Chery QQ6 (UMC EFI for 473F Engine). Service Manual — part 2
wrapping material with care only when installing. The viser can be taken off only when the fuel
pump is to be installed. Takeoff of the filter net at fuel inlet is absolutely not allowed. The foreign
material that enters the fuel inlet of the fuel pump or the filter net may lead to damage of the fuel
pump.
8.5 Failure effects and judgment method
l Failure effect: strong running noise, poor acceleration, failure to start (starting difficulties) etc.
l Reasons for general failures: use of inferior fuel leads to:
1. Accumulated colloid became insulation layer;
2. Fuel pump bushing and armature blocked;
3. Components of fuel level sensor eroded.
l Maintenance precautions:
1. The electric fuel pump has different flow according to the requirement of engine. The pump
with same shape and possible to assemble perhaps is not available. For service, the part number of
replaced fuel pump must be in conformity with the original ones;
2. Do not run the pump at dry status to prevent the pump from accident;
3. Please pay attention to take cleaning measures for fuel tank and pipeline and replace fuel
filter in case replace fuel pump.
Simple measurement method:
1. With the joint removed, swift the digital multimeter on ohm shift, connect the two meter pens
to two pins of pump respectively to measure the inner resistance, it is indicated that is not at zero or
infinite (that is non short circuit, open circuit status).
2. With the joint connected, connect the fuel pressure gauge onto the sucker, start the engine
and then observe if the fuel pump works; if the fuel pump does not run, check if mains voltage is
present at “+” pin; if the fuel pump works, under idling mode, check if the fuel pressure is about
400kPa.
9. Injector
9.1 Function of injector:
ECU controls the coil of the injector through pulse to make the injector open or close, so that,
appropriate fuel will be injected into air intake pipe in due time to mix with air.
9.2 Working principle:
ECU sends electrical impulse to injector coil to form magnetic field force. When magnetic field
force increase to resultant force that enough to conquer return spring pressure, needle valve gravity
and friction force, the needle valve begin to rise up and start the injection process. The pressure of
return spring makes needle valve close again when the injection impulse is stopped.
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9.3 Parameters of technical features
Value
Item
Min.
Typical
Max.
Unit
Operating pressure (pressure
difference)
350
KPa
Injector electric resistance at 20℃
11
16
Ω
Allowable fuel:
The injector can only use the fuel in compliance with the provisions in GB 17930-1999 (for
vehicle unleaded gasoline) and GWKB 1-1999 (harmful substance control standard for vehicle
gasoline), and detergent is required to be added into gasoline. It should be specially pointed out that
too long storage of gasoline may make it deteriorate. Especially, the taxi with a (LPG and gasoline)
dual-fuel engine uses LPG as fuel long and gasoline is only used for startup, so, daily consumption
of gasoline is little. However, because the fuel pump runs long, so the temperature of fuel tank is
quite high. If gasoline is stored in the fuel tank of such auto, it may quite liable to oxidation and
deterioration, which may lead to choke even damage of injector.
9.4 Installation attentions
l Use specific connector for certain injector and no mixed use will be allowable.
l For installation convenience, it is recommended to daub silica-free clean engine oil on the
1. O-ring
2. Filter net
3. Injector body with electric connector
4. Coil
5. Spring
6. Valve needle with coil armature
7. Valve seat with nozzle plate
Cross-section view of electromagnetic injector
Circuit diagram of electromagnetic injector
Connects to 87# pin of the
main relay
1# cylinder 1# cylinder 1# cylinder 1# cylinder
Injector
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surface of the O-ring at the upside of the injector where it connects with the fuel distributing
pipe. Be careful not to let engine oil contaminate inside of the injector and the nozzle.
l Place the injector in its bracket vertically along injector bracket, then fix it to the bracket with
retaining clips. Note:
By location mode, the remaining clips for injector fall into axial location remaining clip and
①
axial and radial location remaining clip; misuse should be avoided.
