JAC HFC4DA1-2C engine. Instruction — part 7

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helical metal wire embedded within the magnesium oxide powder (Figure). This helical metal wire is composed of
two resistors in series connection and one heating oil and one control coil are installed on the tip of the heating tube.
The heating coil maintains one resistance almost irrelevant to the temperature and the control coil is made of positive
temperature coefficient (PTC) material. In the new generation heating plug (GSK2), the rise amplitude in the
resistance of control coil is larger than common electric heating plug. With capability of rapidly reaching the
temperature required for ignition (up to 850ºC within 4s) and relatively low constant temperature, new electric heating
plug GSK features outstanding performance. Therefore, the temperature of the electric heating plug is restrained at
one critical value. Therefore, after the start of the engine, the GSKZ electric heating plug can continue to maintain
electrified for 3min. This after-combustion performance improves the noise and exhaust emission of start and
warm-up stages.

The control instrument of the electric heating plug adopts one power relay and the electric switch set to control the
electric heating plug, which control the heating time of electric heating plug and feature the protection and monitoring
functions. Thanks to its diagnosis function, higher grade of electric heating plug control instrument can identify the
malfunction of single electric heating plug and display to the driver. The control input terminal of the electric heating
plug control instrument is connected to the electronic control unit (ECU) via multi-pole plug. To prevent the voltage
drop, the series connection circuit connected to the electric heating plug adopts the threaded pin or connector.

The controlled preheating process and the start process are controlled by the electric heating plug starter switch. The
preheating process is started when the key is turned to “ON” position. When the heating control lamp goes out, the
electric heating plug reaches sufficient temperature and the start process can be conducted. In the subsequent start
process, the fuel drips injected will be atomized and get combusted in the compressed hot air so that the heat released
starts the combustion process.

The after-heating after the successful start can help the warm-up process to form one speed promotion and idle run
with no interruption and little smoke. This can reduce the combustion noise at the cold start. In event of
non-successful start, the protection circuit of the electric heating plug is turned off to prevent the excessive discharge
of the battery.

3) Measurement analysis

4) Malfunction Mode:

Short-circuit or open-circuit of preheating control unit;

Damage of preheating control unit;

5) Troubleshooting:

Use special diagnosis instrument to check the trouble code and determine the malfunction position. Mainly check the
circuit of preheating control unit and determine whether there is short-circuit or open-circuit between circuit and the
grounding wire, whether there is short-circuit or open-circuit to power supply, and whether the circuit is consistent
with the given pin definition.

To preheating

plug

Preheating time feedback

Preheating control unit

Preheating relay

Fuse 5

Power supply

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6. Malfunction indicator lamp

1) Overview

The malfunction indicator lamp is located on the instrument. In event of malfunction of engine control system units,
the engine malfunction indicator lamp will light up to
remind the driver for checking and service by the service
station as soon as possible.

2) Working Principle

The malfunction indicator lamp (MIL) is located on the
instrument panel and is directly powered by the voltage of
battery. The engine control unit (ECU) lights up the
malfunction indicator lamp by grounding the control circuit
of malfunction indicator lamp. When the ignition switch is
turned on but the engine is not started, the malfunction
indicator lamp (MIL) shall light up for 5s and then go out.

Functions of malfunction indicator lamp:

z The malfunction indicator lamp reminds the driver of the occurrence of malfunction. The vehicle shall be

serviced as soon as possible.

z The malfunction indicator lamp lights up during the test of the malfunction indicator lamp.

z If the diagnosis procedure requests to light up the malfunction indicator lamp, one diagnosis trouble code will be

stored.

Light-up of malfunction indicator lamp

z When the ignition switch is turned on but the engine is not started, the malfunction indicator lamp will light up

for 5s and then go out.

z The malfunction indicator lamp goes out after the engine is started.

z If any malfunction is detected by the self-diagnosis system, the malfunction indicator lamp will keep lighted up.

z If no malfunction is detected, the malfunction indicator lamp will go out.

3) Measurement analysis

4) Malfunction Mode

Short-circuit or open-circuit between engine control
unit to instrument circuit.

