126C P127C P128C P129C




P126C P127C P128C P129C



Trouble Shooting


P126C P127C P128C P129C



Injector The injectors are solenoid controlled. EMS ECU does the control of the Solenoids.

DTC Diagnostic item P 0261 Short circuit for injector 1 P 0264 Short circuit for injector 2P0267 Short circuit for injector 3P0270 Short circuit for injector 4


. Proper Performance The PWM to the injectors is monitored and found OK Malfunction; out‐of‐range

* When it detects open load of the injector ( interruption of the electrical connection)

Reaction:


• Connectors open • Open ciruit • Pin back out

P0261 P0264 P0267 P0270




P0261 P0264 P0267 P0270



Trouble Shooting


P0261 P0264 P0267 P0270



Injector The injectors are solenoid controlled. EMS ECU does the control of the Solenoids.

DTC Diagnostic itemP 0262 Short circuit high side to low side.‐injector 1P 0265 Short circuit high side to low side.‐injector 2P0268 Short circuit high side to low side.‐injector 3P0271 Short circuit high side to low side.‐ injector 4.


. Proper Performance The PWM to the injector is monitored and found OK Malfunction; out‐of‐range

* It detects that the high side and low side are short ciruit .

Reaction:


• Wiring short ciruit. • Injectors

P0262 P0265 P0268 P0271




P0262 P0265 P0268 P0271



Trouble Shooting


P0262 P0265 P0268 P0271



EGR Description A pulse‐width‐modulated signal is output for the Exhaust Gas Recirculation actuator control. Converting the air control output into duty cycle carries this out. The possible defects are short circuit to battery, ground & no load.

DTC Diagnostic item P‐0403 Open load


Background * The ECU checks current flows in the EGR solenoid

drive circuit when the solenoid is ON and OFF. Range of check, set conditions.

* When the EGR solenoid is turned OFF, no surge voltage is detected.

Normal operation When engine is running per the EGR mapping. • System lamp off after 2 sec. Malfunction • EGR valve will remain open in case of short circuit to

ground fault & remain closed for other fault conditions. Reaction • System lamp will blink. • EGR switched off

* Connector not connected.

* Fuse failure * Wire open * Pin backout * Pins oxidation

.

P0403



P0403



Trouble Shooting

P0403




DTC Diagnostic item P‐0404 Over temperature in the power stage of the ECU





Normal operation When engine is running per the EGR mapping. • System lamp off after 2 sec. Malfunction • The ECU detects overheating of the power stage Reaction • System lamp will blink. • EGR switched off

* Connector loose. * Pin backout * Pins oxidation * EMS ECU failure

P0404



P0404



Trouble Shooting

P0404




DTC Diagnostic item P‐0406 Short circuit to battery





Normal operation When engine is running per the EGR mapping. • System lamp off after 2 sec. Malfunction • The ECU detects short to battery. Reaction • System lamp will blink. • EGR switched off

* Line is short circuit to battery.

* Modulator short to battery.

P0406



P0406



Trouble Shooting

P0406




DTC Diagnostic item P‐0405 Short circuit to ground





Normal operation When engine is running per the EGR mapping. • System lamp off after 2 sec. Malfunction • The ECU detects short to ground in signal. Reaction • System lamp will blink. • EGR switched off

* Line is short circuit to ground. .

P0405. Short circuit to ground Class: 4. Light blink Reaction: EGR switched off Possible cause: Signal line short to ground

P0405



P0405



Trouble Shooting

P0405



ADC Monitoring Description After the start up, the ECU does the calibration for the ADC. If the calibration can not be done within a predefined time, then it is taken as error. After the ADC calibration the conversion time is checked. If that is taking too long then the conversion time out error is registered

DTC Diagnostic item P‐1700 Calibration time out error P 1701 ADC conversion time out error


Background * The EMS ECU has a ADC. The same is checked

during start up Normal operation The calibration and the conversions are done within a predefined tim • System lamp off after 2 sec. Malfunction • There is delay in either the calibration or the

conversion time Reaction • System lamp will be continuously ON. • Engine can not be started

* EMS ECU

.