For installation of an axially located in
②
jector, make sure that the bayonet at middle of the
remaining clip is completely locked into the groove of the injector and the grooves at both sides
of the remaining clip are completely locked into the outskirt flanging of the injector seat.
When instal
③
ling an injector that both axial and radial locations are required, use an axial and
radial location remaining clip and place the locating piece of the injector and the locating pin of
the injector seat respectively into the corresponding grooves on the location remaining clip.
If the injector has two grooves, be careful not to place by mistake, refer to the installation site
④
of the original.
l Installation of injector should be done by hand and knocking the injector with such tools as
hammer etc. is prohibited.
l When disassemble/reassemble the fuel injector, the O ring must be replaced. And pay attention
to not damage the sealing surface of the injector.
l Do not pull the support gasket of O-ring out of the injector. When installing, avoid damage to
fuel inlet end, support ring, nozzle plate and electric connector of the injector. If damaged, use
is prohibited.
l After installation of injector, perform leakproofness detection for fuel distributing pipe
assembly. It is acceptable only when no leakage exists.
l The failure part must be disassembled by hand. Remove remaining clip of the injector first, and
then pull out the injector from the injector seat. After disassembly, ensure cleanliness of the
injector seat and avoid contamination.
9.5 Failure effects and judgment method
l Failure effects: Poor idling, poor acceleration, failure to start (starting difficulties) etc.
l Reasons for general failures: failure caused by colloid accumulation inside the injector due to
lack of maintenance.
l Maintenance precautions: (see installation attentions)
l Simple measure method:
(remove the joint) swift the digital multimeter on ohm shift, connect the meter pens to the two pins
of injector. The rated resistance should be 11 - 16Ω¸ when it is 20
.
℃
Suggestion: regularly wash and analyze the injector using a special washer analyzer for injector.
10. Ignition Coil
10.1 Function of ignition coil:
Primary and secondary circuits are integrated inside the ignition coil; when ECU controls
on-off of current in the primary coil, a high voltage as high as thousands volts will be generated in
the secondary coil, which will then generate spark through ignition cable and spark plug to ignite the
mixed air in the cylinder.
10.2 Working principle
Ignition coil ZS - K2
×
2 consists of two primary windings, two secondary windings, mandrel, and
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casing. When one of the primary windings grounding channel is connected, the primary winding is
in charging. Once the primary winding circuit is cut off by ECU, the charging will be stopped. At the
same time, the high voltage is sensed in the secondary winding and making the spark plug
discharging. There is a different with the distributor ignition coil: for the ignition coil ZS - K2
×
2,
there is one spark plug on both side of the secondary winding, so the both spark plugs can ignite at
the same time. These two primary windings power on/off alternatively, correspondently, these two
secondary windings discharge alternatively.
10.3 Technical characteristic
Value
Item
Min.
Typical
Max.
Unit
Nominal voltage
14
V
Primary winding
0.42
0.5
0.58
Ω
Resistance
(20 to 25
)
℃
Secondary
winding
11.2
13.0
14.8
k
Ω
Primary winding
3.4
4.1
4.8
mH
Inductance
(20 to 25
)
℃
Secondary
winding
26.5
32.0
37.5
H
50pF load
30
kV
Voltage produced
50pF//1M
Ω
load
23
kV
10.4 Failure effects and judgment method
l Failure effects: start failure etc.
l Reasons for the failures: burn out due to too strong current, damage by external force etc.
l Maintenance precautions: use of “test ignition by short circuit” to test the ignition function is
prohibited during maintenance to avoid damage to the electronic controller.
l Simple measurement method:
With the joint removed, turn the digital multimeter to Ohm shift, and then connect the two meter
pens respectively to the two pins of primary winding. At 20
, the resistance should be 0.42
℃
-0.58Ω,
while this value of secondary winding should be 11.2-14.8kΩ.
Double spark ignition coil
87# pin of main relay
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11. Spark Plug
The operating conditions of spark plug is extremely inclement, it is exposed to high pressure,
high temperature and impact as well as strong corrosion from combustion product; therefore, it is a
wearing part.