5) Troubleshooting:

Use Sunray special diagnosis instrument to check the
trouble code and determine the malfunction position.
Mainly check the circuit from engine control unit to

Malfunction indicator lamp

OBD indicator lamp

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instrument circuit and determine whether there is short-circuit or open-circuit between circuit and the grounding wire,
whether there is short-circuit or open-circuit to power supply, and whether the circuit is consistent with the given pin
definition.

7. Diagnosis interface

1) Overview

The diagnosis interface is located in the electric box beneath the driver’s side instrument panel and is used to connect
the special diagnosis instrument.

2) Working Principle

This is one data transmission interface for communication with ECU and is one standard OBD interface.

3) Measurement analysis

4) Malfunction Mode

Short-circuit or open-circuit between engine control unit and diagnosis interface.

Working failure of engine control unit.

5) Troubleshooting:

Use Sunray special diagnosis instrument to check the trouble code and determine the malfunction position. Mainly
check the circuit from engine control unit to diagnosis interface circuit and determine whether there is short-circuit or
open-circuit between circuit and the grounding wire, whether there is short-circuit or open-circuit to power supply,
and whether the circuit is consistent with the given pin definition.

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Chapter IV Engine Diagnosis

Section I.

Precautions

1. Removal/Installation Requirements for Electronic Control Unit (ECU):

z Remove the controller before welding or baking finish;

z When removing the controller, turn off the ignition switch and disconnect the battery from the system at the same

time, in order to avoid damaging the ECU.

z It is not allowed to remove power cord from the battery when the engine or the electrical system is working.

z Large-current equipment such as charger is not allowed to be directly connected to the starting motor.

z Note: The ambient temperature of ECU should not be greater than 75 degree.

2. Cleaning Requirements:

Please observe the following rules before the operation of fuel supply system and fuel injection system:

z The removed components should be placed at clean field and properly covered by the cloth other than fiber type

(cotton cloth or gauze cloth)

3. All types of harness connectors and the connector for diagnostic instrument should be
connected and disconnected only when the ignition switch is turned off:

z When measuring the power voltage or ground wire of the ECU, please ensure the wiring sequence and method is

correct.

z Disconnecting the power cord or the ground wire of the battery from the system or removing ECU harness

connector will result in the loss of diagnosis and self-learning information stored in ECU. (If the vehicle model is
different, the time of retaining Pleas of the ECU is also different after the loss of power.)

4. Please pay attention to the following points when maintaining the fuel supply system (fuel
supply pipe, fuel pump and fuel injection system):

z Please be very careful during installation/removal of fuel pump on the fuel tank with fuel.

z Prepare proper materials around the fuel tank opening to absorb a lot of fuel leaked from it timely..

z Avoid the fuel contacting your body.

z Thoroughly clean the part and its surrounding before loosening a connector.

z Please prevent any fuel from splashing from the loose part and place a rug around the connector.

z If the disassembled parts could not be timely repaired or properly treated, store the parts properly.

z Take the spare parts out of the package only when they are needed to be installed. Do not use unpacked spare

parts and the spare parts in severe damaged package

z Do not damage the O-ring of return pipe when assembling fuel injector return pipe. Coat a little diesel oil on the

O-ring for assembling convenience.

z Do not use the compressed air and do not move the vehicle after the fuel supply system is disassembled.

5. Safety Measures

To prevent the maintenance technicians from being injured and the fuel and ECU being damaged, please pay attention

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to the following points:

z If the engine is working or at the starting speed, it is not allowed to check for any single cylinder failure by the

way of disconnecting the fuel injector harness.

z If the engine needs to be dragged but not started by the starter, such as when you check the engine cylinder

pressure, the harness plug should be disconnected from the crankshaft position (engine speed) sensor and
camshaft position (phase) sensor. After inspection, all sensors should be well connected and system DTCs should
be cleared by using the special diagnostic instrument for JAC commercial vehicles.

z It is not allowed to touch the engine gear train and rotating parts when the engine is at high speed;

z When the engine reaches normal operating temperature, the coolant temperature and pressure of cooling system

is very high; therefore, stop the engine and let the cooling system fully cool down if it is needed to repair the
engine cooling system.

z If the engine compartment relevant maintenance is necessary to be conducted in repairing engine fuel system,

please do it after the engine compartment is fully cooled down.

z Don’t touch the engine cooling fan at any time when the system is normally electrified, for the cooling fan is

likely to be started suddenly.