Trouble Shooting Clear the error. Not clearing‐ attempt 3 times. If still present‐ replace the EMS ECU

P1700 P1701



Fault path of air condition power stage Description – The A/C compressor routes the A/C compressor control signal to the digital power stage output. The power stage is monitored. An error such as short circuit, open circuit or excess temperature, occurring at the power stage is reported. The function routes the control signal for the A/C compressor to the power stage.

DTC Diagnostic item P‐1532 No load

DTC detection condition Probable cause for

malfunction Normal Operation

* AC relay is OFF when the AC switch & blower switch is OFF.

* The ECU checks whether AC switch is ON then it will try to switch ON the AC relay provided blower is ON.

* When AC relay is energized then it will switch ON the AC compressor.

Normal Operation * Ignition switch: ON * Engine is ON * System lamp: OFF after 2Sec * Battery voltage is 8V –16V. * AC switch & blower switches are ON.

Malfunction * ECU not recognizing 12V when AC switch is ON. * ECU output to AC relay has continued to 0.5V or

more. Reaction

* System check lamp will be OFF. * AC will not work.

• Fuse blown. • AC relay • Loose connectors • Open circuit in wire • EMS ECU failure

P-1532



P-1532 P-1532



Trouble Shooting

P-1532




DTC Diagnostic item P‐1533 Over temperature







Malfunction * ECU not recognizing 12V when AC switch is ON. * ECU output to AC relay has continued to 0.5V or

more. Reaction


• AC relay • Loose connectors

P-1533



P-1533



Trouble Shooting

P-1533




DTC Diagnostic item P‐1530 Short circuit to battery. P 1531 Short circuit to ground.







Malfunction * ECU recognizes that the power stage is short to

battery or short to ground Reaction


• Short to Battery − Output from relay

shorted to Batt − Relay

• Short to ground

P-1530 P 1531



P-1530 P 1531



Trouble Shooting P 1530

P 1531

P-1530 P 1531



Battery Description: The system voltage has to guarantee to perform diagnosis functions. The Electronic Control Unit (ECU) monitors battery voltage..

DTC Diagnostic itemP‐0563 P‐0562

SRC Max SRC Min

DTC detection condition Probable cause Detecting Condition

P 0563 P 0562

If Battery Voltage >16.5 Battery Voltage < 8 Volts

Reaction

P 0563 P 0562

Check lamp glows

All Actuators switched off.

EMS ECU switches off

Check lamp glows

Below 10 V‐ EGR off,

Below 11 V‐ ZFC off

Below 10.5 V‐ AC off.

Below 10.5 V‐ Low idle speed is 900 RPM

Below 8 V‐ EMS ECU switches off

P0563 • High charging

circuit. • Loose

connection in charging circuit.

• Wrong battery P0562 • Charging circuit • Leakage current • Battery

condition • Earthing

Test Procedure Battery –

1. Check charging system ( including alternator). 2. Check charging system (including battery) for proper operation. 3. Check if the battery is of the correct specification 4. Refer the charging system section in the Electrical. 5. Charging system OK. ( Voltage during cranking should be at least 9 volts) 6. Check earthing ( near the battery‐ clean the contact and fender for excess

paint/rust

P‐0563 P‐0562



ECU Communication Monitoring Description: Communication between controller and power stage inside the ECU is not OK

DTC Diagnostic item P‐162A Communication error of CJ940



The SPI‐communication is monitored by the CY320 driver.And the chceck sum data is correct.

* . Malfunction

A fault is detected if the received data has incorrect check‐bytes or a data transfer is not possible.

Reaction * System check lamp will be OFF. * ECU off‐ which means engine is OFF. * Restart not possible

• Chip failure.

Reaction: The System Check lamp will be continuously ON. Test Procedure: 1. Switch ON Ignition 2. Using smart tester, clear the ECU faults. 3. Switch OFF Ignition key and wait for 2 minutes. 4. Switch ON Ignition. 5. Using smart tester check whether any of the above mentioned fault is present. 6. If fault is still present, switch OFF ignition. 7. Replace the ECU with a new one and repeat steps 4 & 5. 8. If fault is not present in the new ECU, then the old ECU is defective and has to be sent

back to M&M. 9. Note : Please send CrFr and get approval before step 8

P‐162A



ECU EEPROM Monitoring Description: EEPROM storage device inside ECU is not OK

DTC Diagnostic itemP‐162B P‐162C P‐162D

EEPROM: flash error during last read operation EEPROM: read error during last write operation

EEPROM: write error default value used

DTC detection condition Probable cause for malfunction

Normal Operation During normal operation during shut down the EEPROM can be flashed, read & written‐ this happens during the overrun period.