11.1 Outline drawing
11.2 Thermal performance
The spark plug must maintain a proper temperature to keep good working order. Practically,
when insulator skirt of the spark plug maintains a temperature of 500-700
, the oil drop that falls
℃
on the insulator can be burnt away immediately without carbon deposit formed. This temperature
is called “self cleaning temperature of spark plug”. With a temperature below this scope, the spark
plug is liable to carbon deposit and electric leakage, thus causing ignition failure; with a temperature
above this scope, when the mixed air is contacting with the red-hot insulator, pre-ignition may occur
to produce knock, even it may burn in intake stroke and cause backfire.
11.3 Potential failures due to fall of ignition performance of spark plug
Starting difficulties, unsteady speed, chatter of engine, black smoke out of exhaust pipe, high
fuel consumption and poor power.
11.4 Judge if the vehicle status matches with the spark plug type through color of spark plug
Yellow, brown yellow normal indicates that the combustion status of mixed air is normal
Black with carbon deposit carbon deposit check if the spark plug type matches and then
replace with the spark plug with lower heat value (slow heat radiation).
Black with blot soot clean if the injector nozzle is dirty
Dilute if the mixture ratio of oil gas is too big.
Check ignition coil etc. if the high voltage is poor.
Black with oil stain combustion of engine oil check sealing status of the seal ring and if
Mono-pole
Triple-pole
Covered with rivet
Covered with rivet
-------------------------------------------------------------------------------------------------------------------------------------------------------------
scratch is present on the cylinder wall.
Pearl overheating check if the spark plug type matches, and then replace with the spark plug
with lower heat value (rapid heat radiation).
11.6 Regular replacement and use overdue
The spark plug is the low-value consumption goods. Though cheaper compared with other
matching parts, its ignition performance directly affects the performance of the engine. Therefore, it
needs regular replacement. For the spark plug used in our vehicles, we suggest that you should
replace the spark plug at the following mileages: 10,000-15,000 km (single electrode);
15,000-25,000 km (multi electrode).
Ignition performance fall of spark plug will make fuel consumption rise and power drop off.
The economic loss caused by excessive fuel consumption unconsciously will even afford to
hundreds of new spark plugs. Use overdue makes the working condition of the engine poor in long
term and brings some damage to the engine.
11.7 Inspection and maintenance of the spark plug
The inspection items for spark plug mainly include carbon deposit, electrode burn through, gap,
and sealing and spark jump performances of the spark plug etc.
The electrode gap of the spark plug should be 0.7-0.9mm. Too small electrode gap will reduce
the breakdown voltage and weaken the spark intensity; while too big electrode gap will increase the
voltage required by the spark plug and cause spark out, especially when the ignition coil is aging and
the ignition system is in poor maintenance, spark out is more liable to occur.
Common failures of spark plug: fall in sealing performance, air leak and soot at the air leakage
position. The above failures can be inspected and judged through sealing performance test and spark
jump test. Both sealing performance test and spark jump test can be conducted on a spark plug
cleaning tester.
It is unscientific that some drivers and maintenance professionals remove the spark plug from
the engine, place it on the cylinder head and inspect if it is in sound conditions using high voltage of
the vehicle. In this test, the spark plug electrode is under an atmosphere other than a gas pressure of
over 800KPa, its working pressure. Therefore, spark jump of a spark plug under an atmosphere
does not indicate that it will also reliably produce spark jump under a high pressure conditions in the
cylinder.
It is required that carbon deposit disposal and proper adjustment of spark plug gap should be
done after a mileage of 10,000-15,000 km in its lifetime. When the temperature in cylinder rises, the
electrode gap should be increased properly. That is, increase the electrode gap in summer while
reduce it in winter. If the mixed air is strong, the electrode gap should be increased; otherwise,
decreased. In plain region, the electrode gap should be decreased while in plateau region, increased.
