N Series 4JJ1 Engine (Euro 3 Specification) -1-

4JJ1 ENGINE
-Engine Mechanical Features & Engine Controls-

Applicable model
Model year Vehicle model Main market

2007 N series General export (Euro 3 specification)

 N Series 4JJ1 Engine (Euro 3 Specification) -2-

TABLE OF CONTENTS
OUTLINE & ENGINE MECHANICAL FEATURES ----------------------------------------- 3 PREHEATING (GLOW) CONTROL SYSTEM ----------------------------------------------- 78
ENGINE MAIN DATA & SPECIFICATIONS ------------------------------------------- 5 GLOW CONTROL SYSTEM -------------------------------------------------------------- 78
ENGINE MAIN COMPONENTS --------------------------------------------------------- 6 EGR (EXHAUST GAS RECIRCULATION) CONTROL SYSTEM ---------------------- 80
VALVE TRAIN --------------------------------------------------------------------------------- 14 EGR CONTROL SYSTEM ----------------------------------------------------------------- 80
TIMING GEAR TRAIN ---------------------------------------------------------------------- 16 EGR VALVE ----------------------------------------------------------------------------------- 82
INTAKE & EXHAUST SYSTEM ---------------------------------------------------------- 17 EXHAUST BRAKE CONTROL & ENGINE WARM UP CONTROL SYSTEM ------- 84
FUEL SYSTEM ------------------------------------------------------------------------------- 19 EXHAUST BRAKE CONTROL SYSTEM ---------------------------------------------- 84
LUBRICATION SYSTEM ------------------------------------------------------------------- 23 EXHAUST BRAKE SOLENOID VALVE ------------------------------------------------ 85
COOLING SYSTEM ------------------------------------------------------------------------- 28 INTAKE THROTTLE VALVE -------------------------------------------------------------- 86
ENGINE CONTROL MODULE (ECM) -------------------------------------------------------- 32 ENGINE WARM UP CONTROL SYSTEM -------------------------------------------- 88
ENGINE CONTROL MODULE (ECM) -------------------------------------------------- 32 PTO (POWER TAKE OFF) CONTROL ------------------------------------------------------- 89
ECM INPUTS & OUTPUTS --------------------------------------------------------------- 33 PTO CONTROL ------------------------------------------------------------------------------ 89
ECM CONNECTOR ------------------------------------------------------------------------- 34 DIAGNOSTIC INFORMATION ------------------------------------------------------------------ 91
ECM COMMUNICATION ------------------------------------------------------------------ 36 DATA LINK CONNECTOR ----------------------------------------------------------------- 91
SENSOR VOLTAGE ------------------------------------------------------------------------ 40 TECH 2 SCAN TOOL ----------------------------------------------------------------------- 93
ENGINE CONTROL ELECTRICAL COMPORNENTS ------------------------------------ 41 MALFUNCTION INDICATOR LAMP (MIL) -------------------------------------------- 94
INTAKE AIR TEMPERATURE (IAT) SENSOR --------------------------------------- 41 DIAGNOSTIC TROUBLE CODE (DTC) TYPE DIFITIONS ----------------------- 95
ENGINE COOLANT TEMPERATURE (ECT) SENSOR --------------------------- 42 SCAN TOOL DATA LIST & DEFINITIONS -------------------------------------------- 96
FUEL TEMPERATURE (FT) SENSOR ------------------------------------------------- 44 SCAN TOOL OUTPUT CONTROLS ---------------------------------------------------- 102
BOOST PRESSURE SENSOR ---------------------------------------------------------- 45 ENGINE CONTROL SYSTEM CHECK SHEET ------------------------------------- 103
BAROMETRIC PRESSURE (BARO) SENSOR ------------------------------------- 47 DIAGNOSTIC STARTING POINT – ENGINE CONTROLS ----------------------- 105
ACCELERATOR PEDAL POSITION (APP) SENSOR ----------------------------- 48 DIAGNOSTIC SYSTEM CHECK – ENGINE CONTROLS ------------------------ 105
IDLE UP SENSOR --------------------------------------------------------------------------- 49 DIAGNOSTIC TROUBLE CODE (DTC) LIST ---------------------------------------- 107
CAMSHAFT POSITION (CMP) SENSOR --------------------------------------------- 50 ELECTRICAL WIRING DIAGRAM ------------------------------------------------------------- 119
CRANKSHAFT POSITION (CKP) SENSOR ------------------------------------------ 51 REPAIR INSTRUCTIONS --------- -------------------------------------------------------------- 134
VEHICLE SPEED SENSOR (VSS) ----------------------------------------------------- 54 ECM REPLACEMENT ---------------------------------------------------------------------- 134
FUEL SYSTEM -------------------------------------------------------------------------------------- 55 SERVICE SPECIAL TOOL (SST) -------------------------------------------------------------- 140
FEATURE OF THE COMMON RAIL SYSTEM --------------------------------------- 55
FUEL SUPPLY PUMP ---------------------------------------------------------------------- 56
FUEL RAIL (COMMON RAIL) ------------------------------------------------------------ 62
FUEL INJECTOR ---------------------------------------------------------------------------- 65
LOW SIDE (SUCTION SIDE) FUEL LINE --------------------------------------------- 69
FUEL FILTER WITH WATER SEPARATOL ------------------------------------------- 70
FUEL INJECTION QUANTITY CONTROL -------------------------------------------- 73
FUEL SYSTEM DTC ------------------------------------------------------------------------ 75
 N Series 4JJ1 Engine (Euro 3 Specification) -3-

OUTLINE & ENGINE MECHANICAL FEATURES

The 4JJ1-TC inline 4 cylinder engine replaces the 4JH1-TC
engine with Bosch VP44 fuel injection pump and it has been
adopted from 2007 model N series truck for European
countries and some general export countries. This 4JJ1-TC
engine has been adopted from 2005 model pick-up truck and
newly developed as next generation diesel engine for light duty
truck category, with additional features including the
employment of four valve mechanism per a cylinder that are
operated double camshafts, common rail fuel injection system,
water-cooled exhaust gas re-circulation (EGR) system. Main
highlight items are listed below.

• Multi fuel injection type high-pressure common rail system

is made by Denso
• Double overhead camshaft (DOHC) with 4 valves per a
cylinder
• Chain and gear driven intake & exhaust camshaft
Maximum output: • Electrical control EGR valve, water-cooled EGR cooler
96kw(130ps)/ 3050RPM
• Electrical control intake throttle valve
Maximum Torque:
330Nm (34kgm)/ 1600-2600RPM
• Turbocharger with intercooler
• Aluminum cylinder head
• Induction hardening cylinder liner
• Cylinder block built in oil cooler
• Gear driven vacuum pump, power steering pump and
engine oil pump
 N Series 4JJ1 Engine (Euro 3 Specification) -4-

ENGINE MAIN DATA & SPECIFICATIONS

Engine Model 4JJ1-TC Engine Model 4JJ1-TC

Engine type Diesel, four cycle Intake valve clearance at cold (Between
0.15 (0.006)
camshaft and roller) (mm/ in)
Cylinder layout - number of cylinders Inline - four cylinders Exhaust valve clearance at cold (Between
0.15 (0.006)
camshaft and roller) (mm/ in)
Fuel injection order 1-3-4-2
Cooling system
Bore x stroke (mm/ in) 95.4 x 104.9 / 3.76 x 4.13
Cooling method Water cooled
Total displacement (cc) 2999
Water capacity (litter/ qts) 10/ 10.6
Compression ratio 17.5
Water pump type Centrifugal impeller type
Compression pressure at cranking (MPa / psi) More than 3.0 / 435
Thermostat type Wax pellet
Combustion camber type Direct injection
Thermostat opening temperature (C / F) 85 / 185
Cylinder liner Liner less type
Lubricating system
Idle speed/ fast idle speed (RPM) 600±25/ 650±25
Lubricating method Full flow pressure circulation
Fuel system Common rail fuel system
Oil pump type Gear
Injection pump type Denso supply pump (HP3 type)

Injection nozzle type Electrical controlled injector Oil capacity (litter/ qts) 10/ 10.6

Number of injection hole 6 Oil filter type Cartridge paper element

Diameter of injection hole (mm) 0.14 Air cleaner type Dry paper element

Injection nozzle operating pressure Electrically controlled EGR system With cooler & electrical control EGR valve

Cartridge paper element with water PCV system Closed type

Fuel filter type
separator
Valve system Preheating system Glow plug

Valve layout Double overhead camshaft (DOHC) Starting system

Drive type Chain & gear driven Starter motor output (V-kW) 24-4.0

Intake valve open at BTDC () 13 Charge system

Intake valve close at ABDC () 41 Alternator output (V-A) 24-50/ 24-80

Exhaust valve open at BBDC () 52 Regulator type IC type

Exhaust valve close at ATDC () 6 Battery 65D23R/ 75D23R

 N Series 4JJ1 Engine (Euro 3 Specification) -5-

Front view Left side view

Upper view

Rear view Right side view

 N Series 4JJ1 Engine (Euro 3 Specification) -6-

ENGINE MAIN COMPONENTS

Front face view Upper face view Rear face view Cylinder Head
The cylinder head adopted made of aluminum on lightening
and heat radiation improvement. Four valves per cylinder
improves inlet and exhaust efficiency, and direct injection type
combustion chamber improves combustion efficiency along
with arranging the injection nozzle at the optimized position.
The EGR gas passage is located rear section of the cylinder
head.
The cylinder head tightening bolts use six per a cylinder and
evenly arranged total eighteen, and an angular tightening
Left side view
method is adopted to minimize a varied tightening.

EGR gas port

Lower face view

Right side view

EGR gas port

 N Series 4JJ1 Engine (Euro 3 Specification) -7-

Cylinder Head Gasket

The cylinder head gasket adopts a laminate type that uses
stainless steel in upper plate and lower plate, and is better
sealing performance and the durability.
The cylinder head gasket is selected depending upon the
piston projections of each cylinder, suppresses the difference
of the compression ratio and decreases the vibration and the
noise.
There is three grades depending on thickness and grade mark
is notched on the gasket.

Piston projection Gasket

amount thickness

Small Thin

Large Thick
 N Series 4JJ1 Engine (Euro 3 Specification) -8-

Cylinder Head Cover

Engine cover The cylinder head cover is made of aluminum die-cast, and
structure with high rigidity that install ribs internally.
After the engine oil is separated with the baffle plate installed in
the upper part of the inside of the cylinder head cover, a
normally open type PCV valve allows to ventilate blow-by
gasses to the intake pipe.

Cylinder head cover

Engine oil baffle plate

Open hole Cover

Spring

Diaphragm

Engine oil baffle plate

 N Series 4JJ1 Engine (Euro 3 Specification) -9-

Cylinder Block
The cylinder block is made of cast iron, and structure with high
rigidity that arrange ribs appropriately.
There is no cylinder liner and an induction hardening treatment
is adopted to the cylinder bore.
The cylinder liner bore grades are stamped on the cylinder
block upper surface. And the journal grades are stamped on
the cylinder block lower surface.
Cylinder bore grade stamp mark

Upper face view

Engine serial number

stamp mark

Left side view Rear face view

Journal grade stamp mark

Lower face view

 N Series 4JJ1 Engine (Euro 3 Specification) -10-

Piston, Piston Ring & Piston Pin

Piston grade stamp mark The piston is made of aluminum alloy, and a graphite coating is
applied to the piston skirt in order to adapt for beginning of use.
The piston pin center is offset to decrease the piston slapping
noise. To correspond to the increase of the heat load, there is
a cooling passage in the piston. Moreover, the connecting part
with the connecting rod was made a taper shape, the thickness
is increased and strength is improved.
Last four digits of
parts number The piston grade is stamped on the piston. Installing to the
cylinder adopts the selection type installation according to the
cylinder bore grade, and decreases the vibration and the noise.
Front mark

The No. 1 compression ring adopts the half-key-stone (wedge

Cooling passage stone section) type that is made diagonal processing of the
Piston ring carrier upper surface, and the contact surface with the cylinder wall
like the barrel and piston ring sticking resistance has improved.
The No. 2 compression ring adopts the tapered face type.
The oil ring adapts the expander type.
The No. 1 compression ring gives the physical vapor
depression (PVD) treatment, and the No. 2 compression ring
gives the chrome plating treatment, both improved a durability
and a reliability.

The piston pin is a floating type. The material adopts the

chrome steel, and is a structure with a high rigidity.

No. 1 compression ring No. 2 compression ring Oil ring

 N Series 4JJ1 Engine (Euro 3 Specification) -11-

Connecting Rod
The piston is made of carbon steel, and an I type section shape.
The small end is made a taper type for the strength
improvement of the part of piston pin boss. The front mark is
marked on the connection rod and the cap.

The connecting rod bearing is made of special aluminum alloy

and upper and lower bearings are common.

Front mark

Section A - A
 N Series 4JJ1 Engine (Euro 3 Specification) -12-

Crankshaft
The crankshaft is made of carbon steel and it accommodates
five journals and eight balancer weight.
The soft-nitrogen treatment is applied to the crankshaft and
enough strength, adapting for beginning of use and wear
resistance are secured.
The crankshaft position sensor wheel is installed to the
crankshaft.
Each journal diameter provides into the three grades and are
stamped on the crankshaft.

The crankshaft bearing is made of special aluminum alloy, and

upper bearing (cylinder block side) has a oil groove and oil hole.
Installing to the crankshaft adopts the selection type installation
according to the crankshaft journal grade, and decreases the
vibration and the noise.

Upper
Oil groove & hole

Lower
 N Series 4JJ1 Engine (Euro 3 Specification) -13-

Crankshaft Oil Seal

Front oil seal Rear oil seal The crankshaft oil seal uses slinger type, and front oil seal is
installed to the timing gear case and rear oil seal is installed to
Seal lip Seal lip the retainer on the cylinder block.

Fabric

Slinger Slinger
Fabric

Crankshaft Pulley
Timing mark The crankshaft pulley uses dumper pulley type, the dumper
rubber is inserted between the pulley and the hub. Crankshaft
Rubber Timing mark
twisting vibration is suppressed, and decreases the vibration
and the noise.
The timing mark is applied to the crankshaft pulley outer
circumference.

Hub

A/C compressor Generator & cooling fan

 N Series 4JJ1 Engine (Euro 3 Specification) -14-

VALVE TRAIN
The valve train mechanism adopted double overhead camshaft
(DOHC) four valve type. Both inlet and exhaust adopt the roller
locker arm to decrease friction of valve train mechanism.
Exhaust camshaft

Rocker arm

Rocker arm bracket

Inlet camshaft

Camshaft
Exhaust camshaft By adoption of the DOHC mechanism, the cam profile, the cam
lift and the valve timing are optimized, and the improvement of
combustion efficiency has been achieved.
Open Close The crankshaft is made of carbon steel, and an induction
hardening treatment is adopted to the cam section and given
Exhaust high wear resistance and high durability.
Inlet Inlet camshaft

Close Open
 N Series 4JJ1 Engine (Euro 3 Specification) -15-

Rocker Arm
Both inlet and exhaust adopt the roller locker arm to decrease
Adjusting screw friction of valve train mechanism and reduce engine height.

Rocker arm shaft

Rocker arm

Snap ring

Valve & Valve Spring

The inlet valve is made of special steel for the valve, and the
Inlet valve spring Exhaust valve spring soft-nitrogen treatment is applied to surface to improve
Φ21.3
Φ21.3 durability.
The exhaust valve is made of special steel for the valve, and
the chrome plating treatment is applied to improve wear
resistance.
The valve spring adopts a single spring type with equal pitch.
The identification paint is applied on the exhaust valve spring.

Yellow paint mark

 N Series 4JJ1 Engine (Euro 3 Specification) -16-

TIMING GEAR TRAIN

Pin Camshaft gear

The chain drive type is adopted for camshaft driving. The timing
chain is driven by the fuel supply pump rotating force, and
transmits to the camshaft chain sprocket.
Snap ring
Tension of chain is adjusted by the tensioner and lever.
Both camshaft gear and idle gear A uses scissors gear type to
reduce gear noise.

Sub gear Spring Pin Dark plate

Inlet camshaft Exhaust

Coil spring Coil spring gear camshaft gear
Seat
Timing mark
Latch Camshaft timing
chain sprocket
Ball spring
Timing chain Timing mark
sprocket

Fuel supply pump gear

timing chain sprocket
Idle
gear D
Fuel supply
pump gear Yellow plate
Seat
Retainer
Ball
Ball
Ball spring Retainer Idle gear A
Plunger

Pin Pin

Crankshaft Vacuum
pump gear Snap ring
gear

Power steering
pump gear
Idle gear A
Oil pump Sub gear Spring
gear Idle gear C
 N Series 4JJ1 Engine (Euro 3 Specification) -17-

INTAKE & EXHAUST SYSTEM

Inlet manifold Inlet Manifold & Exhaust Manifold
The inlet manifold is made of aluminum die-cast, and the EGR
gas port is located inside of the inlet manifold. The EGR valve
is attached to the inlet manifold side.
Intake throttle valve
installation section The exhaust manifold is made of cast iron, and the EGR gas
port is located on front of the exhaust manifold. The gasket
uses stainless steel, and is better sealing performance and the
durability.

EGR valve

EGR gas port

EGR gas port

 N Series 4JJ1 Engine (Euro 3 Specification) -18-

Intake Throttle Valve

The intake throttle valve is located on the intake manifold inlet.
The ECM controls the intake throttle valve opening based on
the engine running condition. The ECM controls the intake
throttle valve by controlling the solenoid. The solenoid is
controlled based on pulse width modulation (PWM) signal sent
from the ECM. The intake throttle valve position is detected by
the position sensor, and relayed to the ECM.