. Malfunction

P 162B If any sector erase can not happen. P 162C If at least 3 sector can not be read . P 162D If one block can not be written at

least – 3 attempt

Reaction * System check lamp will be OFF. * ECU off‐ which means engine is OFF. * Restart not possible

• EEPROM failure

Reaction: The System Check lamp will be continuously ON. Test Procedure: 1. Switch ON Ignition. 2. Using ‘Smart Tester’, clear the ECU faults. 3. Switch OFF Ignition key and wait for 2 minutes. 4. Switch ON Ignition. 5. Using smart tester check whether any of the above mentioned fault is present. 6. If fault is still present, switch OFF ignition. 7. Replace the ECU with a new one and repeat steps 4 & 5. 8. If fault is not present in the new ECU, then the old ECU is defective and has to be sent

back to M&M. 9. Note : Please send CrFr and get approval before step 8

P‐162B P‐162C P‐162D



ECU ICO Monitoring Description: Communication between controller and power stage inside the ECU is not OK

DTC Diagnostic item P‐1670 Engine ICO ( Injection Cut Off)



During the ICO no injection is taking place Malfunction

* during the overrun monitoring it observes that the injection is taking place (when it is not supposed to do so, it takes cognisance of the injections which are supposed to take place due to ZFC and FBC, this is above that). If it is more than 8 times then the reaction is injection cut off..

Reaction * System check lamp will be ON. * ECU off‐ which means engine is OFF. * Restart not possible

• ECU failure.

Reaction: The System Check lamp will be continuously ON. Test Procedure:

1. Switch ON Ignition 2. Using smart tester, clear the ECU faults. 3. Switch OFF Ignition key and wait for 2 minutes. 4. Switch ON Ignition. 5. Using smart tester check whether any of the above mentioned fault is present. 6. If fault is still present, switch OFF ignition. 7. Replace the ECU with a new one and repeat steps 4 & 5. 8. If fault is not present in the new ECU, then the old ECU is defective and has to be

sent back to M&M. 9. Note : Please send CrFr and get approval before step 8

.

P‐1670



ECU IQA Monitoring Description: Communication between controller and power stage inside the ECU is not OK

DTC Diagnostic item P1737 Check of missing injector adjustment value programming‐ Injector 1 P1738 Check of missing injector adjustment value programming‐ Injector 2 P1739 Check of missing injector adjustment value programming‐ Injector 3 P1740 Check of missing injector adjustment value programming‐ Injector 4



During the ICO no injection is taking place Malfunction

* during the overrun monitoring it observes that the injection is taking place (when it is not supposed to do so, it takes cognisance of the injections which are supposed to take place due to ZFC and FBC, this is above that). If it is more than 8 times then the reaction is injection cut off..

Reaction * System check lamp will be ON. *

• If the IQA code is not entered.

• ECU defective

Trouble Shooting

1. If ECU replaced and not able to enter the IQA values. If the same IQA values can be entered in any other ECU then the complaint is ECU. Replace the ECU. However approval of the TEKliner / TEKhub is compulsory. Submit report in CrFR

Note : The IQA code is a 6 digit code.

P 1737 P 1738 P 1739 P 1740



ECU R2S2 Communication failure Description: Communication between controller and power stage inside the ECU is not OK

DTC Diagnostic item P1638 R2S2 communication failure


malfunction Normal Operation Communication between the controller and power stage

inside the ECU. Malfunction

* Communication failure Reaction

* System check lamp will be OFF.

• ECU failure.

Test Procedure:

1. Switch ON Ignition 2. Using smart tester, clear the ECU faults. 3. Switch OFF Ignition key and wait for 2 minutes. 4. Switch ON Ignition. 5. Using smart tester check whether any of the above mentioned fault is present. 6. If fault is still present, switch OFF ignition. 7. Replace the ECU with a new one and repeat steps 4 & 5. 8. If fault is not present in the new ECU, then the old ECU is defective and has to be

sent back to M&M. 9. Note : Please send CrFr and get approval before step 8

P 1638



Main Relay

DTC Diagnostic itemP‐121A P‐121B

Main relay does not open in time Main relay sticky


• During initialization the main relay actuation time is checked.