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Section II. Maintenance Procedures

Fuel system of common rail engine consists of low-pressure delivery pipes and high-pressure oil pipes and maximum
pressure of it is over 1800bar. Some components of fuel injector and HP pump are machined with accuracy of 0.1mm.
Pressure regulation and fuel injection are controlled by engine ECU. In the case of stuck internal needle valve, fuel
injector will maintain open and HP pump keeps operating to supply high-pressure fuel oil. Therefore, excessive fuel
will be sprayed into combustion chamber and this will lead to rapid increase of combustion chamber internal pressure
(over 250bar) and even serious engine damage.

Core component of fuel system possesses very high accuracy and will be easily influenced by dust or tiny foreign
matters. Therefore, the following preparations and procedures should be carried out or there will be a lot of system
failures.

Operation Procedures:

1. It is necessary to keep maintenance site clean (it should be free of dust especially);

2. It is necessary to keep maintenance tools clean (they should be free of oil and foreign matters);

3. Wear ethylene pinafore to prevent hairs, dust and foreign matters from entering engine fuel system. Wash your
hands instead of wear gloves;

4. Prior to fuel system maintenance, carry out the following procedures:

5. If the fault is in HP pump, fuel delivery line or fuel injector, prepare clean special tools and sealing covers and carry
out relevant procedures for engine fuel system. Prior to maintenance, clean relevant areas to engine compartment
completely;

6. Find out faulted parts according to the above operation procedures and replace these parts with parts from OEM;

Carefully listen to customer’s description about
symptoms and faults

Check appearance and connection of wire harness
and connectors in engine compartment

Carry out test procedures with special diagnostic
apparatus (carry out road test when necessary)

Confirm the fault. If the fault is in fuel system,
please carry out Step1~3 above.

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In disassembly or replacement of fuel injector, it is necessary to apply new copper washers and tighten fixing bolts for
fuel injector according to fixed torque at the same time. Otherwise, injection position of fuel injector will deviate from
correct position and this will make engine operation out of control.

7. Apply clean and intact sealing covers on disassembled components and keep them well;

8. After fuel injector replacement, carry out fuel injector matching with special diagnostic apparatus;

9. Keep pressing instruction oil delivery pump on oil-water separator to provide low-pressure line with fuel oil until the
pump can not be pressed any longer.

Attention: Do not start the engine before the pump is filled up.

10. Recheck installed components, connect battery cable and start the engine for engine operation condition
inspection;

11. Apply special diagnostic apparatus to check current faults for existence and eliminate historical faults.

Remove battery negative cable.

For safety reasons: Confirm whether system
pressure is low prior to high-pressure system
disassembly.

Apply special tools and torque wrenches in
calibration.

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Section III. Fault Diagnosis

1. Fault Information Record

Electronic control unit continually monitors sensors, actuators, relevant circuits, MILs, battery voltage and even its
self and carries out reliability tests to sensor output signals, actuator drive signals and internal signals. Once there are
faults in certain link or certain signal is unreliable, electronic control unit sets fault information record in RAM fault
memory immediately. Fault information record is stored in the form of diagnostic trouble code (DTC) and shown in
the sequence of fault occurrence.

Faults can be divided into “steady fault” and “random fault” (such as faults caused by temporary open circuit of
harness or poor contact of connectors) according to fault occurrence frequency.

2. Fault Condition

If duration of an identified fault exceeds set stabilization time for the first time, ECU identifies it as a steady fault and
stores it as a “steady fault”. If the fault disappears, ECU identifies it as a “random fault” and “nonexistent”. If the fault
is identified once again, it is still a “random fault”. However, “existent” historical faults will not influence normal
application of engine.

3. Fault Type

Short to power supply positive pole

Short or open to ground (In the case of pull-up or pull-down resistor for input stage, ECU will identify open circuit
failure of input port as the fault of input port short to power supply positive pole or short to ground)

Unreliable signal

4. Fault Frequency Counter

For every identified fault, there is an individual frequency counter value (HZ). Frequency counter value (Hz)
determines storage time of corresponding fault information record in the memory after fault disappearance (fault
elimination).

For the first time fault identification, it (Hz) is set to be its initial value as 40. If fault condition does not change, this
value will maintain the same forever.