12. Carbon Canister Solenoid Valve Control
12.1 Function:
Carbon canister solenoid valve is a device used to enable the fuel steam in fuel tank to enter
cylinder to combust through control of ECU. Through controlling duty cycle of a solenoid valve,
ECU can accomplish open and close of the solenoid valve.
12.2 Working principle:
The canister control valve is composed of solenoid, armature iron and valve etc. There is a filter
net at the inlet. The airflow through the canister control valve at one hand depends on the duty cycle
of the electric pulse output of canister control valve by ECU, and at another hand depends on the
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pressure difference between the inlet and the outlet of the canister control valve. The canister control
valve will be closed when there is not any electric pulse.
12.4 Installation attentions
See above installation drawing for connection among canister control valve, carbon canister and
intake manifold.
l In order to avoid transfer of solid borne noise, floating installation of the canister control valve
on the hose is recommended.
l During installation, make sure that the airflow direction meets the specification.
l Appropriate measures such as filtering and purge etc. must be taken to prevent such foreign
material as particles from entry into the canister control valve from carbon canister or hose.
It is recommended that a corresponding protective strainer (size of grid
<
50
µ
m) should be
installed on outlet of carbon canister.
12.5. Failure effects and judgment method
l Failure effects: Failure of functions etc.
Reasons for general failure: corrosion or poor sealing performance etc. due to entry of foreign
material into inside of the valve.
l Maintenance precautions:
1. During installation, make sure that the airflow direction meets the specification;
2. In case of control valve failure due to black particle inside the valve body, when replacement
of the control valve is required, check the status of the canister;
3. During maintenance, try to avoid entry of such liquid as water and oil etc. into the valve;
4. In order to avoid transfer of solid borne noise, floating installation of the canister control
valve on the hose is recommended.
87# pin of main relay
Canister control valve
1 From fuel tank
2 Canister
3 Atmosphere
4 Canister control valve
5 To intake manifold
6 Throttle
Cross-section view of
canister control valve
Installation drawing of canister control valve
ΔP is the difference between environmental pressure
Pu and intake manifold pressure Ps
-------------------------------------------------------------------------------------------------------------------------------------------------------------
l Simple measurement method:
With the joint removed, turn the digital multimeter to Ohm shift, and then connect the two
meter pens respectively to both pins of the canister control valve. The rated resistance at 20
should
℃
read 26±4Ω.
13. Electronic Accelerator Pedal
13.1 Function:
The electronic accelerator pedal has cancelled the conventional throttle guy and the position of
accelerator pedal is fed back to ECU by means of electronic signal, through which ECU can
calculate and control the action of the electronic accelerator pedal. Two sets of Hall sensors are
integrated in the pedal; ECU can compare and analyze the two signals, if one signal is improper,
ECU will duly access the other signal and light the failure indicator.
13.2 Working principle:
The pedal is a Hall sensor. The fixed Hall generator and signal processing circuit are installed
on fixed mounting of the pedal. The two permanent magnets with different magnetic sheet thickness
act together with the pedal. When the pedal acts, the magnetic flux passing the Hall generator will
also change accordingly, the signal processing circuit will process these signals and then send them
to ECU.
13.3 Detection:
The relationship between the two signals of the accelerator pedal is that signal 1 is equal to
signal voltage.
At idle speed position, the voltage of signal 1 is 4.59 and that of signal 2 is 4.30. When the
pedal is at middle position, the voltage will be the minimum; when the pedal is at either end position,
the voltage will be the maximum.
14. Three-way Catalytic Converter
14.1 Function:
Three-way catalytic converter is used to convert the noxious gas in tail gas into such innocuous
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gases as carbon dioxide and water etc. At 300-800
, the conversion efficiency of three
℃
-way
catalytic converter is maximum; with a temperature below this scope, the conversion efficiency will
be very poor, while, with a temperature above this scope, the three-way catalytic converter may be
burnt out. Three-way catalytic converter can exert better conversion efficiency only when the
oxygen sensor works. In control strategies of ECU, there are several protective modes for three-way
catalytic converter, and ECU can protect the three-way catalytic converter by regulating air-fuel ratio
and ignition advance angle.