EGR Valve
The EGR valve is mounted on the intake manifold. The ECM
controls the EGR valve opening based on the engine running
condition. The ECM controls the EGR valve by controlling the
solenoid. The solenoid is blush less type motor and three
individual solenoids. The solenoids are controlled based on
pulse width modulation (PWM) signal sent from the ECM. The
EGR position sensor made of three individual hall element type
sensors. Each position sensor provides a low or high signal
which is relative to the position changes. The position is
determined by the combination of three sensor signals. The
three individual sensors and solenoids are named U phase, V
phase and W phase.
 N Series 4JJ1 Engine (Euro 3 Specification) -19-

FUEL SYSTEM
The common rail fuel injection system is adopted, and fuel
system consists following components.
Fuel injector • Fuel tank
• Fuel feed pipe/hose
• Fuel return pipe/ hose
• Fuel filter with water separator
• Fuel supply pump
• Fuel rail
• Fuel injector

Fuel rail

Fuel supply pump

Fuel filter with

water separator
 N Series 4JJ1 Engine (Euro 3 Specification) -20-

Fuel Supply Pump

The fuel supply pump accommodates feed pump, two plungers,
To fuel rail fuel pressure regulator and fuel temperature sensor. The fuel
supply pump is derived by the crankshaft rotating force via idle
gear A.
From fuel filter The ECM controls the duty ratio of the linear type fuel pressure
regulator, in order to control the quantity of fuel that is supplied
to the high pressure plungers.
To fuel return pipe

Fuel pressure regulator

Fuel supply pump

Fuel Rail
The fuel rail is provided to store high pressure fuel between
supply pump and injectors. A pressure sensor and a pressure
limiter are installed on the fuel rail. The pressure sensor
detects the fuel pressure inside the fuel rail and sends its signal
to the ECM. Based on this signal, the ECM controls the fuel
pressure inside the fuel rail via the fuel rail pressure regulator
of the supply pump. The pressure limiter opens the valve
mechanically to relieve the pressure when the fuel pressure
Fuel rail Fuel pressure sensor inside the fuel rail is excessive.
From fuel
supply pump Pressure limiter
valve
 N Series 4JJ1 Engine (Euro 3 Specification) -21-

Fuel Injector
Electronic control type injectors controlled by the ECM
are used. ID codes displaying various injector characteristic
are laser marked on the connector housing. When an injector
is newly installed in a vehicle, it is necessary to input the ID
codes in the ECM.

ID code

Injector
O-ring

Gasket
 N Series 4JJ1 Engine (Euro 3 Specification) -22-

Fuel Filter
The fuel filter assembly is attached to the engine left side, it can
To fuel supply
pump
replace only paper element when periodically maintenance.
From fuel
A separated diaphragm type priming pump is attached chassis
tank
frame. It is used during the air bleeding procedure.
The return fuel flow back system is adopted to warm up suction
Return pipe Return pipe
fuel during engine is cold. This system is operated (valve
open) when the suction fuel is below 32°C (90°F), and a part
of return fuel is flowed back to the suction fuel line. One of the
Case valve spring uses “shape memory alloys” to operate the valve
by sensed suction fuel temperature.

Water separator
switch connector Drain plug

Air bleed plug

To fuel filter
From fuel tank
 N Series 4JJ1 Engine (Euro 3 Specification) -23-

LUBRICATION SYSTEM
Lubrication Circuit

Oil pressure Warning

switch (5) lamp

Oil gallery

Check valve Crankshaft

Relief valve (4) bearing
(3) Oil filter

Idle gear Turbo-

Camshaft charger
shaft bearing

Relief valve Timing chain Vacuum

Oil cooler Piston Connecting oil jet
(2) cooling jet rod bearing pump

Relief valve Rocker arm Chain

Oil pump
(1) tensioner

Oil strainer

Oil pan
Oil level
switch

1. Oil pump relief valve operation pressure: 500 – 700 kPa (5.0 – 7.0 kgf/cm2)
2. Oil cooler relief valve operating pressure:180 – 220 kPa (1.8 – 2.2 kgf/cm2)
3. Oil filter relief valve operating pressure: 80 – 120 kPa (0.8 – 1.2 kgf/cm2)
4. Piston cooling jet check valve opening pressure: 180 – 220 kPa (1.8 – 2.2 kgf/cm2)
5. Oil pressure switch operating pressure: 30 – 50 kPa (0.3 – 0.5 kgf/cm2)
 N Series 4JJ1 Engine (Euro 3 Specification) -24-

Oil Pump
Gear cover The gear type oil pump is adopted, and it is installed to the
timing gear case.

Oil pump gear

 N Series 4JJ1 Engine (Euro 3 Specification) -25-

Oil Cooler & Oil Filter

The water cooled oil cooler is adopted, and it is attached to the
Oil cooler core
engine cylinder block right side. The oil filter is full flow type
and it can replace only paper element when periodically
maintenance.

By pass pipe
installation section

O-ring

Filter

Suction pipe installation section

To EGR cooler
Case

Bolt
O-ring
Plug
 N Series 4JJ1 Engine (Euro 3 Specification) -26-

Piston Cooling Oil Jet

Piston cooling oil jet is installed under the piston and fixed to
the cylinder block. The pistons are cooled by engine oil if the
check valve opens when the gallery pressure is high such as
high engine speed.

Check valve
Section A - A
 N Series 4JJ1 Engine (Euro 3 Specification) -27-

Crank Case & Oil Pan

The crank case is made of aluminum die-cast, and sealing
between the crank case and the cylinder block is sealed with
liquid gasket.
The oil pan is made of vibration damping steel sheet to realize
reduction of noise and vibration.

Oil level switch

installation hole

Oil dip stick

installation hole
Crank case

Oil pan
 N Series 4JJ1 Engine (Euro 3 Specification) -28-

COOLING SYSTEM
Cooling Circuit

Heater unit

Turbocharger
Thermostat

Reservoir tank

By pass

Radiator
Oil cooler

Water pump
EGR cooler
 N Series 4JJ1 Engine (Euro 3 Specification) -29-

Water Pump
The water pump body is made of aluminum die-cast, and the
impeller is made of sheet metal with six blades and has enough
capacity. The bearing adopts the roller type at front section to
improve reliability where the load is large.
 N Series 4JJ1 Engine (Euro 3 Specification) -30-

Thermostat & Housing

The thermostat uses a wax pellet type with a jiggle valve, and
has an opening temperature of 83 to 87°C (181 to 189°F).
The full opening valve lift is more than 10 mm.
 N Series 4JJ1 Engine (Euro 3 Specification) -31-

Radiator
The radiator uses a down-flow type, and lightened made of the
resin to the upper tank and lower tank.
Reservoir tank The ATF cooler is installed to the lower tank if the vehicle with
Smoother transmission.

Cooling Fan & Fan Clutch

The cooling fan is made of resin with ten blades and is fitted
with a fan clutch of the fluid coupling type filled with silicon oil.
 N Series 4JJ1 Engine (Euro 3 Specification) -32-

ENGINE CONTROL MODULE (ECM)

ENGINE CONTROL MODULE (ECM)
The ECM is located inside of engine side cover left via
mounting bracket and is beside the engine. The ECM is made
by Transtron. The ECM mainly controls following items:
• The fuel system control
• The exhaust gas recirculation (EGR) system control
• The preheating (glow) system control
• The exhaust brake system control
• The engine warm up control
• On-board diagnostics for engine control

The ECM constantly observes the information from various

sensors. The ECM controls the systems that affect vehicle
1. Nut performance. The ECM performs the diagnostic function of the
2. Bolt
3. ECM bracket system. The ECM can recognize operational problems, alert
4. ECM the driver through the malfunction indicator lamp (MIL), and
5. Fixing screw
store diagnostic trouble codes (DTCs). DTCs identify the
system faults to aid the technician in making repairs.
This diagnostic applies to internal microprocessor integrity
conditions within the ECM. The electrically erasable
programmable read only memory (EEPROM) memorize
learning data, fuel injector ID code data and etc. for engine
controls.
The symbol “!” warns you of an electric shock hazard. To avoid
shock and possible serious injury, DO NOT touch the ECM
terminals. When disconnecting the harness connectors,
always turn OFF the ignition switch or disconnect the battery
cable.

Important!
If the ECM is replaced, vehicle identification number (VIN)
and fuel injector ID Code Data (24, 0-9 or A-F characters for
each fuel injector) must be programmed into the new ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -33-

ECM INPUTS & OUTPUTS

Sensor inputs Fuel injection control outputs

 Intake air temperature (IAT) sensor  Fuel rail pressure (FRP) regulator
 Engine coolant temperature (ECT) sensor  Fuel injector #1
 Fuel temperature (FT) sensor  Fuel injector #2
 Barometric pressure (BARO) sensor  Fuel injector #3
 Boost pressure sensor  Fuel injector #4
 Accelerator pedal position (APP) sensor
 EGR position sensor
 Intake throttle position sensor
 Crankshaft position (CKP) sensor Actuator control outputs
 Camshaft position (CMP) sensor  Intake throttle solenoid
 Fuel rail pressure (FRP) sensor  EGR solenoid
 Vehicle speed sensor (VSS)  Exhaust brake solenoid
 Idle up sensor
 PTO throttle sensor

ECM

Relay control outputs

 Glow relay
 Starter cut relay
 ECM main relay

Switch input
 Ignition switch (ON/ start position)
 Clutch switch (M/T) Lamp control outputs
 Parking brake switch  Malfunction indicator lamp (MIL)
 Neutral switch  Glow indicator lamp
 Engine warm up switch  Exhaust brake lamp
 Exhaust brake switch  Oil pressure lamp
 Oil level switch
 A/C switch
 Diagnostic request switch

Communication
 Controller area network (CAN) (with other modules)
 Keyword serial data (scan tool)
 N Series 4JJ1 Engine (Euro 3 Specification) -34-

ECM CONNECTOR

Pin Pin Function Pin Pin Function Pin Pin Function

1 ECM power ground 28 Not used 55 Not used
2 Battery voltage 29 Not used 56 Not used
3 ECM power ground 30 Not used 57 Not used
4 ECM power ground 31 Not used 58 Not used
5 Battery voltage 32 Not used 59 Not used
6 MIL control 33 Refrigerator switch signal APP sensor 2, BARO sensor & IAT sensor low
60
reference
7 Exhaust brake lamp control 34 A/C signal
APP sensor 2, BARO sensor & IAT sensor 5 volts
61
8 Engine speed signal output 35 Not used reference
9 Not used 36 Not used 62 ECM signal ground
10 Glow plug relay control 37 CAN low signal 63 APP sensor 1 signal
11 Glow lamp control 38 Keyword 2000 serial data 64 APP sensor 2 signal
12 Not used 39 APP sensor 2 shield ground 65 Not used
13 Not used 40 ECM main relay control 66 Idle up sensor signal
14 Starter cut relay control APP sensor 1, idle up sensor & PTO throttle sensor low 67 Not used
41
reference 68 Ground
15 Exhaust brake solenoid valve control
APP sensor 1, idle up sensor & PTO throttle sensor 5
42 69 Not used
16 Oil pressure lamp control volts reference
17 Not used 43 ECM signal ground 70 PTO throttle sensor signal
18 CAN high signal 44 PTO mode switch signal 71 BARO sensor signal
19 Vehicle speed signal 45 Exhaust brake switch signal 72 IAT sensor signal
20 APP sensor 1 shield ground 46 Starter switch signal 73 Not used
21 ECM main relay control 47 Not used 74 Not used
22 Not used 48 Parking brake switch signal 75 Not used
23 Not used 49 Not used 76 Not used
24 Ignition voltage 50 Neutral switch signal 77 Not used
25 Not used 51 Engine warm up switch signal 78 Not used
26 Clutch pedal switch signal 52 Diagnostic request switch 79 Not used
27 Not used 53 Oil level switch signal 80 Not used
54 Not used 81 ECM case ground
 N Series 4JJ1 Engine (Euro 3 Specification) -35-

Pin Pin Function Pin Pin Function

82 FRP sensor signal 108 CKP sensor & boost pressure sensor shield ground
83 FT sensor signal CKP sensor, intake throttle position sensor, FT sensor,
109
ECT sensor & boost pressure sensor low reference
84 ECT sensor signal
110 EGR motor control 3
85 Intake throttle position sensor signal
111 EGR motor control 1
86 Not used
112 Intake throttle drive voltage
CMP sensor, FRP sensor & EGR position sensor 5 volts
87 113 FRP regulator control high side
reference
88 Not used 114 Not used
89 FRP regulator low side 115 Not Used
90 FRP sensor signal Common 2 (cylinder #2 & #3) fuel injector charge
116
voltage
91 Boost pressure sensor signal
117 Cylinder #4 fuel injector control
92 Not used
118 Cylinder #2 fuel injector control
93 EGR position sensor signal 2
119 Cylinder #1 fuel injector control
94 EGR position sensor signal 1
120 Cylinder #3 fuel injector control
CKP sensor, intake throttle position sensor & boost
95 Common 1 (cylinder #1 & #4) fuel injector charge
pressure sensor 5 volts reference 121
voltage
96 Not used
97 FRP regulator low control
98 CMP sensor signal
99 EGR position sensor signal 3
100 FRP sensor & CMP sensor shield ground
FRP sensor, CMP sensor & EGR position sensor low
101
reference
102 Not used
103 EGR motor control 2
104 Intake throttle control low side
105 FRP regulator control high side
106 Not used
107 CKP sensor signal
 N Series 4JJ1 Engine (Euro 3 Specification) -36-

ECM COMMUNICATION
24V
ECM
Communication with Scan Tool
The ECM communicates with the scan tool over the Keyword
2000 serial data link. The ECM, TCM, EHCU (ABS module)
and the data recording module (DRM) communicate with each
other over the controller area network (CAN) link. The CAN
link is not used for communication with the scan tool and is
shared only among each module.

EHCU
Communication with Other Modules
The ECM, TCM, EHCU (ABS module) and DRM communicate
with each other over the separated CAN link that does not
affect to the scan tool communication.
DRM Following signals are communicated via a CAN bus;
• Accelerator pedal position signal
• Engine speed signal
• Engine output torque signal
TCM • Injection volume reduction signal
• Vehicle speed signal
• Exhaust brake cut request signal
Resister 1 CAN communication • Clutch status signal
Class 2 communication
• PTO control signal
Keyword communication

The ECM monitors CAN operational status by expecting a

constant flow of messages from the TCM and EHCU. If the
ECM fails send or receive an expected message from the TCM
and EHCU, DTC U0073 or U0101 will set depending on what
communication is lost.
 N Series 4JJ1 Engine (Euro 3 Specification) -37-

CAN Communication Bus

Separate wires The 2007 model year N series truck with the 4JJ1-TC engine,
CAN communication bus has been adopted in addition to the
Accelerator pedal position existing Class 2 and Keyword serial data communications. The
CAN bus operates in a similar manner to Class 2 and Keyword
Engine speed in that it is a form of serial data communication. The main
ECM TCM
difference are the physical layout (it uses two wires instead of
Vehicle speed
one) and the data transfer speed (250,000 or 500,000 bits per
second compared to 10,400 bits per second for Class 2 and
Clutch status
Keyword). The CAN communication bus is not used for
communication with the scan tool and is shared only among
each module. The advantage of CAN bus communication are:
CAN bus • Reduction in the number of sensor and signal wires due to
the multiple use of a sensor signal.
• Fewer wires are required in the cable harnesses.
• Considerable weight reduction in the wiring harness.
Accelerator pedal position • Control module connectors have less plug-in terminals.
ECM Engine speed
TCM
• Improved reliability and serviceability.
Vehicle speed
Clutch status
With an increasing quantity of information, the number of wires
in the cable harness also increases, which increases the
possibility of faults.
 N Series 4JJ1 Engine (Euro 3 Specification) -38-

The CAN bus system communicates between the ECM, TCM,

EHCU and DRM via dual wire network, which is a high speed
differential bus with a transmission speed of 250 kbps. It is
designed as dual wire system consisting a CAN High wire and
a CAN Low wire. There are 2 logic levels defined for CAN bus
system, these being Recessive Level and Dominant Level.
3.6V
• Recessive Level (logic 1)
2.6V
This means that the bus is idle; there is no differential voltage
CH1
0V 2.6V existing between the CAN High and CAN low since both
CH2 1.6V
voltage levels are approx. 2.6 volts
0V • Dominant Level (logic 0)
R R R R
This means that the bus is driven; CAN High is approx. 3.6
volts and CAN Low is approx. 1.6 volts. Approximately 2.0
D D D volt differential voltage exists.

Terminal: CAN High 18 (CH1) , CAN Low 37 (CH2) GND(-) When monitoring the bus during an active ignition cycle, the
Scale: 1V/div 20μs./div voltage levels detected will be less than those defined because
the bus is being driven high and low at very high speed. Any
measuring equipment such as a voltage meter placed upon
either CAN High or CAN Low will average the actual voltage
transitions and not indicate what is really happening.
 N Series 4JJ1 Engine (Euro 3 Specification) -39-

The wires are twisted together to prevent electromagnetic

interference being caused to other control units within the
vehicle.
The CAN bus lines are connected at both ends by a terminating
resistor. These terminating resistors have a value of 120Ω
each. The terminating resistors prevent data from returning as
an echo after reaching the end of the line and thus interfering
the original data. The ECM has one terminating resistor and
other side is called the terminating resistor 1 and is located
near the driver’s side dash panel. The resistor is colored blue.

