JAC HFC4DA1-2C engine. Service Manual — part 9

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

130

3.

DTC

P0087

The fuel pressure is below the lower limit.

P0088

The fuel pressure is above the upper limit.

P0191

The forward drift of common rail pressure sensor is too large.

P0192

The common rail pressure sensor output voltage is below the lower limit (the wiring
is short to ground).

P0193

The common rail pressure sensor output voltage is above the upper limit (the
wiring is open or short to high level).

P0194

The reverse drift of common rail pressure sensor is too large.

P1011

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

P1012

The positive deviation of rail pressure control exceeds the upper limit greatly.

P1013

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

Fault Description: The common rail pressure sensor shall make response to the change of fuel pressure in common
rail pipe. The pressure changes with the engine load. The ECU shall supply 5V voltage to the 5V reference voltage
circuit of common rail pressure sensor and also supply grounding for the low reference voltage circuit. The common
rail pressure sensor shall provide a signal that is related to the change of fuel pressure in common rail pipe to ECU via
the common rail pressure sensor signal circuit. When the fuel pressure in common rail pipe is relatively low (for
example: during idling period), the low level signal voltage shall be detected by the ECU. When it is relatively high
(for example: with the accelerator pedal fully open (WOT)), the high level signal voltage shall be detected. The
common rail pressure sensor provides an important parameter for determining engine operation. When its signal is
lost, the engine shall stop operation. The common rail pressure sensor includes the following circuits:

z A 5V reference voltage circuit

z A low reference voltage circuit

z A common rail pressure sensor signal circuit

If the common rail pressure sensor signal detected by ECU is beyond the set range, relevant DTC shall be generated.

Diagnosis Hint: When the ignition switch is turned on with engine off, the pressure in common rail pipe is zero and
the signal voltage level is low. By comparing the readings with those of the same sensor that is known good, the
accuracy of the suspicious sensor can be checked. Their difference should be no more than 0.4V. Perform overall
inspection for common rail pressure sensor to see if it is damaged.

During engine starting, any pressure change in the common rail pipe should be detected by the common rail pressure
sensor, through which, we can determine if the sensor is stuck at a certain value.

The normal common rail pressure sensor shall make quick response to the change of accelerator pedal position, so its
slow action should not appear or it should not act slower than the change of accelerator pedal position.

Common rail

pressure sensor

5V power supply

Rail pressure signal

Ground

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Terminal ECU

A06

Power supply terminal of common rail pressure sensor

A52

Signal terminal of common rail pressure sensor

A40

Ground terminal of common rail pressure sensor

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Fault Tree:

Read DTC.

Fault of fuel metering unit

Repair accordingly.

Check the common rail pressure

sensor.

Fault of common rail pressure

sensor

Repair accordingly.

Repair accordingly.

Fault of the low pressure oil

circuit

Fault of the high pressure oil

circuit

Repair the harness.

Get the Technical Support.

Check the low pressure oil circuit

by referring to fault tree of “Low

Pressure Oil Circuit”.

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Inspection for Low Pressure/Hig

h Pressure Oil Circuit:

Low pressure oil circuit

Check fuel tank supply. Only checking the fuel tank

level indicator is not enough, for its indication may

be invalid.

Is there no fuel in the fuel tank?

Add fuel.

Check the status and function of manual pump.

Fault of manual pump

Repair accordingly.

Visually inspect the low pressure pipeline (leakage,

coordination, connection)

Repair accordingly.

Fault of low pressure pipeline

Ensure there is no air bubble in the low pressure oil

circuit.

Is there air in the oil circuit?

Find out where the air comes from

and repair the system, and then clean

the fuel pipe.

Ensure the diesel filter model and the connection of

fuel inlet and outlet are correct.

Incorrect signal or connection

Replace the current filter with the

original one or connect the inlet and

outlet pipes of filter correctly.

Repair accordingly.

High pressure oil circuit

Make diagnosis for the high pressure oil circuit in

strict accordance with the diagnostic procedures for

high pressure oil circuit.

Is there any problem?

The high pressure oil circuit is intact.

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4.

DTC

P0116

The dynamic characteristics of coolant temperature sensor are unreliable.

P0117

The coolant temperature sensor output voltage is below the lower limit (the
wiring is short to ground).

P0118

The coolant temperature sensor output voltage is above the upper limit (the
wiring is open or short to high level).

P0119

The static characteristics of coolant temperature sensor are unreliable.