15. Fan Control
15.1 Function:
In order to abstract heat from engine system and from condenser with A/C turned on, fan
control is affected by the signal to ECU sent by water temperature sensor; When water temperature
is high (above the threshold value set by ECU), the fan will run, and when water temperature is low
(below the threshold value set by ECU), the fan will also run; with A/C turned on, the fan will run at
low speed.
15.2 Composition:
DC electric motor double fan (high and low speed change).
15.3 Installation requirements:
The fan is installed between the rear of radiator and the engine, be careful when installing: not
to damage fin of fan blade, otherwise, running noise of the fan will increase, if serious, it may lead to
sharp fall of heat radiation effect of the engine.
15.4 Failure diagnosis:
Fan control circuit is a short or open circuit to ground;
The fan has failure itself;
Too loud fan noise;
Failure in power supply circuit of fan.
15.5 Troubleshooting:
First, validate whether it is a high speed fan system problem or a low speed fan system problem.
Provided that this is a fan control system problem, use a diagnostic tester to locate the failure point,
and then validate whether it is a short-circuit or a break in control circuit.
Failure symptom: the fan failure may result in rise of engine coolant temperature and poor
refrigeration of A/C system.
15.6. Fan Control:
Turn-on of low gear of fan:
1. Temperature of engine coolant: 96℃-102
;
℃
2. On request for A/C, the fan will start up;
3. When driving speed is too high, the fan will start up;
High speed startup of fan:
1. Engine coolant temperature sensor failure;
2. Air flow meter failure;
3. Engine coolant temperature exceeds 102
.
℃
Pins:
Main relay
High
speed
relay of fan
Low
speed
relay of fan
Brief sketch map of fan control
Fan motor
-------------------------------------------------------------------------------------------------------------------------------------------------------------
1. High speed fan control (corresponds to ECU50#);
2. Low speed fan control (corresponds to ECU68#);
The operating mode of fan after engine stops:
1. Failure of intake air temperature sensor of engine, delay 60s;
2. Failure of intake air temperature sensor of engine, delay 60s;
3. Engine coolant temperature exceeds 100.5
, delay 60s;
℃
4. Engine coolant temperature exceeds 70.5
, delay 60s.
℃
16. Position Sensor of Double Brake Pedal
16.1 Function:
制动开关传感器是将刹车信号送给 ECU,ECU 根据(原文不全)
16.2 Working principle:
Inside the brake switch, there are two mutually independent switches with one normal close and
the other normal open. After applying the accelerator pedal, the former normal close switch turns to
be normal open, while the normal open one turns to be normal close. Both signals will be sent to
ECU to be used to control other systems. Whenever the two signals disaccord, ECU will enter failure
mode, the electronic throttle will not respond when applying the accelerator pedal and the engine
will maintain idle speed working state.
Composition: the double brake switch is installed on the bracket of the brake pedal and contains two
independent switches inside.
Installation requirement: the assembly is installed on the pedal and there is a thread adjusting
mechanism on the switch for stroke adjustment of the switch and effective stroke adjustment of the
brake switch.
17. Clutch Position Sensor
17.1 Function:
Long flame (30)
Main power supply (15)
Double brake switch
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Clutch position switch provides ECU with the signal of clutch position, but this signal can only
be used to distinguish between disengaging and engaging positions of the clutch.
17.2 Working principle:
ECU provides clutch position switch with a 12V power supply; when the clutch is under
disengaging state, the power supply will ground and ECU will lose 12V high potential signal, by
which the position of the clutch can be judged.
18. A/C Control
By receiving the A/C signal from A/C switch, ECU can control working of A/C compressor.