1. Terminating resistor 1

Terminating resistor
 N Series 4JJ1 Engine (Euro 3 Specification) -40-

SENSOR VOLTAGE
PTO The ECM provides 5 volts reference voltage through the
throttle ECM
sensor
reference circuit 1, 2, 3, 4 and 5 to the following sensors.
5 volts reference circuit 1
5V reference 1
• Accelerator pedal position (APP) sensor 1
Idle up
sensor • Idle up sensor
• PTO throttle sensor

APP 5V reference 3 5 volts reference circuit 2

sensor 1 • APP sensor 2
Boost • Barometric pressure (BARO) sensor
pressure
sensor • Intake air temperature (IAT) sensor
APP
sensor 2
5 volts reference circuit 3
CKP
sensor • Not used for Euro 3 specification
BARO 5V reference 2
sensor 5volts reference circuit 4
5V reference 4 Intake • Crankshaft position (CKP) sensor
throttle • Boost pressure sensor
sensor
IAT • Intake throttle position sensor
sensor • Engine coolant temperature (ECT) sensor
ECT • Fuel temperature (FT) sensor
sensor
FRP 5 volts reference circuit 5
sensor
• Fuel rail pressure (FRP) sensor
FT
sensor • Camshaft position (CMP) sensor
5V reference 5
• EGR position sensor
CMP
sensor
The 5 volts reference circuits are bussed together outside the
ECM. And the 5 volts reference circuits between 2 and 5 or
between 5 volts reference circuits 3 and 4 are bussed together
EGR Connect to engine wiring
position
inside the ECM. Therefore, a short circuit condition on one
sensor Connect to cabin wiring sensor 5 volts reference circuit may affect the entire 5 volt
Connect to chassis wiring reference circuit 2 and 5 or 5 volt reference circuit 3 or 4.
 N Series 4JJ1 Engine (Euro 3 Specification) -41-

ENGINE CONTROL ELECTRICAL COMPORNENTS

INTAKE AIR TEMPERATURE (IAT) SENSOR
The IAT sensor is fitted between the air cleaner and
turbocharger. It is installed to the intake duct near the air
cleaner case. The IAT sensor is a variable resistor and it
measures the temperature of the air entering the engine. The
sensor has a signal circuit and a low reference circuit. The
ECM supplies 5 volts to the signal circuit and a ground for the
low reference circuit. When the IAT sensor is cold, the sensor
resistance is high. When the air temperature increases, the
sensor resistance decreases. With high sensor resistance, the
ECM detects a high voltage on the signal circuit. With lower
1. IAT sensor sensor resistance, the ECM detects a lower voltage on the
2. Air cleaner case signal circuit. The ECM uses this value to compensate a fuel
injection quantity and an injection timing, and uses an EGR
Ohms
control.
IAT Sensor Characteristic -Reference-
Volts
17500 5.0

4.5 -Scan Tool Data Displays-

15000
Calculated intake air temperature can be observed on the
4.0
scan tool by unit “°C” or “°F “. The output voltage can also
12500 3.5 be observed on the scan tool.
The physical data parameter “°C” or “°F” will be fixed to a
Resistance (ohms)

3.0
10000 default value when DTC is set relating to the IAT sensor open
Output (volts)

2.5 circuit or short circuit. To diagnose this DTC, observe the

°C °F Ohms Volts
7500 90 194 240 0.4 “Volts” in the data display
2.0
80 176 320 0.5
70 158 450 0.7
5000 1.5
60 140 660 0.9
50 122 960 1.3
1.0
40 104 1440 1.8
2500 30 86 2300 2.3
0.5
20 68 3430 2.8
10 50 5410 3.3
0 0.0 0 32 9770 3.9
-20 -10 0 10 20 30 40 50 60 70 80 90 -10 14 16410 4.3
Temperature (゜C) -20 -4 28560 4.5
 N Series 4JJ1 Engine (Euro 3 Specification) -42-

ENGINE COOLANT TEMPERATURE (ECT)

SENSOR
The ECT sensor is installed to the thermostat housing. The
ECT sensor is a variable resistor and it measures the
temperature of the engine coolant. The sensor has a signal
circuit and a low reference circuit. The ECM supplies 5 volts to
the signal circuit and a ground for the low reference circuit.
When the ECT sensor is cold, the sensor resistance is high.
When the engine coolant temperature increases, the sensor
resistance decreases. With high sensor resistance, the ECM
detects a high voltage on the signal circuit. With lower sensor
resistance, the ECM detects a lower voltage on the signal
circuit. The ECM uses this value to calculate a fuel injection
1. ECT sensor quantity, an injection timing and uses an EGR control, a
preheating control and an engine warm up control.

Ohms
ECT Sensor Characteristic -Reference- Volts
20000 4.5 -Scan Tool Data Displays-
Calculated coolant temperature can be observed on the scan
17500 4.0
tool by unit “°C” or “°F “. The output voltage can also be
3.5 observed on the scan tool.
15000
The physical data parameter “°C” or “°F” will be fixed to a
3.0
Resistance (ohms)

12500 °C °F Ohms Volts default value when DTC is set relating to the ECT sensor
Output (volts)

2.5
110 230 160 0.2 open circuit or short circuit. To diagnose this DTC, observe
100 212 200 0.3
10000
90 194 260 0.4
the “Volts” in the data display.
2.0 80 176 350 0.5
7500 70 158 470 0.6
1.5 60 140 640 0.8
50 122 880 1.1
5000
1.0 40 104 1250 1.5
30 86 1800 1.9
2500 0.5 20 68 2650 2.3
10 50 4000 2.8
0 32 6180 3.3
0 0.0
-10 14 9810 3.9
-20 -10 0 10 20 30 40 50 60 70 80 90 100 110
-20 -4 16000 4.2
Temperature (゜C) -30 -22 27000 4.5
 N Series 4JJ1 Engine (Euro 3 Specification) -43-

Engine Coolant Temperature Gauge

The engine coolant temperature gauge sensor for the
instrument panel cluster is internal to the engine coolant
temperature sensor of engine control. But gauge sensor
terminal is separated and its ground is sensor housing.
When the engine coolant temperature is between 78 to 100°C
(172 to 212°F), the gage needle indicates slightly lower than
middle range as shown position “D”.

Position °C °F Gauge angle (°) Notice!

A 125 257 80 If the engine coolant temperature detected by the ECT sensor
B 120 248 -
of engine control system is higher than 110°C (230°F) such
C 115 239 65.5
D 100 212 38 as engine overheating, DTC P0217 will set.
D 78 172 38
E 55 131 9
F 50 122 0
 N Series 4JJ1 Engine (Euro 3 Specification) -44-

FUEL TEMPERATURE (FT) SENSOR

The FT sensor is installed to the fuel supply pump. The FT
sensor is a variable resistor and it measures the temperature of
the fuel entering the fuel supply pump. The sensor has a signal
circuit and a low reference circuit. The ECM supplies 5 volts to
the signal circuit and a ground for the low reference circuit.
When the FT sensor is cold, the sensor resistance is high.
When the fuel temperature increases, the sensor resistance
decreases. With high sensor resistance, the ECM detects a
high voltage on the signal circuit. With lower sensor resistance,
the ECM detects a lower voltage on the signal circuit. The
ECM uses this value to compensate a fuel injection quantity
and an injection timing.
1. FT sensor
2. FRP regulator

-Scan Tool Data Displays-

Ohms
Calculated fuel temperature can be observed on the scan tool
FT Sensor Characteristic -Reference-
Volts by unit “°C” or “°F“. The output voltage can also be
20000 4.5 observed on the scan tool.
4.0
The physical data parameter “°C” or “°F” will be fixed to a
17500
default value when DTC is set relating to the FT sensor open
15000
3.5 circuit or short circuit. To diagnose this DTC, observe the
“Volts” in the data display.
3.0 °C °F Ohms Volts
12500
110 230 140 0.2
Resistance (ohms)

2.5 100 212 180 0.3

Output (volts)

10000 90 194 240 0.4

2.0 80 176 310 0.5
70 158 420 0.6
7500 60 140 580 0.8
1.5
50 122 810 1.1
5000 40 104 1150 1.5
1.0 30 86 1660 1.8
20 68 2450 2.3
2500 0.5 10 50 3700 2.8
0 32 5740 3.3
0 0.0 -10 14 9160 3.8
-20 -10 0 10 20 30 40 50 60 70 80 90 100 -20 -4 15000 4.2
Temperature (゜C) -30 -22 25400 4.5
 N Series 4JJ1 Engine (Euro 3 Specification) -45-

BOOST PRESSURE SENSOR

The boost pressure sensor is located in the air induction tubing.
The boost pressure sensor is a transducer that varies voltage
according to changes in the air pressure inside the air tubing.
The boost pressure sensor provides a signal to the ECM on the
signal circuit, which is relative to the pressure changes in the
air tubing. The ECM should detect a low signal voltage at a low
boost pressure, such as low engine load. The ECM should
detect high signal voltage at a high boost pressure, such as
high engine load. The ECM uses this value to calculate a fuel
injection quantity.

-Scan Tool Data Displays-

1. Boost pressure sensor Calculated absolute boost pressure can be observed on the
scan tool by unit “kpa” or “psi”. The output voltage can also
be observed on the scan tool.
Boost Pressure Sensor Characteristic -Reference-
The physical data parameter “kpa” or “psi” will be fixed to a
4.0 default value when DTC is set relating to the boost pressure
3.5 sensor open circuit or short circuit. To diagnose this DTC,
observe the “Volts” in the data display.
3.0

2.5
Output (Volts)

2.0

1.5
kpa psi Volts
1.0 80 11.6 0.7
100 14.5 1.0
0.5
110 16.0 1.2
0.0 150 21.8 1.8
80 100 120 140 160 180 200 220 240 200 29.0 2.5
Boost pressure (kPa) 250 36.3 3.3
 N Series 4JJ1 Engine (Euro 3 Specification) -46-

Turbocharger Waste Gate Valve

The turbocharger waste gate valve uses conventional intake
pressure control type. The amount of air pressure rise and air
volume delivered to the engine from the compressor outlet is
regulated by a waste gate valve in the exhaust housing. The
position of the waste gate valve is controlled by the amount of
pressure built up on the intake side of the turbocharger. The
diaphragm on the inside of the waste gate is pressure sensitive,
and controls the position of the valve inside the turbocharger.
The position of the valve will increase or decrease the amount
of boost to the turbocharger.

1. Exhaust gas
2. Waste gate valve
3. Turbine wheel
Notice!
4. Compressor wheel
5. Air cleaner If the boost pressure is too high such as waste gate valve
6. Charge air cooler (intercooler)
close stick condition, DTC P0234 will set.
If the boost pressure is too low such as induction air leaking,
DTC P0299 will set.
 N Series 4JJ1 Engine (Euro 3 Specification) -47-

BAROMETRIC PRESSURE (BARO) SENSOR

The BARO sensor is located under the instrument panel (IP)
cluster near the pedal bracket. The BARO sensor is a
transducer that varies voltage according to changes the
barometric pressure. The BARO sensor provides a signal to
the ECM on the signal circuit, which is relative to the pressure
changes of the barometric pressure. The ECM should detect a
low signal voltage at a low barometric pressure, such
as high altitude place. The ECM should detect high signal
voltage at a high barometric pressure. The ECM uses this
value to calibrate a fuel injection quantity and an injection
timing for altitude compensation.

1. BARO sensor
-Scan Tool Data Displays-
Calculated barometric pressure can be observed on the scan
tool by unit “kpa” or “psi”. The output voltage can also be
BARO Sensor Characteristic -Reference- observed on the scan tool.
4.0
3.5 The physical data parameter “kpa” or “psi” will be fixed to a
3.0 default value when DTC is set relating to the BARO sensor
Output (Volts)

2.5 kpa psi Volts open circuit or short circuit. To diagnose this DTC, observe
2.0 50 7.3 1.0
the “Volts” in the data display.
1.5 60 8.7 1.3
1.0 70 10.2 1.6
0.5 80 11.6 1.8
0.0 90 13.1 2.1
50 55 60 65 70 75 80 85 90 95 100 105 110 100 14.5 2.3
Barometric pressure (kPa) 110 16.0 2.6
 N Series 4JJ1 Engine (Euro 3 Specification) -48-

ACCELERATOR PEDAL POSITION (APP)

SENSOR
The APP sensor is mounted on the accelerator pedal assembly.
The sensor is made up of two individual sensors within one
housing. The ECM uses the APP sensors to determine the
amount of acceleration or deceleration that is desired. The
ECM monitors both sensor signals. If out of correlation
between two sensors such as a skewed sensor, DTC P2138
will set.

-Scan Tool Data Displays-

Calculated accelerator pedal position can be observed on the
scan tool by unit “%”. The output voltage can also be
observed on the scan tool.
1. APP sensor for LHD If one of the APP sensor is failed (DTC set), the ECM will use
2. APP sensor for RHD
3. Accelerator pedal bracket the remaining another APP sensors to calculate pedal angle.
4. Accelerator pedal

APP Sensor Characteristic -Reference-

5.0

4.5
4.0
APP2 APP1
3.5
3.0
Output (Volts)

2.5

2.0
1.5

1.0
0.5

0.0
0 10 20 30 40 50 60 70 80 90 100

Accelerator pedal position (%)

 N Series 4JJ1 Engine (Euro 3 Specification) -49-

IDLE UP SENSOR
The idle up sensor controls the idle speed during warm-up and
it is installed in the driver’s side instrument panel. This sensor
is active only when the gear position is neutral position. When
the selector lever is moved to another position, the sensor is
canceled. The ECM receives the idle up sensor signal from the
idle up sensor and controls the fuel injection quantity.

-Scan Tool Data Displays-

The output voltage can be observed on the scan tool.

1. Idle up sensor

Characteristic of Idle Up Sensor -Ref erence-

5.0

4.5

4.0
Output Voltage (V)

3.5

3.0

2.5

2.0

1.5

1.0

0.5

0.0
Full Counterclockwise Full Clockwise
Turning Angle
 N Series 4JJ1 Engine (Euro 3 Specification) -50-

CAMSHAFT POSITION (CMP) SENSOR

The CMP sensor is installed on the timing chain sprocket cover
at the front of the camshaft idle gear. The CMP sensor detects
total of five projections per one engine cycle (four projections
arranged equally every 90° and one reference projection on
the timing chain sprocket surface). The CMP sensor is a
magnetic resistance element (MRE) type sensor, which
generates a square wave signal pulse.

Notice!
If the CMP sensor signal pulse is lost while running, the
engine will operate normally. If the CMP sensor signal pulse
is not present on start-up, the engine will not start.

1. CMP sensor
2. Timing chain sprocket
3. Rotating direction
 N Series 4JJ1 Engine (Euro 3 Specification) -51-

CRANKSHAFT POSITION (CKP) SENSOR

The CKP sensor is located on the left-hand of the cylinder
block rear. The sensor rotor is fixed on the crankshaft. There
are 56 notches spaced 6° apart and a 30° section that is
open span. This open span portion allows for the detection of
top dead center (TDC). The CKP sensor is also a MRE type
sensor, which generates a square wave signal pulse.
Detecting the open span portion from the CKP sensor and one
reference projection from the camshaft position (CMP) sensor,
the ECM determines cylinder #1 compression TDC to ensure
they correlate with each other.

The CKP sensor and CMP sensor have interchangeability each

other. You can replace in case of CMP sensor failed and no
spare parts condition.

Notice!
If the CKP sensor signal pulse is lost while running, the
engine will stop.

1. Sensor rotor
2. Bolt

1. CKP sensor
2. Sensor rotor
3. Rotating direction
 N Series 4JJ1 Engine (Euro 3 Specification) -52-

30 CA 90 CA Cylinder #1 TDC 90 CA 90 CA

CH1
0V

CH2
0V

30 CA 6 CA Cylinder #1 TDC Cylinder #3 TDC

The relationship of CKP sensor and CMP sensor is displayed

on the above picture. The ECM detects 112 CKP sensor
pulses (56 x 2) and 5 CMP sensor pulses per 2 crankshaft
rotations (720° CA). Both sensor rotors are mechanically
engaging with each other. Therefore, the relationship of each
pulse is always constant.
 N Series 4JJ1 Engine (Euro 3 Specification) -53-

The left waveform is a sample of timing chain installed

Approx. 19 CA incorrectly. This case, timing chain was set only one tooth
retard direction at drive sprocket. The CMP sensor signals are
retarded approximately 19° CA from original position (A).

CH1
0V Important!
If the timing chain is installed only one tooth advanced
direction or two teeth retard direction at sprocket, intake or
exhaust valves will hit to the piston heads. Therefore, take
great care when installing the timing chain or gears.
CH2
0V

A B
 N Series 4JJ1 Engine (Euro 3 Specification) -54-

VEHICLE SPEED SENSOR (VSS)

The VSS is used by the ECM and speedometer, which
generates a speed signal from the transmission output shaft
rotational speed. The VSS uses a hall effect element. It
interacts with the magnetic field created by the rotating magnet
and outputs square wave pulse signal. The ECM calculates
the vehicle speed by the VSS and uses this value for an
exhaust brake control and other controls that are required
vehicle speed signal input.

-Scan Tool Data Displays-

Calculated vehicle speed can be observed on the scan tool
by unit unit “km/h” or “MPH”.
The physical data parameter “km/h” or “MPH” will be fixed to
1. VSS a default value (10 km/h or 6 MPH) when DTC is set relating
2. Retaining plate to the VSS.
3. Gear bush
4. Speedometer driven gear

0V

Terminal: 19(+) GND(-)

Scale: 10V/div 10ms/div
Condition: 20km/h (12MPH)
 N Series 4JJ1 Engine (Euro 3 Specification) -55-

FUEL SYSTEM
6 FEATURE OF THE COMMON RAIL SYSTEM
3
4 5 The common rail system uses a type of accumulator chamber
called the fuel rail to store pressurized fuel, and injectors that
contain electronically controlled solenoid valves to spray the
pressurized fuel in the combustion chambers. The injection
system (injection pressure, injection rate, and injection timing)
is controlled by the ECM, and therefore the common rail
system can be controlled independently, free from the influence
of engine speed and load. This ensures a stable injection
2 pressure at all time, particularly in the low engine speed range,
so that black smoke specific to diesel engines generated during
1 vehicle starting or acceleration can be reduced dramatically.
7 As a result, exhaust gas emissions are clear and reduced, and
higher output is achieved.
8
1. High Pressure Control
11
• Enables high pressure injection from low engine speed range.
9 10 • Optimizes control to minimize particulate matter and NOx
emissions.
1. Fuel tank 7. Fuel injectors
2. Fuel filter 8. ECM
2. Injection Timing Control
3. Fuel supply pump 9. CMP sensor
4. Fuel rail 10. CKP sensor • Enables finely tuned optimized control in accordance with
5. Pressure limiter 11. Various sensor inputs
running conditions.
6. FRP sensor

3. Injection Rate Control

• Pilot injection control that performs a small amount of
injection before main injection.
 N Series 4JJ1 Engine (Euro 3 Specification) -56-

FUEL SUPPLY PUMP

The fuel supply pump is the heart of the common rail type
electronic fuel injection system. The fuel supply pump is
installed at the same location as the conventional injection type
pump, which spins at a 1 to 1 ratio of fuel supply pump to
crankshaft speed. A fuel rail pressure (FRP) regulator and fuel
temperature sensor are part of the fuel supply pump assembly.
Fuel is drawn from the fuel tank via the fuel supply pump by the
use of an internal feed pump (trochoid type). This feed pump
pumps fuel into a 2-plunger chamber also internal to the fuel
supply pump. Fuel into this chamber is regulated by the FRP
regulator solely controlled by current supplied from the ECM.
No current to the solenoid results in maximum fuel flow
whereas full current to the solenoid produces no fuel flow. As
the engine spins, these two plungers produce high pressure in
the fuel rail. Since the ECM controls the flow of fuel into this 2-
plunger chamber, it therefore controls the quantity and
pressure of the fuel supply to the fuel rail. This optimizes
performance, improves economy and reduces NOx emissions.