• During operation the main relay is checked if the operation is sticky.

Malfunction • If the time is less then the threshold then the main

relay does not open in time is set. Reaction • System check lamp will blink • No ZFC • No FBC.

P 121 B Sticky relay P121A Sticky relay Ignition to relay loose connections

P121A P121B



P121A P121B



Trouble Shooting P 121A

P121B Replace the main relay. Note: If engine not starting and there is no communication with the ECU then it is a main relay failure

P121A P121B




DTC Diagnostic itemP1492 P1493

Maximum positive deviation of rail pressure exceeded Maximum positive deviation of rail pressure exceeded concerning set value PCV


Normal operation The actual rail pressures value is compared with the set value. If the values are within a set limit then it is normal operation.

Malfunction P1492‐ is set when the set point is higher then the actual value. P 1493 is set when: Confirmed positive governor deviation along with confirmed PCV error. Reaction • Check lamp is ON • Torque limitation is ON.

P1493‐ Engine is OFF

Leakages in high pressure side Injector stuck open Worn HPP Worn injector Leaking PCV Leakages in LPC PSP output is low. Leakage between PSP toHPP Fuel filter choked.

.

P 1492 P 1493



P1492

P 1492 P 1493



P 1493

P 1492 P 1493




DTC Diagnostic itemP1494 P1495

. Negative pressure deviation combined with the set value of PCV Minimum rail pressure exceeded.


Normal operation The actual rail pressures value is compared with the set value. If the values are within a set limit then it is normal operation.

Malfunction P 1494 is set when the set value is less then the actual value and combined with set value of PCV P 1495 is set when: minimum rail pressure exceeded Reaction • Check lamp is ON • Engine is OFF

P 1494 − PCV is stuck

closed. − PCV supplied with

power due to electrical problem

− In LPC side if PCV reflux is too high

P 1495 − PCV stuck − PCV supplied with

power due to electrical problem

− In LPC if PCV reflux is too high

P 1494 P 1495



P 1494 P 1495




DTC Diagnostic itemP 1496 Minimum rail pressure exceeded.


Normal operation The rail pressure is normal based on the engine speed.

Malfunction If the rail pressure falls below the threshold based on the engine speed then this error is set. Reaction • Check lamp is ON • Engine is OFF

High Pressure Side Leakages Injection nozzle stuck in open Worn HPP Worn injector Leaking PCV Low Pressure Side Leakage EPK pump output less Filter clogged

Trouble Shooting

P 1496



Sensor Supply Monitoring Sensor supply monitoring 1

DTC Diagnostic item P‐1644 Voltage above upper limit


The ECU monitors the supply voltage to coolant and fuel temperature sensor, rail pressure. Malfunction If there is short Reactions System lamp status for this error is ON.

Shorting between power and earthing.

P 1644



Trouble Shooting: 1 a. Coolant temperature Sensor

Check for Shorting between K 33 & K 11.

P 1644



1 b. Fuel Temperature Sensor

Check for shorting between K 12 to K 34

P 1644



Note: the rail pressure sensor should be changed along with the rail only. Changing only the rail pressure sensor is not recommended.

1. If any wiring is found short then correct / replace the wiring

2. After correcting‐ clear the error code and then confirm if the complaint is still present.

3. If yes, then replace the EMS ECU. Before sending that send the CrFr and take the tekhub/tekliner approval. ( In any case if the ECU is being replaced‐ replace the wiring – even if no visible short to battery or ground is visible.)

P 1644




DTC Diagnostic item P‐1646 Error is sensor supply Monitor 2


The Sensor supplier monitor 2 monitors the supply to APP 2 Malfunction If the monitored voltage is outside the limits then this fault is registered Reactions Check lamp is ON. Vehicle in limp home @ 1200 RPM

Supply wire short to battery.

P 1646



K 40, K60 & K 82 are APP 2

P 1646



Trouble Shooting

P 1646




DTC Diagnostic item P‐1648 Error is sensor supply Monitor 3


The Sensor supplier monitor 2 monitors the supply to APP 1 Malfunction If the monitored voltage is outside the limits then this fault is registered Reactions Check lamp is ON. Vehicle in limp home@ 1200 RPM

Supply wire short to battery.