Fault Description: The engine coolant temperature (ECT) sensor is a kind of negative temperature coefficient
variable resistor, which can measure the engine coolant temperature. Its resistance shall decrease with the increase of
temperature, so the signal value input into ECU in the form of voltage shall decrease accordingly. The voltage signal
range is 0-5V. The ECU searches the characteristic curve of the sensor and converts it into engine coolant temperature.
The diagnostic module of engine coolant temperature sensor shall make fault judgment based on this temperature
value. The ECU shall supply 5V voltage to the signal circuit of engine coolant temperature sensor and also supply
grounding for the low reference voltage circuit. If the signal voltage of engine coolant temperature sensor detected by
ECU is too low (indicating the temperature is too high), or too high (indicating the temperature is too low), relevant
DTC shall be generated.

The following table illustrates the difference among temperature, resistance and voltage.

Engine coolant temperature

Resistance of coolant temperature

sensor

Signal voltage of coolant temperature

sensor

Low High High

High Low Low

Diagnosis Hint:

Overheating may result in generation of this DTC. After the engine is started, the temperature of engine coolant
temperature sensor should increase steadily and become stable after the thermostat is disconnected. Test the engine
coolant temperature sensor under different temperature to check for any error of sensor. If any, the error may result in
failure of control performance. After the engine is laid up for a night, the indication difference between IAT sensor and
engine coolant temperature sensor should be within 3°C (5°F). Refer to “Temperature and Resistance”.

Check for the following conditions:

Poor contact between ECU and engine coolant temperature sensor – Check the harness connector for:

− Loose terminal

− Poor matching and connection

− Breakage of keeper

− Distortion or damage of terminal

Coolant temperature

sensor

Coolant temperature

signal (High)

Coolant temperature

signal (Low)

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− Poor contact between terminal and wire

Check the harness for any damage. If the harness appears normal, observe the ECT indication on the diagnostic tool
while moving relevant connector and harness of ECT sensor. If the ECT indication changes, there must be failure in
that part. If the DTC won’t appear again, the fault record data can be used for determining the self-diagnostic code and
the running mileage after the previous setting can be used for determining the occurrence frequency of that condition,
which can facilitate the troubleshooting for overheating.

After the engine is started, the engine coolant temperature shall increase steadily to about 90°C (194°F) and then
become stable after the thermostat is disconnected.

Terminal ECU

A37

Signal terminal of ECT sensor

A50

Ground terminal of ECT sensor

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Fault Tree:

Check the sensor connection.

Connector fault

Repair accordingly.

Repair accordingly.

Replace the sensor.

Detect the sensor resistance. (Is it consistent with

the vehicle condition?)

Fault of sensor resistance

Fault of ECU connector

Check continuity and insulating property.

Electrical fault

Repair the harness.

Replace the component.

Does the problem still exist?

Get the Technical Support.

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5.

DTC

P0122

The output voltage of accelerator pedal potentiometer 1 is below the lower limit.

P0123

The output voltage of accelerator pedal potentiometer 1 is above the upper limit.

P0222

The output voltage of accelerator pedal potentiometer 2 is below the lower limit.

P0223

The output voltage of accelerator pedal potentiometer 2 is above the upper limit.

Fault Description: The accelerator pedal assembly consists of two accelerator pedal position (APP) sensor. The APP
sensors are installed on the pedal assembly and are not repairable. The APP sensor shall supply a signal voltage that
changes with the accelerator pedal position. The ECU shall supply an individual 5V reference voltage circuit and a
low level reference voltage circuit to each APP sensor. With the pedal depressed, the signal voltage of APP sensor 1
shall increase, viz. increasing from about 0.7V (at the released position) to above 4V (at the fully depressed position).
With the pedal depressed, the signal voltage of APP sensor 2 shall increase, viz. increasing from about 0.3V (at the
released position) to above 2V (at the fully depressed position).

APP sensor 1 and 2 are installed in the accelerator pedal assembly. Each one consists of the following circuits:

z A 5V reference voltage circuit

z A low reference voltage circuit

z A signal circuit

With those circuits, the APP sensors can provide the signal voltage that is proportional to the displacement of
accelerator pedal to the ECU. Two processors, located in the ECU, are adopted to monitor the data of throttle actuator
control system. Each signal circuit shall provide the signal voltage that is proportional to the displacement of
accelerator pedal to two processors. Those two processors shall monitor each other to verify whether the indicated
value of pedal position is correct or not. The test method of ECU is: making the signal of APP sensor 2 lower
instantaneously to see if the signal of APP 1 is also made lower.