ECU also can receive the signals from high and low pressure switches of A/C to ensure safety of A/C
system. When A/C signal is sent to ECU through high and low pressure switches, if the low pressure
switch breaks, ECU will not receive the A/C signal; the compressor is thus unable to work. If A/C
system has a too high pressure, the high pressure switch will break and A/C signal can not be
provided to ECU; so, ECU will immediately cut off the compressor. When system pressure is normal
or a little higher (medium pressure), the medium pressure switch will cut in; thus, ECU can control
the fan to run immediately at high speed to ensure a system pressure within the normal range.
Cut off pressure of the low pressure switch: 0.12Mpa
Cut-in pressure of the medium voltage switch: 1.6Mpa
Cut off pressure of the high pressure switch: 3.2Mpa
Through evaporator temperature sensor of the A/C system, ECU
can also protect the A/C system and prevent evaporator case from
freezing. When the temperature provided by the evaporator
temperature sensor is blow 3.75
, ECU will cut off the
℃
compressor; when the temperature is above this degree, ECU will
automatically engage the compressor to let it work.
离
合
器
位
置
开
关
C
lu
tc
h
po
siti
on
s
w
it
ch
开关
高
低
压
开
关
中
压
开
关
M
ediu
m
v
o
lt
ag
e
sw
it
ch
H
igh
a
n
d
l
o
w
v
o
lt
a
g
e
sw
it
ch
A/C switch
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Chapter Two Fundamental Principle for Failure Diagnosis of
Electronic Fuel Injection System
1. Failure Information Records
The ECU monitors sensor, actuator, related circuit, malfunction indicator and
battery voltage etc., and even EUC itself continuously. At the same time, the ECU
inspect the reliability test on sensor signal output, actuator driving signal and internal
signal (e.g.: closed loop control, knock control, idle speed control and accumulator
voltage control etc.). ECU will set the malfunction record on RAM malfunction
memory immediately once the malfunction or the unlikelihood signal is detected. The
failure information records are stored in the form of diagnostic trouble code (DTC) and
are displayed in the precedence order of occurrence of the failures.
Failures can be divided into “stable state failures” and “random failures” (for example,
caused by transient open circuit of wires or poor contact of inserted parts) by failure
frequency.
2. Failure State
Once duration of occurrence of an identified failure exceeds the given stabilization time
for the first time, ECU will account it as a stable failure and then store it as a “stable
state failure”. If this failure disappears, it will be stored as a “random failure” and
“non-existent”. If this failure is identified again, it will still be a “random failure”, but a
“existent” early failure that will not affect average service of the engine.
3. Failure Types
Short circuit to positive pole of power supply
Short circuit to ground
Open circuit (for the case where there are pull-up resistors or pull-down resistors during
input stage, ECU will recognize failure of open circuit at input port as that of short
circuit to positive pole of power supply or that of short circuit to ground)
Signals can not be used
4. Failure Frequency Counter
For every identified failure, a separate frequency counter numerical value (Hz) will be
set.
This numerical value (Hz) for frequency counter determines the time this failure
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information record will be stored in memory after the identified failure disappears (after
troubleshooting).
When a failure is identified for the first time, Hz will be set as its initial value 40. If
failure status does not change, then this numerical value will maintain all along.
Once it is identified that this failure has disappeared and the state has held for a certain
time, whenever the engine starts with success (its engine speed has exceeded the value
at end of starting) once, Hz will decrease by 1. At this point, ECU will believe that this
failure has disappeared, but the failure information record still exists.
If a failure (for example, as a result of poor contact) frequently appears and disappears,
then Hz will increase by 1, but will not exceed its given upper limit value 100.
If value of Hz has been decreased to zero, the failure information records in this failure
memory will be completely cleared.
5. Limp Home
For some identified significant failures, when duration exceeds the given
stabilization time, ECU will take appropriate software countermeasures, for example,
closing some control functions such as closed loop control of oxygen sensor etc. and
setting substituted values for some data that are considered to be suspect and so forth.