P 1648



K 40, K60 & K 82 are APP 2

P 1648



Trouble Shooting

P 1648



Continous Torque Monitoring

DTC Diagnostic item P1900 NTP error in ADC monitoring P1901 Sensor supply error for APP P1902 Error in plausibility of the test voltage in ADC monitoring P1903 Error in plausibility of the ratiometry correction in ADC monitoring

DTC Monitored Component P1900 The ADC ( Analog to Digital Controller ) of the micro controller is

monitored P1901 The ADC ( Analog to Digital Controller ) of the micro controller is

monitored This error is registered when the Sensor supply monitoring operation notes an error in sensor supply for the APP

P1902 The ADC ( Analog to Digital Controller ) of the micro controller is monitored Malfunction If the test voltage converted by the ADC does not lie within the limit then it is registered as an error.

P1903 The ADC ( Analog to Digital Controller ) of the micro controller is monitored Malfunction If the ratiometry correction is not plausible then this error is set.

Reaction: Check lamp is ON Engine OFF.

Probable Cause Corrective Action ECU failure 1. Clear the error.

2. IS the error still present 3. If yes, try for at least 3 times. 4. Change the EMS ECU. Submit CrFr and take the TEKhub

approval.

P1900 P1901 P1902 P1903




DTC Diagnostic itemP1904 Error in the plausibility of the function controller and the monitoring

module. P1905 Error due to interrupted SPI communication. P1906 Multiple error in complete ROM test .P0910 Error in the check of the shut‐off path test of the over voltage

detection P1912 Impermissible offset between the engine speed of level 2 and level 1 P1907 Too less bytes received by MM from CPU as response.

DTC Monitored Component P1904 The ADC ( Analog to Digital Controller ) of the micro controller is

monitored Malfunction If there are no active shut off paths and at the same time the error counter has reached the max limit then this error is set

P1905 The ADC ( Analog to Digital Controller ) of the micro controller is monitored Malfunction If there are no active shut off paths and at the same time the error counter has registered

P1906 The ROM is tested during post drive and found OK Malfunction If multiple errors are found then this error is set.

P0910 The voltage monitoring of the CJ945 is found OKMalfunction Irreversible error during over voltage detection of the SOP test

P1912 The voltage monitoring of the CJ945 is found OKMalfunction Impermissible offset between the engine speed of level 2 and level 1plausible

P1907 The monitoring module receives the correct no of bytes from the monitoring module Malfunction If the no of bytes received is less then this error is set.

P1904 P1905 P1906 P0910 P1912 P1907






approval.




DTC Diagnostic item P1908 Error trying to set the MM response time. P1909 Wrong MM time. P190A Expiration of waiting time due to hardware not active. P190B Error in under voltage monitoring.P190C WDA is not working correctly.

DTC Monitored ComponentP1908 MM Response time

The redundant shut off paths are monitored. Once every driving cycle.Malfunction If there is error is setting of the response time in the monitoring module then this error is set

P1909 MM Response time The redundant shut off paths are monitored. Once every driving cycle.Malfunction This error is set if the response time from the CPU to MM is more than the acceptable time limit ( time out)

P190A Hardware not responding The redundant shut off paths are monitored. Once every driving cycle. Malfunction If the power stages are not responding.

P190B Under Voltage Monitoring The redundant shut off paths are monitored. Once every driving cycle. Malfunction During SOP, under voltage is reported.

P190C MM MonitoringThe redundant shut off paths are monitored. Once every driving cycle. Malfunction During SOP, it is found that the monitoring modules WDA is not working correctly




approval.

P1908 P1909 P190A P190B P190C




DTC Diagnostic itemP190D Time out error trying to set or cancelling the alarm task P190E Time out error while requesting an injection P190F Time out error in shut off path.

DTC Monitored ComponentP190D MM Monitoring

The redundant shut off paths are monitored. Once every driving cycle. Malfunction During SOP, it is found that there is a time out error

P190E Injection MonitoringThe redundant shut off paths are monitored. Once every driving cycle. Malfunction While requesting an injection , a time out error is reported

P190F Shut Off Monitoring The redundant shut off paths are monitored. Once every driving cycle. Malfunction While requesting an injection , a time out error is reported




approval.