Once identified fault has disappeared and then the condition has been maintained for certain period of time, the value
(Hz) is reduced by 1 after every successful engine start (engine speed exceeds that of engine start completion). At this
moment, ECU recognizes the fault has disappeared but fault information record still exists.

If the fault (such as fault caused by poor contact) appears and disappears frequently, the value (Hz) is increased by 1
but the value will not exceed set upper limit of 100.

When the value (Hz) becomes zero, all fault information records in the fault memory are cleared completely.

5. Fault Alarm

In the case of electronic control system, when there are faults in some important components such as ECU, coolant
temperature sensor, phase sensor, boost pressure sensor, revolution speed sensor, air flow meter, fuel injector, fan relay
and etc, ECU will give alarms via MIL flashing until faults are eliminated.

6. Fault Reading

Fault information records can be brought out from electronic control unit via fault diagnostic apparatus. However,
some faults can be detected only when vehicle reaches corresponding operation condition.

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7. Elimination of Fault Information Record

Fault information records in memory should be cleared after fault elimination. DTC can be cleared with ways as
follows:

When value of ECU frequency counter (Hz) becomes 0, fault information records in fault memory are all cleared
automatically.

In the case of “Fault memory zero clearing” command, fault information records can be cleared with the application
of fault diagnostic apparatus.

8. Fault Detection

After obtaining fault information records with means above, only suspicious positions for fault occurrence are known.
However, this does not mean faults have been detected. Therefore, cause for one fault may be damaged electrical
component (like sensor or actuator or ECU, etc), wire in open circuit, wire short to ground or battery positive pole and
even mechanical failure.

Faults are internal with their external expressions as various symptoms. When symptoms are detected, check fault
information record for existence with fault diagnostic apparatus or flash code first of all and then eliminate
corresponding faults. Finally, detect faults according to engine symptoms.

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Section IV. DTC List

S/N DTC

Meaning

1

P0030

The linear oxygen sensor heater circuit is open.

2

P0031

The linear oxygen sensor heater circuit is short to ground.

3

P0032

The linear oxygen sensor heater circuit is short to battery.

4

P0045

EGR valve circuit is open.

5

P0046

Overtemperature of EGR valve bridge-H chip

6

P0047

EGR valve circuit is short to ground.

7

P0048

EGR valve circuit is short to power supply.

8

P0068

Short-term drifting error in the process of throttle offset self-adaption

9 P0069

The absolute difference between intercooler downstream air pressure and ambient
pressure is unreliable.

10

P0070

Reliability check function for ambient temperature

11

P0072

Too low ambient temperature

12

P0073

Too high ambient temperature

13

P0087

The minimum rail pressure is below the lower limit.

14

P0088

The maximum rail pressure is above the upper limit.

15

P0097

The signal level of intercooler downstream temperature is too low.

16

P0098

The signal level of intercooler downstream temperature is too high.

17

P00BE

The original value of fuel rail pressure is incoherent.

18

P0100

The supply voltage of air flow sensor exceeds the limit.

19

P0101

Timeout error of air flow sensor hardware signal

20

P0102

The sensitivity deviation of air flow sensor is below the lower limit.

21

P0103

The sensitivity deviation of air flow sensor is above the upper limit.

22

P010C

The signal level measured by air flow sensor is too low.

23

P010D

The signal level measured by air flow sensor is too high.

24

P0112

The voltage is below the lower limit of intake air temperature sensor.

25

P0113

The voltage is above the upper limit of intake air temperature sensor.

26

P0116

Error reported in dynamic reliability test of coolant temperature sensor

27

P0117

Coolant temperature signal level is too low (downstream).

28 P0118

Coolant

temperature

signal level is too high (downstream).

29

P0119

Error reported in static reliability test of coolant temperature sensor

30

P0122

The signal level of accelerator pedal position sensor 1 is relatively low.

31

P0123

The signal level of accelerator pedal position sensor 1 is relatively high.

32

P0127

The signal level of air temperature sensor is relatively high.

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S/N DTC

Meaning

33

P0128

Closed-loop control is actuated due to too low coolant temperature.

34

P0131

Oxygen sensor IAIPUNVG point is short to ground.

35

P0132

Oxygen sensor IAIPUNVG point is short to battery.