Diagnosis Hint: During testing, if it is necessary to detect the ECU harness connector or component harness
connector, a diagnostic connector should be adopted to test the adapter component.

If several DTCs appear simultaneously, please check if the signal circuits for APP sensor 1 and 2 are short to each
other.

Electronic

accelerator pedal

Power supply of sensor

1

Ground of sensor 1

Signal 1

Power supply of sensor

2

Signal 2

Ground of sensor 2

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

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Terminal ECU

K28

Power supply terminal of APP sensor 1

K81

Signal terminal of APP sensor 1

K67

Ground terminal of APP sensor 1

K22

Power supply terminal of APP sensor 2

K60

Signal terminal of APP sensor 2

K58

Ground terminal of APP sensor 2

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Fault Tree:

Repair accordingly.

Repair the harness.

Repair accordingly.

Replace the component.

Check the component connector.

Connector fault

Visually check the component.

Component fault

ECU connector fault

Check continuity and insulating property.

Electrical fault

Replace the component.

Does the problem still exist?

Get the Technical Support.

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6.

DTC P0201

The

1

st

cylinder fuel injector circuit is open.

P0263

Other errors of the 1

st

cylinder fuel injector

P1200

The forward error correction of the 1

st

fuel injector is too large.

P1201

The reverse error correction of the 1

st

fuel injector is too large.

P120C

The dynamic forward error correction of the 1

st

fuel injector is too large.

P120D

The dynamic reverse error correction of the 1

st

fuel injector is too large.

P1233

Other errors of the 1

st

cylinder fuel injector

P1234

Other errors of the 1

st

cylinder fuel injector

P1235

Other errors of the 1

st

cylinder fuel injector

P1613

The electrifying time detected by galloping prevention monitor is too long.

Fault Description: The ECU controls the switching-on circuit of fuel injector directly. The ECU controls the time for
switching on each fuel injector via adopting a device named “Driver” to supply PWM current to each fuel injector
control circuit. The driver owns a feedback circuit, which is monitored by ECU to verify if the control circuit is open
or short. If any failure in the fuel injector control circuit is detected by ECU, the fuel injector control circuit DTC shall
be generated.

Diagnosis Hint: For the failure in wire connector shall trigger the setting of DTC, be sure to check the connectors
relevant to this diagnostic procedure for short circuit of terminal or poor contact of wire, prior to replacement of any
component. Observe the state parameter of relevant fuel injector on the diagnostic tool while shaking the wire and
connector relevant to the test. If any intermittent failure is existed in the tested wire or connector, the relevant failure
shall be displayed on the diagnostic tool.

Performing compression test is helpful for locating the intermittent failure.

Terminal ECU

A16 1

st

fuel injector “High”

A47 1

st

fuel injector “Low”

1

st

cylinder fuel injector “High”

1

st

cylinder fuel injector “Low”

1

st

cylinder

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Fault Tree:

Turn off the ignition switch and check the fuel

injector connector.

Connector fault

Repair accordingly.

Disconnect the fuel injector and turn on the ignition

switch.

Does the problem still exist?

Refer to “Inspection of Fuel Injector

Wiring” listed below.

Clear the DTC, turn off the ignition switch, reconnect

the fuel injector and turn on the ignition switch.

Does the problem reoccur?

Replace relevant fuel injector and

update the ECU data.

Repeat the above procedures for other fuel injectors.

Check the wiring of fuel injector.

Check the ECU connector.

Connector fault

Repair accordingly.

Repair the harness.

Check continuity and insulating property.

Electrical fault

Get the Technical Support.

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7.

DTC P0202

The

2

nd

cylinder fuel injector circuit is open.

P0264

The low end of the 2

nd

fuel injector is short to the high end.

P0265

The low end of the 2

nd

fuel injector is short to the high level.

P0266

Other errors of the 2

nd

cylinder fuel injector

P1202

The forward error correction of the 2

nd

fuel injector is too large.

P1203

The reverse error correction of the 2

nd

fuel injector is too large.

P120E

The dynamic forward error correction of the 2

nd

fuel injector is too large.

P120F

The dynamic reverse error correction of the 2

nd

fuel injector is too large.