P190D P190E P190F



Continous Torque Monitoring Accelerator pedal voltages monitoring

DTC Diagnostic itemP1911 Error in plausibility of the Accelerator pedal voltages


The voltage monitoring of the CJ945 is found OK Malfunction If the two voltages detected by ECU are not plausible Reactions Check lamp is ON.

ECU failure ( Can be coupled with the sensor supply voltage failure)

Trouble Shooting Look at the Sensor Supply monitoring failures for APP.

P 1911



Continous Torque Monitoring ET plausibility check

DTC Diagnostic itemP1913 ET plausibility check failure


The voltage monitoring of the CJ945 is found OK Malfunction If the difference between the programmed energizing time and the measured energizing time exceeds a limit then this error will be registerd Reactions Check lamp is ON. Engine switches OFF

1. Wiring from ECU to injector changed.

2. Wrong dataset. 3. ECU failure.

Trouble Shooting

1. Check the wires from the injector to ECU for any fitment ? Change the wiring if suspect.

2.Check the dataset‐ reflash the correct dataset. 3. Change the EMS ECU‐ take the TEKliner/ TEKhub approval before replacing . A CrFr is compulsory.

P 1913



Continous Torque Monitoring ET plausibility check

DTC Diagnostic itemP1914 Error in the plausibility of the start of energising angles


The start of the energizing time is monitored Malfunction If the start of the energizing time is outside the plausible valid range then this error is registered Reactions Check lamp is ON. Engine switches OFF


2. Wrong dataset. 3. EMI interference in

the signal from the Engine speed sensor ( look at the starter motor cable & starter motor condition.)

4. ECU failure. Trouble Shooting


2.Check the dataset‐ reflash the correct dataset. 3. Look for possible EMI interference in signal from the Engine sensor ( possible cause can be starter motor cable or starter motor taking extra load )

4. Change the EMS ECU‐ take the TEKliner/ TEKhub approval before replacing . A CrFr is compulsory.

P 1914



Continous Torque Monitoring ZFC energizing time plausibility check

DTC Diagnostic itemP1915 Error in the plausibility check of the ZFC energizing times.


The maximum plausible energising time of the ZFC results, depending on the rail pressure of level is compared with a curve, while the minimum energizing time is also compared with a curve Malfunction If the actual value is beyond the curves then this error is set Reactions Check lamp is ON. Engine switches OFF


2. Wrong dataset. 3. Injector worn/

stuck 4. ECU failure.

Trouble Shooting


2. Check the dataset‐ reflash the correct dataset. 3. Injector worn or stuck ( do the fuel leak off test)

4. Change the EMS ECU‐ take the TEKliner/ TEKhub approval before replacing . A CrFr is compulsory

P 1915



Symptom Based Diagngosis – SBD # 1 Complaint ‐ Engine not starting Error codes ‐ No error codes. Caution : After dry run : Ignition On for 1 min, off : Do it 3‐5 times & then crank. Even with this engine not starting, loose filter blider screw & Ign on ‐off Presence of Banjo with overflow valve must, other wise engine will not start. No kink in the fuel leak off from Rail Cartridge for Musatng are different. If all are found OK then : Look in Data Packet Group

Note the value. Convert it into binary. See the bit positon and look at the table below

SBD #1



Bit

position of

Conditions to be met

Implication Look at this area

0 The engine speed is above the minimum threshold, but the Pressure built up in the rail is not sufficient.

Problem in low pressure circuit or HPP

LPC including injector back leak, copper washers. HPP to be changed in last step.

1 There is sufficient pressure in the rail but the engine speed is below the minimum threshold Minm cranking RPM : 120‐140

Cranking RPM less

Battery Starter Engine partial seizure

2 There is sufficient pressure build‐up in the rail and the engine speed is above the minimum threshold, but a problem has arisen with the engine synchronization

Synchronization issue

Look at the synchronization label and follow the chart in the next page.

3 There is a reversible shut‐off request The application constant determines which shut‐off conditions are to be taken into account.

Look at the table to find the reason

Please contact tekliner/ tekhub.