36

P0168

The signal level of fuel temperature sensor is relatively high.

37

P0182

The signal level of fuel temperature sensor is below the lower limit.

38

P0183

The signal level of fuel temperature sensor is above the upper limit.

39

P0191

The uncorrected rail pressure value is above the upper limit of drift.

40

P0192

The voltage of fuel rail pressure sensor is below the lower limit.

41

P0193

The voltage of fuel rail pressure sensor is above the upper limit.

42

P0194

The uncorrected rail pressure value is below the lower limit of drift.

43

P0195

Engine oil temperature signal fault on CAN

44

P0196

The oil temperature signal is unreliable.

45

P0197

The oil temperature signal level is too low.

46

P0198

The oil temperature signal level is too high.

47 P0201

The

1

st

cylinder fuel injector circuit is open.

48 P0202

The

2

nd

cylinder fuel injector circuit is open.

49 P0203

The

3

rd

cylinder fuel injector circuit is open.

50 P0204

The

4

th

cylinder fuel injector circuit is open.

51 P0205

The

5

th

cylinder fuel injector circuit is open.

52 P0206

The

6

th

cylinder fuel injector circuit is open.

53 P020A

An error is reported when the time for electrifying the 1

st

cylinder reaches to the

maximum.

54 P020B

An error is reported when the time for electrifying the 2

nd

cylinder reaches to the

maximum.

55 P020C

An error is reported when the time for electrifying the 3

rd

cylinder reaches to the

maximum.

56 P020D

An error is reported when the time for electrifying the 4

th

cylinder reaches to the

maximum.

57 P020E

An error is reported when the time for electrifying the 5

th

cylinder reaches to the

maximum.

58 P020F

An error is reported when the time for electrifying the 6

th

cylinder reaches to the

maximum.

59

P0215

Avoid resonance of double mass flywheel when stopping.

60

P0219

Overspeed protection for engine parts

61

P0222

The signal level of accelerator pedal position sensor 2 is relatively low.

62

P0223

The signal level of accelerator pedal position sensor 2 is relatively high.

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S/N DTC

Meaning

63

P022A

EGR valve circuit is open.

64

P022B

EGR valve circuit is short to ground.

65

P022C

EGR valve circuit is short to power supply.

66 P022E

The signal level at the output position of EGR cooling bypass valve position sensor
is below the lower limit.

67 P022F

The signal level at the output position of EGR cooling bypass valve position sensor
is above the upper limit.

68

P0234

The actual air intake flow is greater than the target set by system.

69 P0237

The original voltage of intercooler downstream air pressure sensor is below the
lower limit.

70 P0238

The original voltage of intercooler downstream air pressure sensor is above the
upper limit.

71

P023D

The long-term jitter of EGR valve exceeds the limit.

72

P023E

The short-term jitter of EGR valve exceeds the limit.

73 P024A

An error is reported when the temperature of EGR cooler bypass valve in
electrifying phase is too high.

74 P024E

The signal level measured by EGR cooler bypass valve position sensor is below the
limit.

75 P024F

The signal level measured by EGR cooler bypass valve position sensor is above the
limit.

76

P0251

The fuel metering unit circuit is open.

77

P0252

The temperature of fuel metering unit driver module is too high.

78

P0253

The fuel metering unit circuit is short to ground.

79

P0254

The fuel metering unit circuit is short to power supply.

80

P0255

Poor contact between ECU and fuel metering unit

81

P025C

The voltage of fuel metering unit is below the lower limit.

82

P025D

The voltage of fuel metering unit is above the upper limit.

83

P0263

An error is reported when the electrifying time reaches to the maximum.

84

P0266

An error is reported when the electrifying time reaches to the maximum.

85

P0269

An error is reported when the electrifying time reaches to the maximum.

86

P0272

An error is reported when the electrifying time reaches to the maximum.

87

P0275

An error is reported when the electrifying time reaches to the maximum.

88

P0278

An error is reported when the electrifying time reaches to the maximum.

89

P0299.

The positive deviation of pressure controller is above the upper limit.

90

P0335

No signal from crankshaft

91

P0336

Crankshaft speed signal is irrational.

92

P0339

Camshaft speed signal is irrational.