1. Fuel tank 8. FRP regulator 15. Driveshaft

2. Fuel filter 9. Return spring 16. Fuel rail
3. Suction 10. Plunger 17. Injector
4. Fuel inlet 11. Suction valve 18. Intake pressure
5. Feed pump 12. Delivery valve 19. Feed pressure
6. Regulating valve 13. Fuel overflow 20. High pressure
7. Filter 14. Return 21. Return pressure
 N Series 4JJ1 Engine (Euro 3 Specification) -57-

1. FT sensor
2. FRP regulator

1. Driveshaft Type HP3

2. Ring cam Gear Ratio to Crankshaft 1:1
3. Pump body
4. Plunger Clockwise as viewed from
Rotational Direction
5. Plunger drive side
6. Feed pump Feed Pump Trochoid type
7. Regulating valve
8. Filter Plunger Diameter x Number 8.5mm x 2
9. FT sensor Plunger Lift 8.8mm
10. FRP regulator
FRP Regulator Type Normally open
 N Series 4JJ1 Engine (Euro 3 Specification) -58-

Operation of Fuel Feed Pump

The trochoid type feed pump, which is integrated in the fuel
supply pump, draws fuel from the fuel tank and feeds it to the
two plungers via the filter and fuel rail pressure (FRP) regulator.
The feed pump is driven by the drive shaft. With the rotation of
the inner rotor, the feed pump draws fuel from its suction port
and pumps it out through the discharge port. This is done in
accordance with the space that increases and decreases with
1. Ring Cam the movement of the outer and inner rotors.
2. Plunger A
3. Plunger B
4. Feed pump

1. From fuel tank 6. Outer rotor

2. Intake port 7. Fuel quantity decease
3. To pump chamber 8. Fuel quantity increase
4. Discharge port 9. Fuel quantity decease (fuel discharge)
5. Inner rotor 10. Fuel quantity increase (fuel intake)
 N Series 4JJ1 Engine (Euro 3 Specification) -59-

Operation of Fuel Supply Pump

The ring cam pushes the plunger “A” in
upward direction as the eccentric cam rotates
as shown left picture. The plunger “B” is
pulled in the opposite direction of plunger “A”
by a spring force. As a result, the plunger “B”
sucks fuel while the plunger “A” feeds fuel
under pressure to the fuel rail.

1. FRP regulator
2. Suction valve
3. Delivery valve
4. Eccentric cam
5. Ring cam
6. Plunger A TDC (complete compression)
7. Plunger B BDC (complete intake)
8. Plunger A beginning of intake
9. Plunger B beginning of compression
10. Plunger A BDC (complete intake)
11. Plunger B TDC (complete compression)
12. Plunger A beginning of compression
13. Plunger B beginning of intake

0° 90 180° 270° 360°

°
Key
groove

Plunger A

Plunger B
 N Series 4JJ1 Engine (Euro 3 Specification) -60-

Fuel Rail Pressure (FRP) Regulator

The ECM controls the 200 Hz duty ratio of the linear type FRP
2 regulator (the length of time that the current is applied to the
FRP regulator), in order to control the quantity of fuel that is
supplied to the high pressure plungers. Since only the quantity
of fuel that is required for achieving the target rail pressure is
drawn in, the drive load of the supply pump is decreased.
When current flows to the FRP regulator, variable
electromotive force is created in accordance with the duty ratio,
1
moving the armature to the left side. The armature moves the
cylinder to the left side, changing the opening of the fuel
1. Valve passage and thus regulating the fuel quantity. With the FRP
2. Coil
regulator OFF, the return spring contracts, completely opening
the fuel passage and supplying fuel to the plungers (Full
quantity intake and full quantity discharge). When the FRP
regulator is ON, the force of the return spring moves the
cylinder to the right, closing the fuel passage (normally opened).
A
By turning the FRP regulator ON/OFF, fuel is supplied in an
amount corresponding to the actuation duty ratio, and fuel is
discharged by the plungers.

-Scan Tool Data Displays-

The FRP regulator feedback current can be observed on the
scan tool by unit “mA”. The FRP regulator commanded duty
ratio can also be observed on the scan tool.

Important!
DO NOT attempt engine cranking or starting when the FRP
B
A. Small duty ratio (large regulator harness connector or ECM harness connector is
suction quantity) disconnected. The pressure limiter valve will be opened
B. Large duty ratio (small
suction quantity) since the FRP regulator is normal open and full amount of
fuel is discharged to the fuel rail.
 N Series 4JJ1 Engine (Euro 3 Specification) -61-

2 2

1 1

3 3
3

4 5 4 5

1. Plunger
2. Feed pump
3. FRP regulator
4. Cylinder
5. Small valve opening (small suction quantity)
6. Large valve opening (large suction quantity)
 N Series 4JJ1 Engine (Euro 3 Specification) -62-

FUEL RAIL (COMMON RAIL)

Along with the employment of a common rail type electronic
control fuel injection system, the fuel rail is provided to store
high pressure fuel between supply pump and injectors. A
pressure sensor and a pressure limiter are installed on the fuel
rail. The pressure sensor detects the fuel pressure inside the
fuel rail and sends its signal to the ECM. Based on this signal,
the ECM controls the fuel pressure inside the fuel rail via the
fuel rail pressure (FRP) regulator of the supply pump. The
pressure limiter opens the valve mechanically to relieve the
pressure when the fuel pressure inside the fuel rail is excessive.

1. FRP sensor
2. Pressure limiter valve
3. Fuel rail
 N Series 4JJ1 Engine (Euro 3 Specification) -63-

Pressure Limiter Valve

The pressure limiter relieves pressure by opening the valve (2)
if abnormally high pressure is generated. The valve (2) opens
when pressure in rail reaches approximately 220 MPa (32,000
psi), and closes when pressure falls to approximately 50 MPa
(7,250 psi). Fuel leakage through the pressure limiter re-turns
to the fuel tank.

1. From fuel rail Notice!

2. Valve If the pressure limiter valve is opened many times, opening
3. Valve body
4. Valve guide pressure has fallen or fuel leaks and it may cause fuel system
5. Spring DTCs to set.
6. Housing
7. To fuel return pipe
 N Series 4JJ1 Engine (Euro 3 Specification) -64-

Fuel Rail Pressure (FRP) Sensor

The FRP sensor is installed to the fuel rail and it detects the
fuel pressure in the fuel rail, converts the pressure into a
voltage signal, and sends the signal to the ECM. The ECM
monitors the FRP sensor signal voltage. Higher fuel rail
FRP sensor
pressure provides higher signal voltage while lower pressure
provides lower signal voltage. The ECM calculates actual fuel
FRP Sensor Characteristic -Reference- rail pressure (fuel pressure) from the voltage signal and uses
5.0
the result in fuel injection control.
4.5
4.0 Mpa psi Volts
0 0 1.0
3.5
Output (Volts)

20 2900 1.3
3.0 40 5800 1.6 -Scan Tool Data Displays-
2.5 60 8700 2.0 Actual fuel rail pressure can be observed on the scan tool by
80 11600 2.3 unit “MPa” or “psi”. This can be compared to the desired fuel
2.0
100 14500 2.6
1.5 120 17400 2.9 rail pressure to determine sensor accuracy or fuel pressure
1.0 140 20310 3.2 control problem. The output voltage can also be observed on
160 23210 3.6 the scan tool.
0.5
180 26110 3.9
0.0 The physical data parameter “MPa” or “psi” will be fixed to a
200 29010 4.2
0 20 40 60 80 100 120 140 160 180 200 220 default value when DTC is set relating to the FRP sensor
220 31910 4.5
Fuel rail pressure (MPa)
open circuit or short circuit. To diagnose this DTC, observe
the “Volts” in the data display.
 N Series 4JJ1 Engine (Euro 3 Specification) -65-

FUEL INJECTOR
Electronic control type injectors controlled by the ECM
are used. Compared with conventional injection nozzles, a
command piston, solenoid valve, etc. are added. ID codes
displaying various injector characteristic are laser marked on
the connector housing, and ID codes showing these in numeric
form (24 alphanumeric figures) are laser marked on the
connector housing. This system uses fuel injector flow rate
information (ID codes) to optimize injection quantity control.
When an injector is newly installed in a vehicle, it is necessary
to input the ID codes in the ECM. QR (Quick Response) codes
or fuel injector flow rate (ID codes) have been adopted to
enhance the injection quantity precision of the injectors. The
adoption of codes enables injection quantity dispersion control
throughout all pressure ranges, contributing to improvement in
1. ID code (24 alphanumeric) combustion efficiency, reduction in exhaust gas emissions
2. Leak off pipe
3. QR code (two dimensional barcode for assembly line) throughout the vehicle built.
4. Fuel intake port
5. O-ring

Notice!
1 Replacement fuel injector MUST be programmed. If ECM is
replaced, ID codes MUST also be programmed into the new
ECM.

5 4 3
2

1. Solenoid
2. Outlet orifice
3. Command piston
4. Nozzle spring
5. Nozzle
 N Series 4JJ1 Engine (Euro 3 Specification) -66-

First 2 figures means an engine code. The following 20 figures

@ high press. means ten fuel injection quantity correction points. The last two
Fuel injection quantity (mm3/st)

P5-2 P4-3 figures means checksum code of 22 figures.

@ middle press.
P5-1 Notice!
Engine code “5F” for 4JJ1 is identification of engine model
that is assigned only injector. DO NOT confuse with the
P4-2 engine code “85” that is assigned in VIN.
@ low press.
P3-2 P2-2

Engine
P4-1 P3-1 Code
P1-1 P2-1

P2-1 P1-1 P2-2 P3-1 P3-2

P4-1 P4-2 P4-3

Checksum
Injector control pulse width (micro sec.) P5-1 P5-2
Code

The each fuel injector’s ID code can also be observed on the

factory affixed label located on the cylinder head cover.

Notice!
When programming ID code, recording from this label, only
perform if the fuel injectors are not being replaced in the past.
1. Cylinder #1 ID code
2. Cylinder #2 ID code
3. Cylinder #3 ID code
4. Cylinder #4 ID code
5. Injector ID code label
 N Series 4JJ1 Engine (Euro 3 Specification) -67-

-Scan Tool Actuator Test-

To check the fuel injector for sticking, Cylinder Balance Test
or Injector Force Drive is suitable.
The purpose of Cylinder Balance Test is for checking whether
the fuel injector is operating when commanded ON/ OFF.
Faulty injector(s) could be considered if engine does not
change speed when commanded OFF.
The purpose of Injector Force Drive is for checking whether
the fuel injector is correctly operating when commanded ON.
Faulty injector(s) could be considered if it does not create a
clicking noise (solenoid operating noise), contains an
interrupted noise or has abnormal noise when commanded
ON.

The charge up circuit in the ECM steps up the voltage

(approximately 130 volts) for fuel injectors and is divided into
two banks, common 1 and common 2. The common 1 covers
fuel injectors in cylinders #1 and #4. The common 2 covers
fuel injectors in cylinders #2 and #3.

Pre Injection
To realize the engine noise reduction and low emission exhaust
A B gas, pre injection is applied to the main injection.
The left waveform shows the ECM control signal to the fuel
injector. The first pulse (A) is pre injection. After approximately
2ms, next pulse (B) is sent for main injection.

0V

Scale: 50V/div 2ms/div

 N Series 4JJ1 Engine (Euro 3 Specification) -68-

Operation of Fuel Injector

1. Non-injection state
The two way valve (TWV) closes the outlet
Solenoid orifice by means of a spring force, when no
Drive current Drive current Drive current current is supplied from the ECM to the
Two way solenoid. At this time, the fuel pressure
valve
applied to the nozzle leading end is equal to
Outlet
orifice the fuel pressure applied to the control
From chamber through the inlet orifice. As for the
fuel rail
force competition in this state, the pressure on
Inlet the command piston upper surface + nozzle
orifice Pressure in Pressure in Pressure in
control chamber control chamber control chamber spring force defeat the pressure on the nozzle
leading end, and consequently the nozzle is
Command pushed downward to close the injection holes.
piston

2. Injection start
Nozzle
The TWV is pulled up to open the outlet orifice,
Injection Injection Injection
and thus the fuel leaks toward the return port,
rate rate rate when the current is supplied from the ECM to
the solenoid. As a result, the nozzle is pushed
Non injection Injection Injection end
state state state up together with the command piston by the
fuel pressure applied to the nozzle leading
end, and then the nozzle injection holes open
to inject the fuel.

3. Injection end
The TWV lowers to close the outlet orifice,
when the ECM shuts off a current supply to the
solenoid. As a result, the fuel cannot leak from
the control chamber, and thus the fuel
pressure in the control chamber rises abruptly
and then the nozzle is pushed down by the
command piston to close the nozzle injection
holes, resulting in the end of fuel injection.
 N Series 4JJ1 Engine (Euro 3 Specification) -69-

LOW SIDE (SUCTION SIDE) FUEL LINE

1. Fuel rail
2. Pressure limiter valve
3. Leak off pipe
4. Fuel injector
5. Fuel return line
6. Fuel suction line
7. Fuel tank
8. Vent valve
9. Priming pump
10. Fuel filter with flow back valve
11. Return fuel flow back valve
12. Fuel supply pump

Low pressure side fuel line consists following components.

• Fuel tank
• Fuel feed pipe/hose
• Fuel return pipe/ hose
• Fuel filter with water separator
 N Series 4JJ1 Engine (Euro 3 Specification) -70-

FUEL FILTER WITH WATER SEPARATOR

As the inside of the fuel supply pump is lubricated by the fuel
which it is pumping and common rail system is needed
perfectly clean. Replacement to the genuine filter is strongly
recommended. The fuel filter and the water separator removes
water particles and other foreign material from the fuel before it
reaches the fuel supply pump. The water separator has an
internal float. When the float reaches the specified level
(approximately over 160cc), a indicator lamp comes on to urge
the driver to drain the water from the water separator. A
separated diaphragm type priming pump is attached chassis
frame. It is used during the air bleeding procedure.
The return fuel flow back system is adopted to warm up suction
fuel during engine is cold. This system is operated (valve
open) when the suction fuel is below 32°C (90°F), and a part
of return fuel is flowed back to the suction fuel line. One of the
valve spring uses “shape memory alloys” to operate the valve
by sensed suction fuel temperature.

Return fuel Suction fuel

chamber Valve chamber To suction fuel
chamber

Suction fuel
outlet port

Valve open
Suction fuel
inlet port Valve close

Return fuel Return fuel

inlet port outlet port

From return
fuel chamber Spring Shape memory
Section A-A alloy spring
 N Series 4JJ1 Engine (Euro 3 Specification) -71-

Air bleeding procedure when the fuel has run out

1. Before starting the engine
a. Position a tray to collect the discharged fuel on the ground
underneath the air bleeding plug, then loosen the air
bleeding plug substantially.
b. Move the priming pump up and down for more than 20
pump cycles until fuel with air bubbles stops coming from
the air bleeding plug.
c. Tighten the air bleeding plug securely and wipe the fuel
around the plug clean.
d. Operate the priming pump for more than 10 pump cycles
Air bleed plug
to send the air in the fuel system to the fuel injection pump.
e. Turn the starter switch to start the engine.

2. After starting the engine

a. Turn the starter switch without stepping on the accelerator
pedal and start the engine.
b. Allow the engine to idle for five seconds.
c. Slowly turn the idle control knob to the right as far as it will
go, then keep the knob in this position for three minutes.
d. Fully depress the accelerator pedal to obtain maximum
RPM. (Repeat this operation several times.)
e. Turn the idle control knob to the left so that the engine
returns to idle.
 N Series 4JJ1 Engine (Euro 3 Specification) -72-

Air bleeding procedure when the fuel filter is replaced

Vinyl hose 1. Before starting the engine
a. Sufficiently loosen the air bleeding plug on the side of the
fuel filter. Attach a vinyl hose, etc. to the plug in order to
prevent the fuel from splattering.
Air bleed plug b. Move the priming pump up and down for more than 90
pump cycles until fuel with air bubbles stops coming from
the air bleeding plug on the side of the fuel filter.
c. Tighten the air bleeding plug securely and wipe the fuel
around the plug clean.
d. Operate the priming pump for more than 10 pump cycles
to send the air in the fuel system to the fuel injection pump.
e. Turn the starter switch to start the engine.

2. After starting the engine

a. Turn the starter switch without stepping on the accelerator
pedal and start the engine.
b. Allow the engine to idle for five seconds.
c. Slowly turn the idle control knob to the right as far as it will
go, then keep the knob in this position for three minutes.
d. Fully depress the accelerator pedal to obtain maximum
RPM. (Repeat this operation several times.)
e. Turn the idle control knob to the left so that the engine
returns to idle.
 N Series 4JJ1 Engine (Euro 3 Specification) -73-

FUEL INJECTION QUANTITY CONTROL

ECM This control determines the fuel injection quantity by adding
coolant temperature, fuel temperature, intake air temperature,
Accelerator pedal Coolant temperature
position Basic fuel rate Intake air temperature barometric pressure and some switch inputs information
Boost pressure Fuel temperature
Engine speed Barometric pressure
corrections to the basic injection quantity is calculated by the
Other switch signals ECM based on the engine operating conditions (engine speed,
accelerator pedal pressing amount and boost pressure). More
Correction
fuel rate indicates if the engine load is increased as the
accelerator pedal is stepped on at constant engine speed.
Fuel rail pressure
Combined with high pressure injection of atomized fuel, this
control improves exhaust gas and ensures proper fuel
consumption. Compared with conventional mechanical
Correction
governors, an electronic control system provides higher degree
of freedom of fuel injection quantity control, thereby presenting
high accelerator response (acceleration feeling and pressing
Determining FRP Determining fuel feeling).
regulator ON/OFF injector ON time &
time start timing
At the engine starting (after the key switch is turned to the
START position to start the engine, up to return of key switch to
the ON position), optimum fuel injection quantity is controlled
based on the information on the engine speed and coolant
temperature. At low temperature, the fuel injection quantity
increases. When the engine started completely, this boosted
quantity mode at the starting is cancelled and normal running
mode is restored.
 N Series 4JJ1 Engine (Euro 3 Specification) -74-

Idle Speed Control

850 A control is made so as to achieve stable idling speed at all
Desired idle speed (RPM)

time regardless of engine secular changes or engine condition

variations. The ECM sets target idling speed and controls the
fuel injection quantity according to the engine conditions (actual
engine speed, coolant temperature and engine load) to follow
600 actual engine speed to the target idling speed so as to ensure
stable idling speed.

-10/ 14 70/ 158

Coolant temp. (C/ F)

Idle Vibration Control

Crankshaft angle speed

A control is made so as to reduce the engine vibration caused

Cylinder Cylinder Cylinder Cylinder
#1 #3 #4 #2
by torque variations between cylinders due to variations in fuel
injection quantity of each cylinder or injector performance. The
ECM corrects the injection quantity between cylinders based
on the revolution signals from the crankshaft position (CKP)
sensor. Normal range of correction quantity between cylinders
is within ±5 mm3/strk.