4 There is an irreversible shut‐off request

Please contact tekliner/ tekhub.



Synchronization state Code Description 0 INIT: Basic initialization of state machine 1 RECOVER: Resetting the counters 2 TIMEOUT: Engine stops or error case in which all engine speed sensors of system

are defective 3 INTERIMS: Additional asynchronous interrupts which is generated when engine

position is detected based on the time condition of system. 4 WAIT_INC: Plausibility test is done on the events of the redundant sensor system

w/o the mail sensor system delivering events. Interrupts are generated with min. system freq.

5 PHASE_FREQ_CHK: Plausibility test is done on the events of the redundant sensor

system w/o the mail sensor system delivering events. Interrupts are generated with max. system freq.

8 PHASE_PLAUS_CHK: Plausibility test is done on the events of the redundant sensor

system w/o the main system delivering events. 16 POLLING: The overall system behaves frq. Synchronous & waits for further events

to determine the phases. 32 WAIT_PHASE: Waits for the unique positioning by the phase system. 33 VERIFY A unique positioning of the system has occurred. A plausibility test is run

on all sensor systems wrt each other in their status & angle info. 34 RESYNC_OVERFLOW: No unique position was found 35 RESYNC_OFFSET 48 64 POST: The system wait until there is a complete engine stop. 128 VERIFY_BACKUP 129 BACK UP 130 START_BACKUP 131 WAIT_BACKUP: Engine has decelerated. Metering unit no longer be activated.

SBD #1



Symptom Based Diagngosis – SBD # 2. Injector Back leak

Applicable to mDI CRDe

DTC code• None ( Will happen when injectors stuck close) • P1193/P1192 ( Will happen when injectors are stuck open)

Engine Status• Can not be started

State of Starting System Code Synchronization status Code

• 1

• Jumps from 3 to 48

Tools required for Doing the test

• 4 Test tubes with graduations, (capacity 30 to 75 ml) • 4 no rubber tube of 310 mm ( Recommend part number 9350042680 ‐

Engine–Tube Connection Injection Pump)

SBD #2



Caution ‐ The ID of the tube is important; hence please use this part number.

Blow air around the injectors to remove the dust.

Remove injector overflow connector holder clips from all the four injectors.

Remove injector overflow connections from all the four injectors. Do not remove overflow tube connection from the fuel return line ‘T’ joint

Insert injector overflow pipe firmly in Each Injector.

Over flow pipe inserted in the injector.

SBD #2



Insert the pipes open end in to the test tubes as shown in photograph).

If any test tube gets filled during the test, “STOP” the test and Replace

Start engine & repeat test for exactly one minute.

If collected fuel quantity is “** to @@” ml, all injectors are “OK”.

If the fuel quantity in any test tube is more than @@ ml, then the corresponding injector(s) is defective.

Replace the injector

Repeat the test with new replaced

Start Engine.

Idle for 1 minute

Stop the engine

Ignore first reading. Empty the test tubes &

t



The root cause for the injectors stuck open or close is the presence of water in the fuel or poor fuel quality. Investigate & advice the customer accordingly to avoid repeat failure. In case of water – please advise the customer how to drain water when the indicator comes ON. If it is suspected due to poor fuel quality‐ please advise accordingly.

SBD #2



Conformity Check Resistance Values Coolant temperature Sensor/ Fuel Temperature sensor

Temperature Resistance Min kΏ Resistance Max kΏ 10 8.244 10.661 20 2.262 2.76 80 0.304 0.342 100 0.178 0.196

Accelerator pedal Poti 1 Poti 2 Accelerator pedal:‐ 0% 2.160KOhm, 2.672KOhm Accelerator pedal :‐100% 1.321KOhm 2.112KOhm Poti 1 1.2 kΏ ± 0.4 1.7 kΏ ± 0.4

HFM (Air flow)

Air flow R Min(Kohm) R Max (Kohm) ‐10 7.942 9.3 0 5.119 5.892 30 1.573 1.752 60 0.565 0.654 90 0.238 0.285 100 0.184 0.222

Injector Solenoid coil Nominal value: 0.255 Ohm Min: 0.215 Ohm, Max: 0.295 Ohm Measured at 20‐70 degrees centigrade.

diagnostic manual (ems)

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