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S/N DTC

Meaning

93

P0340

No signal from camshaft

94

P0341

The offset angle of camshaft is too large.

95

P0380

The preheating indicator light output circuit is high.

96

P0382

The preheating indicator light output circuit is low.

97

P0383

EGR valve circuit is short to ground.

98

P0384

EGR valve circuit is short to power supply.

99

P0401

The actual air intake flow is greater than the target set by system.

100

P0402

The actual air intake flow is less than the target set by system.

101

P0403

Overtemperature of EGR valve bridge-H chip

102

P0404

The short-term jitter of EGR valve exceeds the limit.

103

P0405

The original voltage of EGR valve sensor signal is below the lower limit.

104

P0406

The original voltage of EGR valve sensor signal is above the upper limit.

105

P0409

EGR valve circuit is open.

106

P040C

The signal level of EGR cooler downstream temperature sensor is relatively low.

107

P040D

The signal level of EGR cooler downstream temperature sensor is relatively high.

108 P0426 Upstream

temperature

fault of oxidation catalytic converter

109 P0427

The signal level of upstream temperature of oxidation catalytic converter is
relatively low.

110 P0428

The signal level of upstream temperature of oxidation catalytic converter is
relatively high.

111

P0480

EGR valve circuit is open.

112

P0481

EGR valve circuit is open.

113

P0483

Overtemperature of EGR valve bridge-H chip

114

P0484

Overtemperature of EGR valve bridge-H chip

115

P0487

CJ945 Power level no-load fault

116

P0488

CJ945 Overheating fault

117

P0489

EGR valve circuit is short to ground.

118

P0490

EGR valve circuit is short to power supply.

119 P0500 Wheel

fault

120

P0501

Unreliable vehicle speed

121

P0503

Signal of speed sensor exceeds the upper limit.

122 P0504 Unreliable

brake

signal

123

P0520

Engine oil pressure signal fault on CAN

124

P0521

The maximum oil pressure signal is unreliable.

125

P0522

The signal level of oil pressure sensor is relatively low.

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S/N DTC

Meaning

126

P0523

The signal level of oil pressure sensor is relatively high.

127

P0524

The minimum oil pressure signal is unreliable.

128

P0532

The signal level measured by A/C coolant pressure sensor is too low.

129

P0533

The signal level measured by A/C coolant pressure sensor is too high.

130

P0537

The signal level of A/C evaporator’s temperature is relatively low.

131

P0538

The signal level of A/C evaporator’s temperature is relatively high.

132

P0562

The signal level of battery voltage sensor is too low.

133

P0563

The signal level of battery voltage sensor is too high.

134 P0571 False

brake

signal

135

P0575

The analog cruise control signal is unreliable.

136

P0576

The analog cruise control signal level is too low.

137

P0577

The analog cruise control signal level is too high.

138

P0578

The analog cruise control button is stuck.

139

P0607

Cy320 Hardware error reported

140

P060A

Error reported in monitoring too high voltage

141

P060D

The accelerator pedal voltage signal is unreliable.

142

P0611

The injection frequency is limited by system.

143

P061B

Error reported in torque comparison

144 P061C

The deviation difference between the engine speed signals obtained from the 1

st

level

and the 2

nd

level is too large.

145

P061D

The set value of air system is limited by the torque limit of the function control unit.

146

P061F

Error reported in the process of throttle offset self-adaption

147

P0627

The control line of priming fuel pump is open.

148

P0628

The control line of priming fuel pump is short to ground.

149

P0629

The control line of priming fuel pump is short to power supply.

150

P062A

Overheating of priming pump

151 P062B

The set value of fuel injection amount is limited by the torque limit of the function
control unit.

152

P062F

Error reported in EEP read-write

153

P0643

The sensor power supply monitoring fault 1

154

P0645

The compressor circuit is open.

155

P0646

The compressor circuit is short to ground in electrifying phase.

156

P0647

The compressor circuit is short to power supply in electrifying phase.

157

P0650

EGR valve circuit is open.

158

P0653

The sensor power supply monitoring fault 2

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S/N DTC

Meaning

159

P0660

The positive deviation of throttle controller exceeds the upper limit for a long time.

160

P0661

The Port 1 of EGR valve bridge-H chip is short to ground.