P1236

Other errors of the 2

nd

cylinder fuel injector

P1237

Other errors of the 2

nd

cylinder fuel injector

P1238

Other errors of the 2

nd

cylinder fuel injector

Fault Description: The ECU controls the switching-on circuit of fuel injector directly. The ECU controls the time for
switching on each fuel injector via adopting a device named “Driver” to supply PWM current to each fuel injector
control circuit. The driver owns a feedback circuit, which is monitored by ECU to verify if the control circuit is open
or short. If any failure in the fuel injector control circuit is detected by ECU, the fuel injector control circuit DTC shall
be generated.

Diagnosis Hint:

For the failure in wire connector shall trigger the setting of DTC, be sure to check the connectors relevant to this
diagnostic procedure for short circuit of terminal or poor contact of wire, prior to replacement of any component.
Observe the state parameter of relevant fuel injector on the diagnostic tool while shaking the wire and connector
relevant to the test. If any intermittent failure is existed in the tested wire or connector, the relevant failure shall be
displayed on the diagnostic tool.

Performing compression test is helpful for locating the intermittent failure.

Terminal ECU

A02 2

nd

fuel injector “High”

A31 2

nd

fuel injector “Low”

2

nd

cylinder fuel injector “High”

2

nd

cylinder fuel injector “Low”

2

nd

cylinder

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Fault Tree:

Turn off the ignition switch and check the fuel

injector connector.

Connector fault

Repair accordingly.

Disconnect the fuel injector and turn on the ignition

switch.

Does the problem still exist?

Refer to “Inspection of Fuel Injector

Wiring” listed below.

Clear the DTC, turn off the ignition switch, reconnect

the fuel injector and turn on the ignition switch.

Does the problem reoccur?

Replace relevant fuel injector and

update the ECU data.

Repeat the above procedures for other fuel injectors.

Check the wiring of fuel injector.

Check the ECU connector.

Connector fault

Repair accordingly.

Check continuity and insulating property.

Electrical fault

Repair the harness.

Get the Technical Support.

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8.

DTC P0203

The

3

rd

cylinder fuel injector circuit is open.

P0267

The low end of the 3

rd

fuel injector is short to the high end.

P0268

The low end of the 3

rd

fuel injector is short to the high level.

P0269

Other errors of the 3

rd

cylinder fuel injector

P1204

The forward error correction of the 3

rd

fuel injector is too large.

P1205

The reverse error correction of the 3

rd

fuel injector is too large.

P1210

The dynamic forward error correction of the 3

rd

fuel injector is too large.

P1211

The dynamic reverse error correction of the 3

rd

fuel injector is too large.

P1239

Other errors of the 3

rd

cylinder fuel injector

P123A

Other errors of the 3

rd

cylinder fuel injector

P123B

Other errors of the 3

rd

cylinder fuel injector

Fault Description: The ECU controls the switching-on circuit of fuel injector directly. The ECU controls the time for
switching on each fuel injector via adopting a device named “Driver” to supply PWM current to each fuel injector
control circuit. The driver owns a feedback circuit, which is monitored by ECU to verify if the control circuit is open
or short. If any failure in the fuel injector control circuit is detected by ECU, the fuel injector control circuit DTC shall
be generated.

Diagnosis Hint: For the failure in wire connector shall trigger the setting of DTC, be sure to check the connectors
relevant to this diagnostic procedure for short circuit of terminal or poor contact of wire, prior to replacement of any
component. Observe the state parameter of relevant fuel injector on the diagnostic tool while shaking the wire and
connector relevant to the test. If any intermittent failure is existed in the tested wire or connector, the relevant failure
shall be displayed on the diagnostic tool.

Performing compression test is helpful for locating the intermittent failure.

Terminal ECU

A01 1

st

fuel injector “High”

A46 1

st

fuel injector “Low”

1

st

fuel injector “High”

1

st

fuel injector “Low”

3

rd

cylinder

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Fault Tree:

Turn off the ignition switch and check the fuel

injector connector.

Connector fault

Repair accordingly.

Disconnect the fuel injector and turn on the ignition

switch.

Does the problem still exist?

Refer to “Inspection of Fuel Injector

Wiring” listed below.

Clear the DTC, turn off the ignition switch,

reconnect the fuel injector and turn on the ignition

switch.

Does the problem reoccur?

Replace relevant fuel injector and

update the ECU data.

Repeat the above procedures for other fuel injectors.

Check the wiring of fuel injector.

Check the ECU connector.

Connector fault

Repair accordingly.

Check continuity and insulating property.

Electrical fault

Repair the harness.

Get the Technical Support.