Crankshaft angle

Correction
-Scan Tool Data Displays-
The correction (compensation) value on each cylinder can be
observed on the scan tool. When the compensation value is
Crankshaft angle speed

Cylinder Cylinder Cylinder Cylinder negative, the fuel volume is reducing. When the
#1 #3 #4 #2 compensation value is positive, the fuel volume is increasing.

Notice!
If there is a cylinder that is excessively high or low value, it
may indicate faulty fuel injector, weak or slightly seized
Crankshaft angle cylinder or an incorrectly programmed fuel injector ID code.
 N Series 4JJ1 Engine (Euro 3 Specification) -75-

FUEL SYSTEM DTC

DTC P0087
Fuel rail pressure (MPa/ psi)

Pressure limiter valve opening area The fuel rail pressure went excessively high (more than 170
220/ 32,000
MPa [24,600 psi]), then sharply decreased, DTC P0087 will set
Actual fuel rail pressure
170/ 24,600
indicating high fuel pressure, which activated the pressure
Desired fuel rail pressure limiter valve.

Time

DTC P0088
The fuel pressure went excessively high (185 MPa [26,800
Fuel rail pressure (MPa/ psi)

First stage DTC Second stage DTC psi]) for a certain length of time, DTC P0088 will set (First
Stage). If the ECM detects that during the same ignition cycle
190/ 27,500
the fuel pressure rose even higher than the amount to set DTC
P0088 190 MPa [27,500 psi ] for a certain length of time, the
185/ 26,800
Actual fuel rail pressure Second Stage DTC is set. If the second stage DTC is set, the
fuel pressure was too high and the pressure limiter valve might
be not active or did not active quick enough.

Time
 N Series 4JJ1 Engine (Euro 3 Specification) -76-

DTC P0089
The actual fuel rail pressure is more than 40 MPa (5,800 psi)
Fuel rail pressure (Mpa/ psi)

Actual fuel rail pressure over the desired pressure, DTC P0089 will set.
Higher than 40 / 5,800

Desired fuel rail pressure

Time

DTC P0093
The actual fuel rail pressure is lower than 15 MPa (2,180 psi),
Fuel rail pressure (MPa/ psi)

DTC P0093 will set. This DTC most likely indicates a loss of
Desired fuel rail pressure fuel pressure by a fuel leak from the high pressure side.
Inspect the high pressure side fuel leakage between the fuel
Actual fuel rail pressure
supply pump and fuel injector first.
15/ 2,180

Time
 N Series 4JJ1 Engine (Euro 3 Specification) -77-

DTC P1093
The actual fuel rail pressure is more than 50 MPa (7,200 psi)
Fuel rail pressure (Mpa/ psi)

Desired fuel rail pressure

below the desired pressure, DTC P1093 will set.
This DTC most likely indicates a loss of fuel pressure by a
restricted suction side fuel line. Inspect the suction side fuel
restriction between the fuel supply pump and the fuel tank.

Actual fuel rail pressure

Lower than 50 / 7,200

Time
 N Series 4JJ1 Engine (Euro 3 Specification) -78-

PREHEATING (GLOW) CONTROL SYSTEM

GLOW CONTROL SYSTEM
The glow control system consists of the ECM, the glow relay,
the glow indicator lamp and glow plugs. The glow control
system is operated when the engine coolant temperature is low,
which allows easier engine starting. The ECM commands the
glow relay ON for a certain length of time at ignition switch is
ON with engine OFF. In after glow phase, the glow plugs
remain energized for a certain period with engine run.

• The glow indicator lamp illuminates between 0.5 seconds to

11 seconds depending upon the engine coolant temperature.
It illuminates 0.5 seconds at 10 °C (50 °F) or higher.
• In pre glow phase, the glow relay energizes between 1 to 28
seconds depending upon the engine coolant temperature. It
energizes 1 seconds at 10 °C (50 °F) or higher.
• In after glow phase, the glow relay energizes between 1 to 18
seconds depending upon the engine coolant temperature. It
30 energizes 1 seconds at 10 °C (50 °F) or higher.
Time (sec.)

25

-Scan Tool Data Displays-

20 The glow relay and glow indicator lamp commanded state can
be observed on the scan tool.
15

-Scan Tool Actuator Test-

10
To check the glow plug circuit, Glow Relay Control is suitable.
Relay On time at pre glow phase
The purpose of this test is for checking whether the glow relay
5 Relay On time at af ter glow phase is operating when commanded ON. Faulty circuit(s) or faulty
Indicator lamp On time
glow relay could be considered if not energizing when
0 commanded ON.
-40 -30 -20 -10 0 10 20
Engine coolant temperature (゜C)
 N Series 4JJ1 Engine (Euro 3 Specification) -79-

The glow plug has standard resistance approximately 6.0 ohms

at room temperature.
 N Series 4JJ1 Engine (Euro 3 Specification) -80-

EGR (EXHAUST GAS RECIRCULATION) CONTROL SYSTEM

EGR CONTROL SYSTEM
The EGR system recirculates a part of exhaust gas back into
the intake manifold, which results in reducing nitrogen oxide
(NOx) emissions. The EGR control system uses an electronic
control system to ensure both driveability and low emission.
The control current from the ECM operates a solenoid to
control the lift amount of EGR valve. Also, an EGR valve
position sensor is provided at the rear of the motor to feed
actual valve lift amount back to the ECM for more precision
control of the EGR amount.
The EGR control starts when the conditions for engine speed,
engine coolant temperature, intake air temperature and
barometric pressure are satisfied. Then, the valve opening
1. EGR cooler
2. Coolant outlet amount is calculated according to the engine speed, and
3. Coolant inlet desired fuel injection quantity. Based on this valve opening,
4. EGR valve
5. Other inputs the drive duty of the solenoid is determined and the valve is
6. ECM driven accordingly.
7. Intake throttle valve

Active The EGR valve control system enables within the range on the
Coolant temp. (C/F) left.
Inactive C
70/ 158 100/ 212

Active

Intake air temp. (C/F)

Inactive C
-30/ -22

Active

Barometric press. (kPa/psi)

Inactive C
90/ 13 (approx. 1000m)
N Series 4JJ1 Engine (Euro 3 Specification) -81-

1. Intake manifold gasket

2. Intake manifold
3. EGR gasket
4. EGR valve
5. Intake throttle gasket
6. Intake throttle
 N Series 4JJ1 Engine (Euro 3 Specification) -82-

EGR VALVE
The EGR valve is mounted on the intake manifold. The ECM
controls the EGR valve opening based on the engine running
condition. The ECM controls the EGR valve by controlling the
solenoid. The solenoid is blush less type motor and three
individual solenoids. The solenoids are controlled based on
pulse width modulation (PWM) signal sent from the ECM. A
duty ratio changes 0% to appropriate percentage is EGR valve
lift control.
The EGR position sensor made of three individual hall element
type sensors. Each position sensor provides a low or high
signal which is relative to the position changes. The position is
determined by the combination of three sensor signals. The
three individual sensors and solenoids are named U phase, V
phase and W phase and there are six combinations when the
system works properly.
U phase - V phase - W phase
High - Low - High
High - Low - Low
High - High - Low
Low - High - Low
Low - High - High
Low - Low - High

-Scan Tool Data Displays-

The solenoid commanded duty ratio can also be observed on
1. Position sensor 5V reference
the scan tool.
10. Bush
2. Position sensor signal 3 (W phase) 11. Filter
3. Position sensor signal 2 (V phase) 12. Shaft
4. Position sensor signal 1 (U phase) 13. Valve
5. Position sensor low reference 14. Valve seat
6. Solenoid control 3 (W phase) 15. Housing
7. Solenoid control 2 (V phase) 16. EGR gas from exhaust port
8. Solenoid control 1 (U phase) 17. EGR gas to intake port
9. Spring
 N Series 4JJ1 Engine (Euro 3 Specification) -83-

-Scan Tool Data Displays-

Actual EGR position can be observed on the scan tool. This
can be compared to the desired position to determine sensor
accuracy or solenoid control problem.
Each position sensor output state can also be observed on
the scan tool.

Notice!
Position sensor named U phase, V phase and W phase are
changed to EGR Position 1, EGR Position 2 and EGR
Position 3 on the scan tool display

-Scan Tool Actuator Test-

To check the EGR valve sticking, EGR Solenoid Control is
suitable. The purpose of this test is for checking whether the
EGR valve is correctly moved with command. Restricted
valve movement by foreign materials, excessive deposits or a
faulty valve could be considered if the position difference is
large.
 N Series 4JJ1 Engine (Euro 3 Specification) -84-

EXHAUST BRAKE CONTROL & ENGINE WARM UP CONTROL SYSTEM

EXHAUST BRAKE CONTROL SYSTEM
The exhaust brake control system consists of the ECM, the
intake throttle valve, the exhaust brake valve, the exhaust
brake solenoid valve and the exhaust brake switch. The intake
throttle valve is closed to reduce engine noise during the
exhaust brake operation. The ECM commands the intake
throttle valve and the exhaust brake solenoid valve to close
each valve when the following conditions are met:

• The exhaust brake switch is ON

• The engine is running
• The accelerator pedal is not depressed
• The gearshift clutch is not disengaged (Smoother)
• The clutch pedal is not depressed (M/T)
• The vehicle speed is higher than predetermined range

-Scan Tool Data Displays-

The exhaust brake switch input state can be observed on the
scan tool. The exhaust brake solenoid valve commanded
state can also be observed on the scan tool.

-Scan Tool Actuator Test-

To check the exhaust brake solenoid valve circuit, Exhaust
Brake Control test is suitable. The purpose of this test is for
checking whether the exhaust brake solenoid valve is
operating when commanded ON. Faulty circuit(s) or faulty
solenoid valve(s) could be considered if not energizing when
commanded ON.
 N Series 4JJ1 Engine (Euro 3 Specification) -85-

EXHAUST BRAKE SOLENOID VALVE

The exhaust brake valve is installed in the exhaust front pipe
and it composes a part of the exhaust system. The ECM
commands the exhaust brake solenoid valve to apply vacuum
pressure to the diaphragm chamber to operate the exhaust
brake valve. If the solenoid valve is energized port A and B is
connected, and vacuum pressure is applied to B port close the
valve. If solenoid valve is not energized port B and C is
connected, and vacuum pressure between port B and valve
becomes barometric pressure and the exhaust brake is
disengaged.

-Scan Tool Data Displays-

The exhaust brake solenoid valve commanded state can be
observed on the scan tool.

-Scan Tool Actuator Test-

To check the exhaust brake solenoid valve circuit, Exhaust
Brake Control test is suitable. The purpose of this test is for
checking whether the exhaust brake solenoid valve is
operating when commanded ON. Faulty circuit(s) or faulty
solenoid valve(s) could be considered if not energizing when
commanded ON.
 N Series 4JJ1 Engine (Euro 3 Specification) -86-

INTAKE THROTTLE VALVE

The intake throttle valve is located on the intake manifold inlet.
The ECM controls the intake throttle valve opening based on
the engine running condition. The ECM controls the intake
throttle valve by controlling the solenoid. The solenoid is
controlled based on pulse width modulation (PWM) signal sent
from the ECM. A 1 kHz duty ratio change 0% to appropriate
percentage is intake throttle valve opening angle control. To
open the valve, duty signal is increased. To close the valve,
duty signal becomes small.
Operating angle 84° The intake throttle valve position is detected by the position
sensor, and relayed to the ECM. The position sensor provides
a signal to the ECM on the signal circuit, which is relative to the
position changes of the intake throttle valve. The ECM should
2 1 detect a low signal voltage at a small opening amount or closed
7 8 9 10 15 position. The ECM should detect high signal voltage at a large
11
3 opening amount.
4
When the ignition switch is turned OFF, intake throttle valve will
5 be fully closed to shutoff the intake air, then fully open
12 (normally open type).

11
-Scan Tool Data Displays-
The solenoid commanded duty ratio can also be observed on
13 the scan tool.
14
14

1.0ms
6
6 0.2ms

1. Throttle body 6. DC motor 11. Throttle gear

2. Throttle shaft 7. Ball bearing 12. Position sensor
3. Throttle valve 8. Dust seal 13. Gear shaft
4. Ball bearing 9. Return spring 14. Middle gear
5. Seal ring 10. Spring holder 15. Adjust screw Ex. Solenoid command duty ratio 20%
 N Series 4JJ1 Engine (Euro 3 Specification) -87-

Intake Throttle Valve Characteristic -Reference- -Scan Tool Data Displays-

4.0 Actual throttle position can be observed on the scan tool. This
3.5
can be compared to the desired position to determine sensor
accuracy or solenoid control problem. The output voltage can
Position sensor output (Volts)

3.0 also be observed on the scan tool.

2.5
Intake Throttle Position parameter indicates over 100% if the
solenoid is commanded OFF.
2.0

Position (%) Volts

1.5
10 0.8
20 1.2
-Scan Tool Actuator Test-
1.0
30 1.5 To check the intake throttle valve sticking, Intake Throttle
0.5 40 1.8 Solenoid Control is suitable. The purpose of this test is for
50 2.2 checking whether the intake throttle valve is correctly moved
0.0 60 2.5
10 20 30 40 50 60 70 80
70 2.9
with command. Restricted valve movement by foreign
Close Intake throttle positon (%) Open
80 3.2 materials, excessive deposits or a faulty valve could be
considered if the position difference is large.
 N Series 4JJ1 Engine (Euro 3 Specification) -88-

ENGINE WARM UP CONTROL SYSTEM

In order to warm up the engine more quickly and reduce white
smoke at low temperature, engine warm up system is adopted.
The exhaust pressure increases the engine load and energy in
the engine is transmitted to cooling water through the cylinder
block. Increasing the injection quantity at the same time raises
the exhaust temperature, and warm up is also promoted.
The engine warm up system consists of the ECM, the intake
throttle valve, the exhaust brake valve, the exhaust brake
solenoid valve and the engine warm up switch on the dash
panel. The ECM commands to close the intake throttle valve
and the exhaust brake valve when the following conditions are
met:

• The engine warm up switch is ON

• The engine is running
• The accelerator pedal is not depressed
• The engine coolant temperature is less than 77C (170F)
• The vehicle is not running

The desired engine idle speed will increase up to 740 RPM at

the same time. If the desired idle speed is higher than this
value such as low temperature condition, higher desired speed
is selected for desired idle speed.

-Scan Tool Data Displays-

The engine warm up switch input state can be observed on
the scan tool.
 N Series 4JJ1 Engine (Euro 3 Specification) -89-

PTO (POWER TAKE OFF) CONTROL

PTO CONTROL
The ECM has the functionality to accommodate on PTO mode.
The PTO engine speed control is possible to use both inputs;
additional remote PTO accelerator sensor at cabin outside and
the accelerator pedal at cabin inside.
The remote PTO accelerator sensor can be enabled when the
vehicle is stationary. The body builder-installed remote PTO
accelerator sensor can variable increases or decreases the
PTO control engine speed while this sensor is operating. The
sensor needs to be a potential meter. The ECM supplies 5
volts reference circuit to the remote PTO accelerator sensor
from the ECM. The ECM also provides a ground on the low
Remote PTO accelerator sensor harness connector reference circuit. The remote PTO accelerator sensor provides
a signal to the ECM on the signal circuit. The body builders can
access remote PTO accelerator sensor harness connector. It
is located near the fuse & relay box on the chassis frame side.
Remote PTO Accel. Sensor Characteristic -Reference- But, it has DTC in case output voltage is higher than 4.8 volts.
5.0

4.5

4.0 -Scan Tool Data Displays-

Calculated remote PTO accelerator sensor position can be
Position sensor output (Volts)

3.5
observed on the scan tool by unit “%”. The output voltage
3.0
Position (%) Volts can also be observed on the scan tool.
2.5 0 0.5
2.0 10 0.9
20 1.2
1.5 30 1.6
40 1.9
1.0
50 2.3
0.5 60 2.7
70 3.0
0.0
80 3.4
0 10 20 30 40 50 60 70 80 90 100
90 3.7
Remote PTO accel. position (%) 100 4.1
 N Series 4JJ1 Engine (Euro 3 Specification) -90-

To enter the PTO mode, operate the control lever or control

switch of the special equipment that connects to the harness
connector under the instrument panel cluster. This wire
harness connector connects to the ECM and fuel injection
characteristic is switched to the PTO mode.
If the vehicle with Smoother transmission, press the factory-
option dash mounted PTO switch. This wire harness connects
to the TCM and gearshift clutch and lock up clutch are engaged
during the PTO mode. Then, operate the control lever or
control switch of the special equipment within 10 seconds.

PTO switch harness connector (connected to the

control lever or control switch of special equipment)
-Scan Tool Data Displays-
The input state of the PTO switch to the ECM can be
observed on the scan tool.
 N Series 4JJ1 Engine (Euro 3 Specification) -91-

DIAGNOSTIC INFORMATION
DATA LINK CONNECTOR
Data link connector (DLC) is fixed to the instrument panel
1. Not used
2. Class 2 serial data (EHCU) cluster lower section. The communication between the ECM
3. Not used and a scan tool is established using the Keyword 2000 serial
4. Connected to ground
5. Connected to ground data communication bus.
6. Not used
7. Keyword serial data communication (ECM
and TCM)
8. Not used
9. Not used
10. Not used
11. Not used
12. Diagnostic request switch (ECM and TCM)
13. Diagnostic request switch (EHCU)
14. Not used
15. Not used
16. Battery voltage

Reading Flash Diagnostic Trouble Codes (DTCs)

Example: DTC 23 stored 2 3 Unit: sec.
The provision for communicating with the ECM is the Data Link
1.2 1.2 0.3 0.3 0.3 Connector (DLC). The DTC(s) stored in the ECM memory can
ON be read either through a hand-held diagnostic scanner such as
Tech 2 plugged into the DLC or by counting the number of
OFF
flashes of the malfunction indicator lamp (MIL) when the
diagnostic test terminal of the DLC is grounded. The DLC
2.4 0.6 0.6 0.6 0.6 2.4
2nd digit number 1st digit number
terminal "12“ (diagnostic request) is pulled "Low" (grounded) by
jumped to DLC terminal "4", which is a ground wire. Once
Example: DTC 225 stored terminals "12" and "4" have been connected, turn the ignition
2 2 5
switch ON, with the engine OFF. The MIL will indicate a DTC
0.3 0.3 1.2 1.2 0.3 0.3 0.3 0.3 0.3
three times is a DTC is present and history. If more than one
ON DTC has been stored in the ECM's memory, the DTCs will be
output numerical order with each DTC being displayed three
OFF times. The flash DTC display will continue as long as the DLC
is shorted.
2.4 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 2.4

3rd digit 2nd digit number 1st digit number

number
 N Series 4JJ1 Engine (Euro 3 Specification) -92-

Diagnostic Trouble Codes (DTCs) Clear Method by

Accelerator Pedal Operation
If there is no scan tool, history DTCs can be cleared using
accelerator pedal operation.