At this point, though the working condition of the engine is comparatively poor, the
auto can still run. The purpose to do this is to enable the auto limply run home or to a
service station for overhaul, so as to avoid the embarrassment that the auto breaks down
on highway or afield. Once it is identified that the failure has disappeared and Hz has
fell to below 40, use of normal data will be resumed again.
6. Failure Alert
In the electric control system, when failure take places in any of such important
parts as ECU, absolute pressure sensor in intake manifold, throttle position sensor,
coolant temperature sensor, knock sensor, oxygen sensor, phase sensor, injector, two
driver stages of step motor of idle speed actuator, canister control valve, or fan relay at
corresponding failure location, ECU will give an alarm through lightening of failure
indicator lamp until this failure location restores.
7. Readout of Failure
The failure information records can be called out of ECU through a trouble diagnosis
tester. If the failure relates to the function of mixed air (fuel and air) proportional
regulator, then the engine must at least run for 4 minutes before reading out failure
information records; especially for failure in oxygen sensor, be sure not to detect data
until the engine runs and warms up.
- -
-------------------------------------------------------------------------------------------------------------------------------------------------------------
Figure 3-1 ISO 9141-2 Standard Diagnostic Connector
8. Clearing Failure Information Records
After the failure is removed, the failure information records in memory should be
cleared. The diagnostic trouble code can be cleared through the following approaches:
When the numerical value of frequency counter in ECU reaches zero, the failure
information records in failure memory will be automatically cleared.
Employing fault diagnostic tester to clear records of failure with the instruction of “reset
memory for records of failure”.
Pulling out connectors of ECU or disconnecting wires of battery to clear records of
failure in external ram.
9. Failure Locating
After obtaining failure information records through above means, only rough
location where the failure takes place is aware, but this does not mean that the failure
has been located; because the cause that triggers a piece of failure information may be
damage of electric element (such as sensor, actuator or ECU etc.), lead break, lead
short-circuit to ground or anode of battery, even may be mechanical failure.
The failure is intrinsic and the result of its extrinsic representations is a variety of
symptoms. After a symptom is found, first, check for failure information records with a
trouble diagnosis tester or based on the flash code, after that, remove the correlated
failure in accordance with the failure information, and then locate the failure based on
symptom of the engine.
10. Failure Code Table
No.
DTC
Explanation
Failure
class
1
P0016
Improper relative installation position between camshaft and crankshaft
class5
2
P0030
Failure in heating control circuit of upstream oxygen sensor
class31
3
P0031
Too low voltage in heating control circuit of upstream oxygen sensor
class31
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4
P0032
Too high voltage in heating control circuit of upstream oxygen sensor
class31
5
P0105
Signal failure of intake air pressure sensor
class31
6
P0106
Improper signal from intake air pressure sensor
class31
7
P0107
Too low voltage in signal circuit of intake air pressure sensor
class31
8
P0108
Too high voltage in signal circuit of intake air pressure sensor
class31
9
P0112
Too low voltage in signal circuit of intake air temperature sensor
class5
10
P0113
Too high voltage in signal circuit of intake air temperature sensor
class5
11
P0117
Too low voltage in signal circuit of engine coolant temperature sensor
class31
12
P0118
Too high voltage in signal circuit of engine coolant temperature sensor
class31
13
P0121
Improper signal from electronic throttle position sensor 1
class34
14
P0122
Too low voltage in signal circuit of electronic throttle position sensor 1
class34
15
P0123
Too high voltage in signal circuit of electronic throttle position sensor 1
class34
16
P0130
Improper signal from upstream oxygen sensor
class31
17
P0131
Too low voltage in signal circuit of upstream oxygen sensor