161

P0662

The Port 1 of EGR valve bridge-H chip is short to power supply.

162

P0663

Short circuit / overload of EGR valve bridge-H

163

P0664

The Port 2 of EGR valve bridge-H chip is short to ground.

164

P0665

The Port 2 of EGR valve bridge-H chip is short to power supply.

165

P0668

The voltage of ECU temperature sensor is below the lower limit.

166

P0669

The voltage of ECU temperature sensor is above the upper limit.

167

P0670

EGR valve circuit is open.

168

P0686

The main relay opens too early.

169

P0687

The main relay opens too late.

170

P0691

EGR valve circuit is short to power supply.

171

P0692

EGR valve circuit is short to ground.

172

P0693

EGR valve circuit is short to power supply.

173

P0694

EGR valve circuit is short to ground.

174

P0699

The sensor power supply monitoring fault 3

175 P0704 Clutch

signal

error

176

P0737

Then engine speed output signal circuit is open.

177

P0738

Then engine speed output signal circuit is short to ground.

178

P0739

Then engine speed output signal circuit is short to power supply.

179

P0A32

Parking counter error

180

P1000

The long-term jitter of EGR valve exceeds the limit.

181

P1001

The relief valve reaches to the maximum permissible opening position.

182

P1002

The relief valve reaches to the maximum permissible opening time.

183

P1003

The average fuel rail pressure regulated by relief valve is out of the range.

184

P1004

Check the flow equilibrium if the relief valve is opened normally.

185

P1005

The relief valve opens.

186

P1006

The relief valve is forced open to implement the pressure shock.

187 P1007

The torque in MAP for torque and fuel conversion does not increase along the fuel
direction strictly and monotonically.

188

P1008

PhyMod_trq2qBas_MAP contains non-strict and non-monotonic Q curve.

189

P1011

The positive deviation of rail pressure is above the upper limit.

190

P1012

The negative deviation of rail pressure is below the lower limit.

191

P1013

The maximum negative deviation of rail pressure is below the lower limit.

Maintenance manual for sunray hfc4da1-2c china-IV diesel engines

113

S/N DTC

Meaning

192

P1020

The heating drive circuit of fuel filter is open.

193

P1021

The heating drive circuit of fuel filter is short to power supply.

194

P1022

The heating drive circuit of fuel filter is short to ground.

195

P102A

The signal level of ambient pressure sensor is relatively high.

196

P102B

The signal level of ambient pressure sensor is relatively low.

197

P102C

The signal level of ambient temperature sensor is relatively high.

198

P102D

The signal level of ambient temperature sensor is relatively low.

199

P1030

Overtemperature of EGR valve bridge-H chip

200

P1031

Short circuit / overload of EGR valve bridge-H

201

P1032

Overcurrent of EGR valve bridge-H based on temperature

202

P1033

Under-voltage of EGR valve bridge-H

203

P1034

The EGR valve in closed status is stuck.

204

P1035

The EGR valve in open status is stuck.

205

P1036

The long-term jitter of EGR valve exceeds the limit.

206

P1037

An error is reported when the EGR valve is stuck in closing or opening.

207

P1038

The physical value of EGR valve position sensor is too high.

208

P1039

The physical value of EGR valve position sensor is too low.

209

P103A

The signal level of intercooler downstream temperature is relatively high.

210

P103B

The signal level of intercooler downstream temperature is relatively low.

211

P103C

EGR valve offset is unreliable.

212

P103D

The positive deviation of regeneration controller is above the limit.

213

P103E

The positive deviation of regeneration controller is below the limit.

214

P1040

Overheating of throttle bridge-H

215

P1041

Short circuit / overload of throttle bridge-H

216

P1042

Overtemperature caused by overcurrent of throttle bridge-H

217

P1043

Long-term deviation in the process of throttle self-adaption

218

P1044

Output circuit 2 of throttle bridge-H is short to ground.

219

P1045

Under-voltage of throttle bridge-H

220

P1046

Output circuit 2 of throttle bridge-H is short to power supply.

221

P1047

The physical value of throttle position is below the lower limit.

222

P1048

The throttle circuit is short to ground.

223

P1049

The physical value of throttle position is above the upper limit.

224

P104A

The throttle circuit is short to power supply.

225

P1060

OBD General fault 1