1. Turn ON the ignition, with the engine OFF.

2. Use a jumper wire and the DLC terminal "12“ (diagnostic
request) is pulled "Low" (grounded) by jumped to DLC
terminal "4".
3. Depress accelerator pedal within 1 to 3 seconds.
4. Release accelerator pedal within 1 to 3 seconds.
5. Depress accelerator pedal within 1 to 3 seconds.
6. Release accelerator pedal within 1 to 3 seconds.
7. Depress accelerator pedal within 1 to 3 seconds.
8. Release accelerator pedal within 1 to 3 seconds.

Notice!
DO NOT touch the accelerator pedal when it is released.
Clearing DTCs may fail.
 N Series 4JJ1 Engine (Euro 3 Specification) -93-

TECH 2 SCAN TOOL

Operating Procedure
F0: Diagnostic Trouble Codes
Select Diagnostic > appropriate vehicle identification > Engine
F0: Read DTC Info As Stored By ECU > 4JJ1. The table shows, which functions are used the
F1: Clear DTC Information available equipment versions.
F1: Data Display F0: Diagnostic Trouble Codes
F2: Snapshot The purpose of this mode is to display and erase stored trouble
code in the ECM.
F3: Actuator Test
F1: Data Display
F0: Engine Controls The purpose of this mode is to continuously monitor data
F0: Fuel Rail Pressure parameters. The current actual values of all important sensors
F1: Main Injection Timing and signals, solenoid commands in the system are display
F2: Pre Injection Stop through this mode.
F2: Snapshot
F3: Injector Forced Drive
“Snapshot” allow you to focus on making the condition occur,
F4: Cylinder Balance Test rather than trying to view all of the data in anticipation of the
F0: Device Controls fault. The snapshot will collect parameter information around a
F0: Glow Relay Command trigger point that you select.
F1: Exhaust Brake Command F3: Actuator Test
The purpose of this mode is to check for correct operation of
F2: Intake Throttle Control
electronic system actuators. Using actuator test menus can
F3: EGR Control test the state of each actuator and related sensors. Especially
F4: Programming when DTC cannot be detected, a faulty circuit can be
F0: Injector ID Code diagnosed by testing. Even DTC has been detected, the circuit
F5: Special Functions tests using these menus could help discriminate between a
mechanical trouble and an electrical trouble.
F0: Fuel Supply Pump Learn Resetting
F4: Programming
The purpose of this mode is to program the fuel injector ID
code or VIN into the ECM if the fuel injector or ECM is to be
replaced.
F5: Special Functions
The purpose of this mode is to reset the fuel supply pump
learned value in the ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -94-

MALFUNCTION INDICATOR LAMP (MIL)

The malfunction indicator lamp (MIL) is located on the
instrument panel cluster. The MIL will display the engine
symbol when commanded ON. The MIL indicates that an
engine performance related fault has occurred and vehicle
service is required. The following is a list of the modes of
operation for the MIL:

• The MIL illuminates for approximately 3 seconds when the

ignition switch is turned ON, with the engine OFF. This is a
bulb test to the MIL is able to illuminate.
• The MIL illuminates for approximately 15 seconds and blinks
3 times when the ignition switch is turned ON, with the engine
OFF. This is a bulb test to the MIL is able to illuminate and a
speed limiter device installation check.
• The MIL turns OFF after the engine is started if a diagnostic
fault is not present.
• The MIL remains illuminated after the engine is started if the
With speed limiter device ECM detects a fault. A DTC is stored any time the ECM
illuminates the MIL due to an engine performance related
Ignition switch ON 1 sec. 1 sec. 1 sec.
fault has occurred.

ON

OFF

15 sec.
1 sec. 1 sec. 1 sec.
 N Series 4JJ1 Engine (Euro 3 Specification) -95-
Type A
DIAGNOSTIC TROUBLE CODE (DTC) TYPE
1 driving cycle 2 driving cycles 3 driving cycles
DIFINITIONS
ON Action Taken When the DTC Sets - Type A
ECM main relay
status
OFF
• The ECM illuminates the malfunction indicator lamp (MIL)
when the diagnostic runs and fails.
Run
Engine status
Conditions for Clearing the MIL/ DTC - Type A
Not Run • The ECM turns OFF the MIL after 1 ignition cycle when the
diagnostic runs and does not fail.
Failed
• A current DTC clears when the diagnostic runs and passes.
Fail status
Not Failed • A history DTC clears after 20 consecutive driving cycles, if no
failures are reported.
Present
DTC status
• Use a scan tool to clear the MIL and the DTC.
Not Present

ON
MIL status
OFF

Type D

1 driving cycle 2 driving cycles 3 driving cycles Action Taken When the DTC Sets - Type D
• The ECM will not illuminate the MIL .
ON
ECM main relay
status Conditions for Clearing the DTC - Type D
OFF
• A current DTC clears when the diagnostic runs and passes.
Run
• A history DTC clears after 20 consecutive driving cycles, if no
Engine status failures are reported.
Not Run
• Use a scan tool to clear the DTC.
Failed
Fail status
Not Failed

Present
DTC status
Not Present

ON
MIL status
OFF
 N Series 4JJ1 Engine (Euro 3 Specification) -96-

SCAN TOOL DATA LIST & DEFINITIONS

Typical Data Typical Data
Units
Scan Tool Parameter Value at Value at Definitions
Displayed
Engine Idle 1700RPM

Operating Conditions: Engine idling or 1700RPM/ Engine coolant temperature is between 75 to 85C (167 to 185F)/ Accelerator pedal is constant/ Neutral or Park/ Accessories
OFF/ Vehicle located at sea level

22.0 to 30.0 22.0 to 30.0 This parameter displays the ignition voltage measured at the ignition feed circuit of the ECM.
Ignition Voltage Volts
volts volts Voltage is applied to the ECM when the ignition switch is ON position.

22.0 to 30.0 22.0 to 30.0 This parameter displays the battery voltage measured at the ECM main relay switched voltage
Battery Voltage Volts
volts volts feed circuit of the ECM. Voltage is applied to the ECM when the ECM main relay is energized.

Desired Engine Idle This parameter displays the idle speed requested by the ECM. The ECM will change desired idle
RPM 600 600
Speed speed based on engine coolant temperature and other inputs.

Nearly 600 Nearly 1700 This parameter displays the speed of the crankshaft as calculated by the ECM based on inputs
Engine Speed RPM
RPM RPM from the crankshaft position (CKP) sensor or camshaft position (CMP) sensor.

This parameter displays the voltage signal sent to the ECM from the accelerator pedal position
APP Sensor 1
0.3 to 0.7 0.7 to 1.2 (APP) sensor 1 of the APP sensor assembly. APP sensor 1 is a range of value indicating a low
(Accelerator Pedal Volts
volts volts voltage when the accelerator pedal is not depressed, and a high voltage when the accelerator
Position)
pedal is fully depressed.

This parameter displays the voltage signal sent to the ECM from the accelerator pedal position
APP Sensor 2
4.1 to 4.5 3.6 to 4.1 (APP) sensor 2 of the APP sensor assembly. APP sensor 2 is a range of value indicating a high
(Accelerator Pedal Volts
volts volts voltage when the accelerator pedal is not depressed, and a low voltage when the accelerator
Position)
pedal is fully depressed.

This parameter displays the angle of the accelerator pedal as calculated by the ECM using the
Accelerator Pedal
% 0% 12 to 20 % signals from the accelerator pedal position (APP) sensors. The scan tool will display linearly
Position
from 0 to 100% according to the pedal operation.

Nearly 30 This parameter displays fuel rail pressure desired by the ECM based on current driving conditions.
Desired Fuel Rail More than 60
MPa/ psi MPa/ 4,300 This can be compared to the actual fuel rail pressure to determine sensor accuracy or fuel
Pressure MPa/ 8,700 psi
psi pressure control problems.

27 to 33 MPa/ This parameter displays the fuel rail pressure as calculated by the ECM using the signal from the
More than 60
Fuel Rail Pressure MPa/ psi 3,900 to 4,800 fuel rail pressure (FRP) sensor. The scan tool will display a low pressure when the low engine
MPa/ 7,250 psi
psi load, and a high pressure when the high engine load.

This parameter displays the voltage signal sent to the ECM from the fuel rail pressure (FRP)
Fuel Rail Pressure 1.4 to 1.5 More than 2.9
Volts sensor. FRP sensor is a range of value indicating a low voltage when the fuel rail pressure is
Sensor volts volts
low, and a high voltage when the fuel rail pressure is high.
 N Series 4JJ1 Engine (Euro 3 Specification) -97-

Typical Data Typical Data

Units
Scan Tool Parameter Value at Value at Definitions
Displayed
Engine Idle 1700RPM

Shutoff Mode or 1/
Start Mode or 2/
This parameter displays the state of the fuel rail pressure feedback to the ECM. Wait Mode or 3
Rail Pressure Feedback Wait Mode or 3/ Feedback Feedback
indicates the ignition switch is turned ON position. Feedback Mode or 5 indicates the engine is
Mode Wait to Restart or Mode or 5 Mode or 5
during crank or run. Shutoff Mode or 1 indicates the ignition switch is turned OFF position.
4/ Feedback Mode
or 5

This parameter displays the fuel rail pressure (FRP) regulator control duty ratio signal based on
inputs to the ECM from various engine sensors. The scan tool will display a lower percentage
FRP Regulator Command
% 30 to 45 % 30 to 40 % when the FRP regulator is controlled to open (fuel supply quantity to the fuel rail is increased).
(Fuel Rail Pressure)
The scan tool will display higher percentage when the FRP regulator is controlled to close (fuel
supply quantity to the fuel rail is reduced).

This parameter displays the fuel rail pressure (FRP) regulator control feedback current as
measured by the ECM. The scan tool will display a low current when the FRP regulator is
FRP Regulator Feedback 900 to 1,100 800 to 1,000
mA controlled to open (fuel supply quantity to the fuel rail is increased). The scan tool will display a
(Fuel Rail Pressure) mA mA
high current when the FRP regulator is controlled to close (fuel supply quantity to the fuel rail is
reduced).

This parameter displays the learning state of the fuel supply pump. Not Learn indicates initialized
Not Learned/
Fuel Supply Pump Status Learned Learned state that is replaced to a new ECM or adjustment value is reset. After engine is warm upped,
Learned
leaning will start at idle speed. Learned indicates learning process is completed state.

This parameter displays the voltage signal sent to the ECM from the engine coolant temperature
Coolant Temperature 0.4 to 0.6 0.4 to 0.6
Volts (ECT) sensor. ECT sensor is a range of value indicating a low voltage when the temperature is
Sensor volts volts
high, and a high voltage when the temperature is low.

This parameter displays the temperature of the engine coolant as calculated by the ECM using the
75 to 85 C/ 75 to 85 C/ signal from the engine coolant temperature (ECT) sensor. The scan tool will display a low
Coolant Temperature C/ F
167 to 185F 167 to 185F temperature when the ECT sensor signal voltage is high, and a high temperature when the ECT
sensor signal voltage is low.

This parameter displays the voltage signal sent to the ECM from the intake air temperature (IAT)
Intake Air Temperature 1.4 to 2.3 1.4 to 2.3
Volts sensor. IAT sensor is a range of value indicating a low voltage when the temperature is high,
Sensor volts volts
and a high voltage when the temperature is low.

This parameter displays the temperature of the intake air as calculated by the ECM using the
20 to 40 C/ 20 to 40 C/ signal from the intake air temperature (IAT) sensor. The scan tool will display a low temperature
Intake Air Temperature C/ F
68 to 104 F 68 to 104 F when the IAT sensor signal voltage is high, and a high temperature when the IAT sensor signal
voltage is low.
 N Series 4JJ1 Engine (Euro 3 Specification) -98-

Typical Data Typical Data

Units
Scan Tool Parameter Value at Value at Definitions
Displayed
Engine Idle 1700RPM

This parameter displays the voltage signal sent to the ECM from the fuel temperature (FT) sensor.
Fuel Temperature 0.8 to 2.3 0.8 to 2.3
Volts FT sensor is a range of value indicating a low voltage when the temperature is high, and a high
Sensor volts volts
voltage when the temperature is low.

This parameter displays the temperature of the fuel as calculated by the ECM using the signal
20 to 60 C/ 20 to 60 C/
Fuel Temperature C/ F from the fuel temperature (FT) sensor. The scan tool will display a low temperature when the FT
68 to 140 F 68 to 140 F
sensor signal voltage is high, and a high temperature when the FT sensor signal voltage is low.

Nearly 2.3 Nearly 2.3 This parameter displays the voltage signal sent to the ECM from the barometric pressure
Barometric Pressure
Volts volts at sea volts at sea (BARO) sensor. BARO sensor is a range of value indicating a low voltage in high altitude area,
Sensor
level level and a middle voltage in sea level.

Nearly 100 Nearly 100 This parameter displays the barometric pressure (BARO) as calculated by the ECM using the
Barometric Pressure kPa/psi kPa/ 14.5 psi kPa/ 14.5 psi signal from the BARO sensor. The scan tool will display a low barometric pressure in high
at sea level at sea level altitude area.

This parameter displays the voltage signal sent to the ECM from the boost pressure sensor.
Less than 1.3
Boost pressure sensor is a range of value indicating a low voltage when the boost pressure is low
Boost Pressure Sensor Volts Nearly 1.0 volt volts at sea
(idle or lower engine load) and a high voltage when the boost pressure is high (higher engine
level
load).

This parameter displays the boost pressure in the intake duct as calculated by the ECM using the
Nearly 100 Less than 115
signal from the boost pressure sensor. The scan tool will display a low boost pressure when the
Boost Pressure kPa/ psi kPa/ 14.5 psi kPa/ 16.7 psi
low engine load, and a high boost pressure when the high engine load. Note that the true boost
at sea level at sea level
pressure is determined by subtracting barometric pressure from the actual reading.

This parameter displays EGR position desired by the ECM based on current driving conditions.
Less than Less than
Desired EGR Position % This can be compared to the actual EGR position to determine sensor accuracy or solenoid
95% 55%
control problems.

This parameter displays the EGR valve position calculated by the ECM using the signal from the
Less than Less than
EGR Position % individual three EGR position sensors. The scan tool will display a low percentage when the
95% 55%
EGR valve is closed, and a high percentage when the ERG valve is opened.

This parameter displays the input state of the EGR position sensor 1 to the ECM. When the
EGR Position 1 Low/ High Low or High Low or High position sensor is opened, the scan tool displays Low. When the position sensor is closed, the
scan tool displays High.

This parameter displays the input state of the EGR position sensor 2 to the ECM. When the
EGR Position 2 Low/ High Low or High Low or High position sensor is opened, the scan tool displays Low. When the position sensor is closed, the
scan tool displays High.
 N Series 4JJ1 Engine (Euro 3 Specification) -99-

Typical Data Typical Data

Units
Scan Tool Parameter Value at Value at Definitions
Displayed
Engine Idle 1700RPM

This parameter displays the input state of the EGR position sensor 3 to the ECM. When the
EGR Position 3 Low/ High Low or High Low or High position sensor is opened, the scan tool displays Low. When the position sensor is closed, the
scan tool displays High.

This parameter displays intake throttle position desired by the ECM based on current driving
Desired Intake Throttle More than More than
% conditions. This can be compared to the actual intake throttle position to determine sensor
Position 90% 90%
accuracy or intake throttle control problems.

This parameter displays the intake throttle valve position calculated by the ECM using the signal
More than More than from intake throttle position sensor. The scan tool will display a low percentage when the intake
Intake Throttle Position %
100% 100% throttle valve is closed, and a high percentage when the intake throttle valve is opened. Note
that the intake throttle position indicates over 100% if the solenoid is commanded OFF.

This parameter displays the voltage signal sent to the ECM from the intake throttle position
Intake Throttle Position More than 3.9 More than 3.9
Volts sensor. Intake throttle position sensor is a range of value indicating a low voltage when the
Sensor volts volts
intake throttle valve is closed to a high voltage when the intake throttle valve is opened.

This parameter displays the intake throttle solenoid valve control duty ratio signal based on inputs
Intake Throttle Solenoid to the ECM from various engine sensors. The scan tool will display a lower percentage when the
% 0% 0%
Command intake throttle solenoid valve is controlled to open. The scan tool will display a higher percentage
when the intake throttle solenoid valve is controlled to close.

This parameter indicates the vehicle speed calculated by the ECM using the signal from the
0 km/h / 0 0 km/h / 0
Vehicle Speed km/h / MPH vehicle speed sensor (VSS). The scan tool will display a low value at lower vehicle speeds, and
MPH MPH
a high value at higher vehicle speeds.

-5.0 to 5.0
Fuel Compensation Cyl. 1 mm3 0.0 mm3
mm3 (varies)
This parameter displays the adjustment of fuel volume for each cylinder at low engine speed area
-5.0 to 5.0
Fuel Compensation Cyl. 2 mm3 0.0 mm3 as calculated by the ECM. The scan tool will display a negative value if the fuel volume is
mm3 (varies)
lowered. The scan tool will display a positive value if the fuel volume is increased. If there is a
-5.0 to 5.0 cylinder that is excessively high or low value, it may indicate faulty fuel injector, weak or slightly
Fuel Compensation Cyl. 3 mm3 0.0 mm3
mm3 (varies) seized cylinder or an incorrectly programmed fuel injector ID code.
-5.0 to 5.0
Fuel Compensation Cyl. 4 mm3 0.0 mm3
mm3 (varies)
 N Series 4JJ1 Engine (Euro 3 Specification) -100-

Typical Data Typical Data

Units
Scan Tool Parameter Value at Value at Definitions
Displayed
Engine Idle 1700RPM

Off or 0/ Ignition This parameter displays the state of engine. Ignition On or 1 indicates the ignition switch is
Running or Running or
Engine Mode On or 1/ Cranking turned ON position. Cranking or 2 indicates the engine is during crank. Running or 3 indicates
3 3
or 2/ Running or 3 the engine is run. Off indicates the ignition switch is tuned OFF position.

This parameter displays the input state of the engine warm up switch to the ECM. On indicates
Engine Warm Up Switch On/ Off Off Off the engine warm up switch is closed and allows energizing the exhaust brake solenoid valve and
intake throttle valve depending upon engine condition.