class31
18
P0132
Too high voltage in signal circuit of upstream oxygen sensor
class31
19
P0134
Failure in signal circuit of upstream oxygen sensor
class31
20
P0201
Failure in 1# cylinder injector control circuit
class5
21
P0202
Failure in 2# cylinder injector control circuit
class5
22
P0203
Failure in 3# cylinder injector control circuit
class5
23
P0204
Failure in 4# cylinder injector control circuit
class5
24
P0219
Engine revolution exceeds the maximum revolution limit
class5
25
P0221
Improper signal from electronic throttle position sensor 2
class34
26
P0222
Too low voltage in signal circuit of electronic throttle position sensor 2
class34
27
P0223
Too high voltage in signal circuit of electronic throttle position sensor 2
class34
28
P0261
Too low voltage in 1# cylinder injector control circuit
class5
29
P0262
Too high voltage in 1# cylinder injector control circuit
class5
30
P0264
Too low voltage in 2# cylinder injector control circuit
class5
31
P0265
Too high voltage in 2# cylinder injector control circuit
class5
32
P0267
Too low voltage in 3# cylinder injector control circuit
class5
33
P0268
Too high voltage in 3# cylinder injector control circuit
class5
34
P0270
Too low voltage in 4# cylinder injector control circuit
class5
35
P0271
Too high voltage in 4# cylinder injector control circuit
class5
36
P0321
Improper signal of crankshaft top dead center
class33
37
P0322
Engine speed signal failure
class33
38
P0324
Failure in knock signal processing chip and its circuit
class5
39
P0327
Too low voltage in signal circuit of knock sensor
class31
40
P0328
Too high voltage in signal circuit of knock sensor
class31
-------------------------------------------------------------------------------------------------------------------------------------------------------------
41
P0340
Failure in signal circuit of phase sensor
class5
42
P0341
Improper signal from phase sensor
class5
43
P0342
Too low voltage in signal circuit of phase sensor
class5
44
P0343
Too high voltage in signal circuit of phase sensor
class5
45
P0444
Failure in control circuit of canister control valve
class31
46
P0458
Too low voltage in control circuit of canister control valve
class31
47
P0459
Too high voltage in control circuit of canister control valve
class31
48
P0480
Failure in relay control circuit of electronic cooling fan (low speed)
class5
49
P0481
Failure in relay control circuit of electronic cooling fan (high speed)
class5
50
P0501
Improper speed signal
class5
51
P0504
Improper signal of brake pedal A/B
class5
52
P0506
Engine speed under idle speed control is below the target idle speed
class5
53
P0507
Engine speed under idle speed control is above the target idle speed
class5
54
P0537
Too low voltage in signal circuit of evaporator temperature sensor
class5
55
P0538
Too high voltage in signal circuit of evaporator temperature sensor
class5
56
P0560
Improper system voltage signal
class33
57
P0562
Too low system voltage signal
class33
58
P0563
Too high system voltage signal
class33
59
P0571
Failure in signal circuit of brake pedal
class5
60
P0601
Failure in EEPROM of ECU
class33
61
P0602
Unprogrammed failure in ECU
class33
62
P0604
Failure in RAM of ECU
class34
63
P0605
Failure in ROM of ECU
class34
64
P0606
Safety monitoring function failure of electronic throttle
class34
65
P0627
Failure in control circuit of fuel pump relay
class33
66
P0628
Too low voltage in control circuit of fuel pump relay
class33
67
P0629
Too high voltage in control circuit of fuel pump relay
class33
68
P0645
Failure in control circuit of A/C compressor relay
class5
69
P0646
Too low voltage in control circuit of A/C compressor relay
class5
70
P0647
Too high voltage in control circuit of A/C compressor relay
class5
71
P0688
Improper output voltage of main relay
class33
72
P0689
Too low output voltage of main relay
class33
73
P0690
Too high output voltage of main relay
class33
74
P0691
Too low voltage in relay control circuit of electronic cooling fan (low speed)
class5
75
P0692
Too high voltage in relay control circuit of electronic cooling fan (low
speed)
class5
76
P0693
Too low voltage in relay control circuit of electronic cooling fan (high
speed)
class5
-------------------------------------------------------------------------------------------------------------------------------------------------------------
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