This parameter displays the input status of the ignition switch to the ECM. When the ignition
Ignition Switch On/Off On On
switch is turned ON position, the scan tool displays On.

This parameter displays the input status of the starter switch to the ECM. When the ignition
Starter Switch On/ Off Off Off
switch is turned at START position, the scan tool displays On.

This parameter displays the input state of the clutch pedal switch to the ECM. When the clutch
Applied/
Clutch Pedal Switch Released Released pedal is depressed, scan tool displays Applied. If the Smoother is installed, gearshift clutch input
Released
state form the TCM is displayed.

Neutral/ In This parameter displays the input state of the neutral switch to the ECM. When the transmission
Neutral Switch Neutral Neutral
Gear gear is Park or Neutral, the scan tool displays Neutral.

Applied/ This parameter displays the input state of the park brake switch to the ECM. When the park brake
Park Brake Switch Released Released
Released lever is pulled, scan tool displays Applied.

This parameter displays the input state of the exhaust brake switch to the ECM. On indicates the
exhaust brake switch is closed and allows energizing the exhaust brake solenoid valve and intake
Exhaust Brake Switch On/ Off Off Off
throttle depending upon driving condition. Off indicates the exhaust brake switch is open and
exhaust brake will not engage.

This parameter displays the commanded state of the exhaust brake solenoid valve control circuit.
Exhaust Brake Valve
On/ Off Off Off On indicates the exhaust brake solenoid valve is being grounded by the ECM, allowing vacuum
Command
pressure to the exhaust brake valve

This parameter displays the state of the PTO switch to the ECM. When the PTO switch is
PTO Switch On/ Off Off Off
operated by control lever or button, scan tool displays On.

This parameter displays the voltage signal sent to the ECM from the PTO remote throttle sensor.
PTO Remote Throttle Less than 0.4 Less than 0.4
Volts PTO remote throttle sensor is a range of values indicating a low voltage when the throttle sensor
Sensor volts volts
is not operated to a high voltage when the throttle sensor is operated.
 N Series 4JJ1 Engine (Euro 3 Specification) -101-

Typical Data Typical Data

Units
Scan Tool Parameter Value at Value at Definitions
Displayed
Engine Idle 1700RPM

This parameter displays the angle of the PTO remote throttle sensor as calculated by the ECM
using the signal from the PTO remote throttle sensor. The PTO remote throttle angle is a range
PTO Remote Throttle % 0% 0%
of values indicating a low percentage when the throttle sensor is not operated to a high
percentage when the throttle sensor is operated.

This parameter displays the voltage signal sent to the ECM from the idle up sensor. Idle up sensor
0.3 to 0.6 0.3 to 0.6
Idle Up Sensor Volts is a range of value indicating a low voltage when the idle up sensor rotates in a counterclockwise
volts volts
direction to a high voltage when the idle up sensor rotates in a clockwise direction.

This parameter displays the state of the air conditioning (A/C) compressor engagement. On
A/C Signal On/ Off Off Off indicates the ECM receiving an A/C compressor On signal. Off indicates the ECM is not
receiving an A/C compressor On signal.

This parameter displays the state of the exhaust brake cut request to the ECM from the electric
Exhaust Brake Cut Inactive/
Inactive Inactive hydraulic control module (EHCU) (ABS module). Active indicates the EHCU is commanding to
Request from ABS Active
release the exhaust brake.

This parameter displays the state of the exhaust brake cut request to the ECM from the
Exhaust Brake Cut Inactive/
Inactive Inactive transmission control module (TCM). Active indicates the TCM is commanding to release the
Request from TCM Active
exhaust brake.

This parameter displays the state of the refrigerator compressor engagement. On indicates the
Refrigerator Switch On/ Off Off Off ECM receiving a refrigerator compressor On signal. Off indicates the ECM is not receiving a
refrigerator compressor On signal.

This parameter displays the input state of the engine oil level switch to the ECM. Normal
Engine Oil Level switch Low/ Normal Normal Normal indicates the engine oil level is not too low for safe operation of the engine. Low indicates the
engine oil level is abnormally low and has opened the engine oil level switch.

This parameter displays the commanded state of the glow relay control circuit. On indicates the
Glow Relay Command On/ Off Off Off
glow relay control circuit is being grounded by the ECM, allowing voltage to the glow plugs.

Glow Plug Lamp This parameter displays the commanded state of the glow indicator lamp control circuit. The lamp
On/ Off Off Off
Command should be On when the scan tool indicates command On.
 N Series 4JJ1 Engine (Euro 3 Specification) -102-

SCAN TOOL OUTPUT CONTROLS

Scan Tool Output Control Descriptions

The purpose of this test is for checking whether the fuel rail pressure is changing when commanded within 30 to 80MPa (4,350 to
Fuel Pressure Control 11,600psi) when commanded. Faulty fuel supply pump, fuel rail pressure (FRP) regulator, pressure limiter valve or other fuel lines could
be considered if the differential fuel rail pressure is large.

The purpose of this test is for checking whether the pilot fuel injection is operated when it is commanded to ON/ OFF. Faulty injector(s)
Pilot Injection Control
could be considered if engine noise does not change when commanded OFF.

Injection Timing Control The purpose of this test is for checking whether the main injection timing is changing when commanded Retard/ Advance within -5 to 5°CA.

The purpose of this test is for checking whether the fuel injector is correctly operating when commanded ON. Faulty injector(s) could be
Injector Force Drive considered if it does not create a clicking noise (solenoid operating noise), contains an interrupted noise or has abnormal noise when
commanded ON.

The purpose of this test is for checking whether the fuel injector is operating when commanded ON/ OFF. Faulty injector(s) could be
Cylinder Balance Test
considered if engine does not change speed when commanded OFF.

The purpose of this test is for checking whether the intake throttle valve is correctly moved with command. Restricted valve movement by
Intake Throttle Solenoid Control
foreign materials, excessive deposits or a faulty valve could be considered if the position difference is large.

The purpose of this test is for checking whether the EGR valve is correctly moved with command. Restricted valve movement by foreign
EGR Solenoid Control
materials, excessive deposits or a faulty valve could be considered if the position difference is large.

The purpose of this test is for checking whether the glow relay is operating when commanded ON. Faulty circuit(s) or a faulty glow relay
Glow Relay Control
could be considered if not energizing when commanded ON.

The purpose of this test is for checking whether the exhaust brake control solenoid is operating when commanded ON. Faulty circuit(s) or
Exhaust Brake Control
a faulty solenoid could be considered if not energizing when commanded ON.

The purpose of this function to reset the fuel supply pump adjustment value.
Fuel Supply Pump Learn Resetting Important: The fuel supply pump relearn procedure must be done when the fuel supply pump or engine is replaced, or an ECM from
another vehicle is installed. Refer to Fuel Supply Pump Replacement.
 N Series 4JJ1 Engine (Euro 3 Specification) -103-

ENGINE CONTROL SYSTEM CHECK SHEET

ENGINE CONTROL SYSTEM CHECK SHEET Inspectors Name
Customer’s Name Model & Model Year
Driver’s Name Chassis No.
Date Vehicle Brought In Engine No.
License No. Odometer Reading Km/miles
Engine Does
□ □ Engine does not crank □ No initial combustion □ No complete combustion
Not Run
□ Hard Start □ Engine cranks slowly □ Other ( )
□ Abnormal idling speed □ High idling speed ( RPM) □ Low idling speed ( RPM)
□ Incorrect Idle □ Rough idling
Problem Symptoms

□ Other ( )
□ Hesitation, sag, stumble □ Surge □ Cut out
Poor
□ □ Lack of power, sluggishness, sponginess
Driveability
□ Other ( )
□ Soon after starting □ After accelerator pedal depressed
□ Engine Stall □ During A/C operation □ After accelerator pedal released □ Shifting from N to D
□ Other ( )
□ Black smoke □ White smoke □ Poor fuel economy
□ Others □ Abnormal combustion noise
□ Other ( )
Dates problem occurred
□ Constant □ Intermittently ( times per day/month) □ Once only
Problem frequency
□ Other ( )
□ Fine □ Cloudy □ Rainy □ Snow
Weather
□ Various/Other ( )
Outside □ Hot (approx. ) □ Warm □ Cool □ Cold (approx. )
Condition When Problem Occurs

Temperature □ Any temperature

□ Highway □ Suburbs □ City area □ Uphill
Place
□ Downhill □ Rough road □ Other ( )
□ Over (approx. tons) □ No load
Load Condition
□ Other (approx. tons)
Engine □ Cold □ Warming up □ After warming up □ Any temperature
Temperature □ Other ( )
□ Starting □ Just after starting ( Min.) □ Idling
□ Racing □ Driving □ Constant speed □ Acceleration
Engine Operation
□ Deceleration □ A/C switch On/Off
□ Other ( )
Fuel Amount □ Full □ Above 1/2 □ Below 1/2 □ Near empty
Fuel Bland
Condition of MIL □ Remains On □ Intermittently turns On □ Does not turn On
P or U Code )
Diagnostic Trouble Present Code □ Nothing □
No. (
Code (DTC) or Flash
P or U Code )
Code History Code □ Nothing □
Code No. (

Other Additional
Conditions
 N Series 4JJ1 Engine (Euro 3 Specification) -104-

DIAGNOSTIC STARTING POINT - ENGINE CONTROLS

Begin the system diagnosis with Diagnostic System Check Engine 5. The presence of DTCs which begin with U, indicate that some other
Controls. The Diagnostic System Check Engine Controls will provide the module is not communicating.
following information: 8. If there are other modules with DTCs set, refer to the DTC list. The
• The identification of the control modules which command the system. DTC list directs you to the appropriate diagnostic procedure. If the control
• The ability of the control modules to communicate through the serial data module stores multiple DTCs, diagnose the DTCs in the following order.
circuit. • Component level DTCs, such as sensor DTCs, solenoid DTCs, actuator
• The identification of any stored diagnostic trouble codes (DTCs) and the DTCs, and relay DTCs. Diagnose the multiple DTCs within this category
their statuses. in numerical order. Begin with the lowest numbered DTC, unless the
The use of the Diagnostic System Check - Engine Controls will identify the diagnostic table directs you otherwise.
correct procedure for diagnosing the system and where the procedure is
located. Important!
• DO NOT perform this diagnostic if there is not a driveability
concern, unless another procedure directs you to this diagnostic.
Important!
• Before you proceed with diagnosis, search for applicable service
Engine Control System Check Sheet must be used to verify the
bulletins.
customer complaint, you need to know the correct (normal) operating
• Unless a diagnostic procedure instructs you, DO NOT clear the
behavior of the system and verify that the customer complaint is a valid
DTCs.
failure of the system.
• If there is a condition with the starting system, refer to the starting
system section in the engine mechanical.
DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS • Ensure the battery has a full charge.
Description • Ensure the battery cables (+) (-) are clean and tight.
The Diagnostic System Check Engine Controls is an organized approach • Ensure the ECM grounds are clean, tight, and in the correct
to identifying a condition that is created by a malfunction in the electronic location.
engine control system. The Diagnostic System Check must be the • Ensure the ECM harness connectors are clean and correctly
starting point for any driveability concern. The Diagnostic System Check connected. DO NOT attempt to crank the engine with ECM harness
directs the service technician to the next logical step in order to diagnose connectors disconnect.
the concern. Understanding and correctly using the diagnostic table • Ensure the ECM terminals are clean and correctly mating.
reduces diagnostic time, and prevents the replacement of good parts. • Ensure the fuel injector ID code data is correctly programmed into
the ECM.
Test Description • If there are fuel system DTC’s (P0087, P0088, P0089, P0093 or
The numbers below refer to the step numbers on the diagnostic table. P1093), diagnose sensor DTCs, solenoid DTCs, actuator DTCs and
2. Lack of communication may be because of a partial or a total relay DTCs first.
malfunction of the serial data circuit.
 N Series 4JJ1 Engine (Euro 3 Specification) -105-

Step Action Value(s) Yes No

1 Install a scan tool. Go to Scan Tool
-
Does a scan tool turn ON? Go to Step 2 Does Not Power Up
2 1. Turn ON the ignition, with the engine OFF.
2. Attempt to establish communication with the listed control modules.
 ECM
 Transmission control module (TCM) (Smoother only) -
 Hill start aid (HSA) control module (If so equipped) Go to Scan Tool
Does Not
 Supplemental restraint system (SRS) control module (If so equipped) Communicate with
Does the scan tool communicate with all the listed control module? Go to Step 3 Keyword Device
3 Attempt to start the engine. Go to Engine
Does the engine start and idle? - Cranks but Does
Go to Step 4 Not Run
4 Select the DTC display function for the following control modules:
 ECM
 TCM (Smoother only)
 EHCU (ABS module) (if so equipped) -
 HSA control module (If so equipped)
 SRS control module (If so equipped)
Does the scan tool display any DTCs? Go to Step 5 Go to Step 9
5 Does the scan tool display DTCs which begin with U or other control module
communication fault DTCs? -
Go to Applicable DTC Go to Step 6
6 Does the scan tool display ECM DTCs P0601, P0602, P0604, P0606, P060B or P1621?
-
Go to Applicable DTC Go to Step 7
7 Does the scan tool display ECM DTC P0563?
-
Go to Applicable DTC Go to Step 8
8 Is there any other code in any controller that has not been diagnosed?
-
Go to Applicable DTC Go to Step 9
 N Series 4JJ1 Engine (Euro 3 Specification) -106-

Step Action Value(s) Yes No

9 Is the customer’s concern with the transmission? Go to Diagnostic
- System Check -
Transmission Controls Go to Step 10
10 Is the customer’s concern with the anti-lock brake system? Go to Diagnostic
System Check -
-
Anti-lock Brake
Controls Go to Step 11
11 Is the customer’s concern with the HSA system? Go to Diagnostic
- System Check - HSA
Controls Go to Step 12
12 Is the customer’s concern with the SRS airbag system? Go to Diagnostic
- System Check - SRS
Controls Go to Step 13
13 1. Review the following symptoms.
2. Refer to the applicable symptom diagnostic able:
 Hard Start
 Rough, Unstable, or Incorrect Idle and Stalling
 High Idle Speed
 Cuts Out
 Surges
-
 Lack of Power, Sluggishness, or Sponginess
 Hesitation, Sag, Stumble
 Abnormal Combustion Noise
 Poor Fuel Economy
 Excessive Smoke (Black Smoke)
 Excessive Smoke (White Smoke) Go to Intermittent
Did you find and correct the condition? System OK Conditions
 N Series 4JJ1 Engine (Euro 3 Specification) -107-

DIAGNOSTIC TROUBLE CODE (DTC) LIST

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0016 A 16 Crankshaft  DTCs P0335, P0336, P0340 and P0341 are  The ECM detects that the CKP sensor - - -  Faulty engine mechanical timing.
Position - not set. signals and CMP sensor signals are out of
Camshaft Position  The ignition switch is ON. synchronization during engine rotations.
Correlation
 The CKP sensor signal pulse is detected.
 The CMP sensor signal pulse is detected.
P0087 A 225 Fuel Rail/ System  DTCs P0192, P0193, P060B and P0651  The ECM detects that the pressure limiter Limited Inhibited -  Loss fuel or less fuel.
Pressure Too Low are not set. valve is activated with overpressure (more  Faulty FRP sensor or sensor circuit.
 The ignition switch is ON. than 170 MPa [24,600 psi]) in the fuel rail.
 Faulty FRP regulator or regulator circuit.
 Faulty fuel injector.
 Faulty fuel line.
 Faulty fuel supply pump.
P0088 A 118 Fuel Rail/ System  DTCs P0192, P0193, P060B and P0651 are  The ECM detects that the fuel rail pressure Limited Inhibited -  Faulty FRP sensor or sensor circuit.
Pressure Too not set. is more than 185 MPa (26,800 psi) for  Faulty FRP regulator or regulator circuit.
High (First Stage)  The ignition switch is ON. longer than 5 seconds.
 Faulty fuel injector.
 The engine is running.  Faulty fuel supply pump.
P0088 A 118 Fuel Rail/ System  DTCs P0192, P0193, P060B and P0651 are  The ECM detects that the fuel rail pressure Limited Inhibited -  Faulty FRP sensor or sensor circuit.
Pressure Too not set. is more than 190 MPa (29,000 psi) for  Faulty FRP regulator or regulator circuit.
High (Second  The ignition switch is ON. longer than 5 seconds.
 Faulty fuel injector.
Stage)
 The engine is running.  Faulty fuel supply pump.
P0089 A 151 Fuel Pressure  DTCs P0091, P0092, P0192, P0193,  The ECM detects that the actual fuel rail Limited Inhibited -  Faulty FRP sensor or sensor circuit.
Regulator P060B, P0651, P0201 - P0204, P1261, pressure is more than 40 MPa (5,800 psi)  Faulty FRP regulator or regulator circuit.
Performance P1262, P2146 and P2149 are not set. over the desired pressure for longer than 5
 Faulty fuel supply pump.
 The battery voltage is between 18 to 32 seconds.
volts.
 The ignition switch is ON.
 The engine is running.
P0091 A 247 Fuel Pressure  DTCs P060B is not set.  The ECM detects that the FRP regulator Limited Inhibited -  High side circuit is open circuit or high
Regulator Control  The battery voltage is between 18 to 32 feedback current is less than 50mA, or resistance.
Circuit Low volts. more than 1000mA below the desired  High side circuit is short to ground or short to
current.
 The ignition switch is ON. the low side circuit.
 Low side circuit is open circuit or high
resistance.
 Low side circuit is short to ground.
 Faulty harness connector connection.
 Faulty FRP regulator.
 Faulty ECM.
P0092 A 247 Fuel Pressure  DTCs P060B is not set.  The ECM detects that the FRP regulator Limited Inhibited -  High side circuit is short to battery or ignition
Regulator Control  The battery voltage is between 18 to 32 feedback current is more than 2400mA, voltage.
Circuit High volts. or more than 1000mA over the desired  Low side circuit is short to battery or ignition
current.
 The ignition switch is ON. voltage.
 Faulty ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -108-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0093 A 227 Fuel System Leak  DTCs P0087, P0091, P0092, P0192,  The ECM detects that the actual fuel rail Limited Inhibited -  Fuel leaking.
Detected P0193, P0201 - P0204, P060B, P0651, pressure is lower than 15 MPa (2,180 psi)  Faulty fuel line.
P1261, P1262, P2146, P2149 and for longer than 3 seconds.
 Faulty FRP sensor or sensor circuit.
P2161are not set.
 Faulty FRP regulator or regulator circuit.
 The battery voltage is between 18 to 32
 Faulty fuel injector.
volts.
 Faulty fuel supply pump.
 The ignition switch is ON.
 The engine is running.
P0107 A 32 Manifold Absolute  DTCs P060B and P0697 are not set.  The ECM detects that the boost pressure - Inhibited -  5V reference circuit is open circuit or high
Pressure Sensor  The battery voltage is between 18 to 32 sensor signal voltage is less than 0.1 volts resistance.
Circuit Low Input volts. for 3 seconds.  5V reference circuit is short to ground or short to
 The ignition switch is ON. the low reference circuit.
 Signal circuit is open circuit or high resistance.
 Signal circuit is short to ground or short to the
low reference circuit.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0108 A 32 Manifold Absolute  DTCs P060B and P0697 are not set.  The ECM detects that the boost pressure - Inhibited -  5V reference circuit is short to battery or ignition
Pressure Sensor  The battery voltage is between 18 to 32 sensor signal voltage is more than 4.9 volts voltage.
Circuit High Input volts. for 3 seconds.  Signal circuit is short to battery, ignition voltage
 The ignition switch is ON. or short to any 5V reference circuit.
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0112 A 22 Intake Air  DTCs P060B and P0651 are not set.  The ECM detects that the IAT sensor - Inhibited -  Signal circuit is short to ground or short to the
Temperature  The battery voltage is between 18 to 32 signal voltage is less than 0.1 volts for 3 low reference circuit.
Sensor Circuit volts. seconds.  Faulty sensor.
Low
 The ignition switch is ON.  Faulty ECM.
P0113 A 22 Intake Air  DTCs P060B and P0651 are not set.  The ECM detects that the IAT sensor - Inhibited -  Signal circuit is open circuit or high resistance.
Temperature  The battery voltage is between 18 to 32 signal voltage is more than 4.85 volts for 3  Signal circuit is short to battery, ignition voltage
Sensor Circuit volts. seconds. or short to any 5V reference circuit.
High
 The ignition switch is ON.  Low reference circuit is open circuit or high
 The engine run time is longer than 3 resistance.
minutes.  Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0117 A 23 Engine Coolant  DTCs P060B and P0697 are not set.  The ECM detects that the ECT sensor - Inhibited -  Signal circuit is short to ground or short to the
Temperature  The battery voltage is between 18 to 32 signal voltage is less than 0.1 volts for 3 low reference circuit.
Sensor Circuit volts. seconds.  Faulty sensor.
Low  The ignition switch is ON.  Faulty ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -109-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0118 A 23 Engine Coolant  DTCs P060B and P0697 are not set.  The ECM detects that the ECT sensor - Inhibited -  Signal circuit is open circuit or high resistance.
Temperature  The battery voltage is between 18 to 32 signal voltage is more than 4.85 volts for 3  Signal circuit is short to battery, ignition voltage
Sensor Circuit volts. seconds. or short to any 5V reference circuit.
High  The ignition switch is ON.  Low reference circuit is open circuit or high
 The engine run time is longer than 5 resistance.
seconds.  Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0122 A 43 Throttle Position  DTCs P060B and P0697 are not set.  The ECM detects that the intake throttle - Inhibited -  5V reference circuit is open circuit or high
Sensor Circuit  The battery voltage is between 18 to 32 position sensor signal voltage is less than resistance.
Low volts. 0.1 volts for 3 seconds.  5V reference circuit is short to ground or short to
 The ignition switch is ON. the low reference circuit.
 Signal circuit is open circuit or high resistance.
 Signal circuit is short to ground or short to the
low reference circuit.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0123 A 43 Throttle Position  DTCs P060B and P0697 are not set.  The ECM detects that the intake throttle - Inhibited -  5V reference circuit is short to battery or ignition
Sensor Circuit  The battery voltage is between 18 to 32 position sensor signal voltage is more voltage.
High volts. than 4.9 volts for 3 seconds.  Signal circuit is short to battery, ignition voltage
 The ignition switch is ON. or short to any 5V reference circuit.
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0182 A 221 Fuel Temperature  DTCs P060B and P0697 are not set.  The ECM detects that the FT sensor - - -  Signal circuit is short to ground or short to the
Sensor Circuit  The battery voltage is between 18 to 32 signal voltage is less than 0.1 volts for 3 low reference circuit.
Low volts. seconds.  Faulty sensor.
 The ignition switch is ON.  Faulty ECM.
P0183 A 221 Fuel Temperature  DTCs P060B and P0697 are not set.  The ECM detects that the FT sensor - - -  Signal circuit is open circuit or high resistance.
Sensor Circuit  The battery voltage is between 18 to 32 signal voltage is more than 4.85 volts for  Signal circuit is short to battery, ignition voltage
High volts. 3 seconds. or short to any 5V reference circuit.
 The ignition switch is ON.  Low reference circuit is open circuit or high
 The engine run time is longer than 3 resistance.
minutes.  Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -110-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0192 A 245 Fuel Rail  DTCs P060B and P0651 are not set.  The ECM detects that the FRP sensor Limited Inhibited -  5V reference circuit is open circuit or high
Pressure Sensor  The battery voltage is between 18 to 32 signal voltage is less than 0.7 volts. resistance.
Circuit Low volts.  5V reference circuit is short to ground or short to
 The ignition switch is ON. the low reference circuit.
 Signal circuit is short to ground or short to the
low reference circuit.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0193 A 245 Fuel Rail  DTCs P060B and P0651 are not set.  The ECM detects that the FRP sensor Limited Inhibited -  5V reference circuit is short to battery or ignition
Pressure Sensor  The battery voltage is between 18 to 32 signal voltage is more than 4.5 volts. voltage.
Circuit High volts.  Signal circuit is open circuit or high resistance.
 The ignition switch is ON.  Signal circuit is short to battery, ignition voltage
or short to any 5V reference circuit
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P0201 A 271 Injector Circuit  DTCs P1261 and P2146 are not set. Either of following condition is met: Limited - -  Solenoid circuit is open circuit or high
Open – Cylinder 1  The battery voltage is between 18 to 32  The ECM detects an open circuit on the resistance.
volts. cylinder #1 fuel injector solenoid circuits.  Solenoid control circuit is short to voltage circuit
 The ignition switch is ON.  The ECM detects that the cylinder #1 fuel or charge voltage circuit.
 The engine is running. injector solenoid control circuit is shorted  Faulty harness connector connection.
to voltage circuit or charge voltage circuit.  Faulty fuel injector.
 Faulty ECM.
P0202 A 272 Injector Circuit  DTCs P1262 and P2149 are not set. Either of following condition is met: Limited - -  Solenoid circuit is open circuit or high
Open – Cylinder 2  The battery voltage is between 18 to 32  The ECM detects an open circuit on the resistance.
volts. cylinder #2 fuel injector solenoid circuits.  Solenoid control circuit is short to voltage circuit
 The ignition switch is ON.  The ECM detects that the cylinder #2 fuel or charge voltage circuit.
 The engine is running. injector solenoid control circuit is shorted  Faulty harness connector connection.
to voltage circuit or charge voltage circuit.  Faulty fuel injector.
 Faulty ECM.
P0203 A 273 Injector Circuit  DTCs P1262 and P2149 are not set. Either of following condition is met: Limited - -  Solenoid circuit is open circuit or high
Open – Cylinder 3  The battery voltage is between 18 to 32  The ECM detects an open circuit on the resistance.
volts. cylinder #3 fuel injector solenoid circuits.  Solenoid control circuit is short to voltage circuit
 The ignition switch is ON.  The ECM detects that the cylinder #3 fuel or charge voltage circuit.
 The engine is running. injector solenoid control circuit is shorted to  Faulty harness connector connection.
voltage circuit or charge voltage circuit.  Faulty fuel injector.
 Faulty ECM.
P0204 A 274 Injector Circuit  DTCs P1261 and P2146 are not set. Either of following condition is met: Limited - -  Solenoid circuit is open circuit or high
Open – Cylinder 4  The battery voltage is between 18 to 32  The ECM detects an open circuit on the resistance.
volts. cylinder #4 fuel injector solenoid circuits.  Solenoid control circuit is short to voltage circuit
 The ignition switch is ON.  The ECM detects that the cylinder #4 fuel or charge voltage circuit.
 The engine is running. injector solenoid control circuit is shorted to  Faulty harness connector connection.
voltage circuit or charge voltage circuit.  Faulty fuel injector.
 Faulty ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -111-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type. Code Brake
Injection Control
Control
P0217 D 542 Engine Coolant  DTCs P0116, P0117, P0118, P060B and Either of following condition is met: - - -  Engine overheating.
Over Temperature P0697 are not set.  The ECM detects that the engine coolant  Faulty engine cooling system.
Condition  The battery voltage is between 18 to 32 temperature is more than 110°C (230°F)  Faulty sensor.
volts. for 5 seconds.
 The ignition switch is ON.  The ECM detects that the engine coolant
 The engine is running. temperature is more than 120°C (248°F)
for 5 seconds during the DPD filter
regeneration.
P0219 A 543 Engine -  The ECM detects that the engine speed is - - -  Engine over-running.
Overspeed more than 4500RPM.  Faulty CKP sensor.
Condition
P0234 A 42 Turbocharger  DTCs P0045, P0107, P0108, P060B,  The ECM detects that the boost pressure Limited - -  Faulty turbocharger waste gate valve. (Sticking)
Overboost P0697, P2527 and P2528 are not set. is higher than 160 to 250 kPa (23 to 36  Faulty Intake throttle valve. (Sticking)
Condition  The ignition switch is ON. psi) for longer than 5 seconds.
 Faulty boost pressure sensor.
 Faulty BARO sensor.

P0299 A 65 Turbocharger  DTCs P0045, P0079, P0080, P0087,  The ECM detects that the boost pressure - - -  Faulty air induction system.
Underboost P0089, P0091, P0092, P0093, P0102, is lower than 95 to 170 kPa (14 to 25 psi)  Faulty turbocharger.
P0103, P0107, P0108, P0116, P0117, for longer than 5 seconds.
 Faulty turbocharger waste gate valve. (Sticking)
P0118, P0122, P0123, P0192, P0193,
 Faulty intake throttle valve. (Sticking)
P0201 - P0204, P0401, P0404, P0409,
P0560, P060B, P0638, P0651, P0697,  Faulty boost pressure sensor.
P1093, P1261, P1262, P1404, P2146,  Faulty BARO sensor.
P2149, P2527, P2628, P2453, P2227,
P2228 and P2229 are not set.
 The ignition switch is ON.
 The engine speed is between 1600 to 3000
RPM.
 The fuel injection quantity is higher than a
predetermined range.
P0355 A 15 Crankshaft  DTCs P0016, P0336, P0340 and P0341 are  The ECM detects that the CKP sensor - - -  Faulty CKP sensor or sensor circuit.
Position Sensor not set. signal pulses are not generated during  Faulty harness connector connection.
Circuit  The ignition switch is ON. engine rotations.
 Faulty sensor rotor, sensor or rotor installation.
 The CMP sensor signal pulse is detected.  Faulty ECM.
P0336 A 15 Crankshaft  DTCs P0016, P0335, P0340 and P0341 are  The ECM detects extra or missing CKP - - -  Faulty CKP sensor or sensor circuit.
Position Sensor not set. sensor signal pulses during engine  Faulty harness connector connection.
Circuit Range/  The ignition switch is ON. rotations.
 Faulty sensor rotor, sensor or rotor installation.
Performance
 The CKP sensor signal pulse is detected.
 N Series 4JJ1 Engine (Euro 3 Specification) -112-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0340 A 14 Camshaft Position  DTCs P0016, P0335, P0336 and P0341 are  The ECM detects that the CMP sensor - - -  Faulty CMP sensor or sensor circuit.
Sensor circuit not set. signal pulses are not generated during  Faulty harness connector connection.
 The ignition switch is ON. engine rotations.
 Faulty chain sprocket, sensor or sprocket
 The CMP sensor signal pulse is detected. installation.
 Faulty ECM.
P0341 A 14 Camshaft Position  DTCs P0016, P0335, P0336 and P0340 are  The ECM detects that the CMP sensor - - -  Faulty CMP sensor or sensor circuit.
Sensor Circuit not set. signal pulses are not generated during  Faulty harness connector connection.
Range/  The ignition switch is ON. engine rotations.
 Faulty chain sprocket, sensor or sprocket
Performance
 The CMP sensor signal pulse is detected. installation.
P0380 A 66 Glow Plug Circuit  The battery voltage is between 18 to 32 Either of following condition is met: - - -  Faulty relay or relay circuit.
volts.  The ECM detects a low voltage condition  Faulty harness connector connection.
 The ignition switch is ON. on the glow relay control circuit for longer  Faulty ECM.
than 3 second when the relay is
commanded OFF.
 The ECM detects a high voltage condition
on the glow relay control circuit for longer
than 3 second when the relay is
commanded ON.
P0381 A 67 Glow Plug  The battery voltage is between 18 to 32 Either of following condition is met: - - -  Faulty lamp or lamp circuit.
Indicator Circuit volts.  The ECM detects a low voltage condition  Faulty harness connector connection.
 The ignition switch is ON. on the glow indicator lamp control circuit for  Faulty IP cluster.
longer than 3 seconds when the lamp is
 Faulty ECM.
commanded OFF.
 The ECM detects a high voltage condition
on the glow indicator lamp control circuit for
longer than 3 seconds when the lamp is
commanded ON.
P0404 A 45 EGR Control  DTCs P0112, P0113, P0116, P0117,  The ECM detects that the actual EGR Limited Inhibited -  Faulty EGR valve solenoid circuit.
Circuit Range/ P0118, P0409, P060B, P0651, P0651, valve position is more than 70% below the  Faulty harness connector connection.
Performance P0697, P2227, P2228 and P2229 are not desired valve position for longer than 5
 Faulty EGR valve. (sticking)
set. seconds.
 The battery voltage is between 16 to 32
volts.
 The ignition switch is ON.
 The EGR control is commanded ON.
P0409 A 44 EGR Position  DTCs P060B and P0651 are not set.  The ECM detects that all EGR valve - Inhibited -  Faulty sensor or sensor circuit.
Sensor Circuit  The battery voltage is between 18 to 32 position sensor signals are stuck low or  Faulty harness connector connection.
high for longer than 3 seconds.
volts.  Faulty ECM.
 The ignition switch is ON.
P0477 A 46 Exhaust Pressure  The battery voltage is between 18 to 32  The ECM detects a low voltage condition - - Inhibited  Faulty solenoid valve or solenoid valve circuit.
Control Valve Low volts. on the exhaust brake solenoid control  Faulty harness connector connection.
 The ignition switch is ON. circuit for longer than 3 seconds when the
 Faulty ECM.
solenoid is commanded OFF.
 The engine is running.
 N Series 4JJ1 Engine (Euro 3 Specification) -113-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0478 A 46 Exhaust Pressure  The battery voltage is between 18 to 32  The ECM detects a high voltage condition - - Inhibited  Faulty solenoid valve or solenoid valve circuit.
Control Valve volts. on the exhaust brake solenoid control  Faulty ECM.
High  The ignition switch is ON. circuit for longer than 3 seconds when the
solenoid is commanded ON.
 The engine is running.
P0500 A 25 Vehicle Speed  The battery voltage is between 18 to 32  The ECM detects that the VSS pulses are Limited - -  Faulty sensor or sensor circuit.
Sensor volts. not generated for longer than 7 seconds.  Faulty output shaft.
 The ignition switch is ON.  Faulty drive or driven gear.
 The commanded fuel injection quantity is
OFF (accelerator pedal is not depressed).
 The engine speed is more than 2000RPM.
P0501 A 25 Vehicle Speed  DTC P060B is not set.  The ECM detects that the VSS signal Limited - -  Voltage circuit is open circuit or high resistance.
Sensor Low Input  The battery voltage is between 21 to 32 voltage is less than 0.5 volts.  Signal circuit is open circuit or high resistance.
volts.  Signal circuit is short to ground.
 The ignition switch is ON.  Faulty harness connector connection.
 Faulty ECM.
P0502 A 25 Vehicle Speed  DTC P060B is not set.  The ECM detects that the VSS signal Limited - -  Signal circuit is short to battery or ignition
Sensor High Input  The battery voltage is between 21 to 32 voltage is more than 20 volts. voltage.
volts.  Low reference circuit is open circuit or high
 The ignition switch is ON. resistance.
 Faulty harness connector connection.
 Faulty ECM.
P0563 A 35 System Voltage  DTC P060B is not set.  The ECM detects that the ignition voltage - - -  Faulty charging system.
High  The battery voltage is between 18 to 32 feed circuit is more than 32 volts for 30
volts. minutes.

P0601 A 53 Internal Control -  The ECM detects that the calculated Stopped - -  Faulty ECM.
Module Memory checksum does not agree with the read
Check Sum Error only memory (ROM) internal registered
checksum.
P0602 A 154 Control Module  The ignition switch is ON. Either of following condition is met: - - -  Fuel injector ID code is not programmed.
Programming  The ECM detects that the fuel injector ID  Faulty ECM.
Error code is not programmed.
 The ECM detects an error in the
programmed fuel injector ID code.
P0563 A 35 System Voltage  DTC P060B is not set.  The ECM detects that the ignition voltage - - -  Faulty charging system.
High  The battery voltage is between 18 to 32 feed circuit is more than 32 volts for 30
volts. minutes.

P0601 A 53 Internal Control -  The ECM detects that the calculated Stopped - -  Faulty ECM.
Module Memory checksum does not agree with the read
Check Sum Error only memory (ROM) internal registered
checksum.
 N Series 4JJ1 Engine (Euro 3 Specification) -114-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0602 A 154 Control Module  The ignition switch is ON. Either of following condition is met: - - -  Fuel injector ID code is not programmed.
Programming  The ECM detects that the fuel injector ID  Faulty ECM.
Error code is not programmed.
 The ECM detects an error in the
programmed fuel injector ID code.
P0604 A 153 Internal Control  The battery voltage is more than 16 volts.  The ECM detects a malfunction in its Stopped - -  Faulty ECM.
Module RAM  The ignition switch is ON. internal random access memory (RAM).
Error

P0606 A 51 ECM Processor  The battery voltage is more than 16 volts.  The ECM detects a malfunction in its Limited - -  Faulty ECM.
 The ignition switch is ON. internal main central processing unit (CPU)
or sub integrated circuit (IC).

P060B A 36 Internal Control -  The ECM detects a malfunction in its Limited - -  Faulty ECM.
Module A/D internal A/D converter.
Processing
Performance
P0638 A 61 Throttle Actuator  DTCs P0122, P0123, P060B and P0697 are  The ECM detects that the difference - Inhibited -  Faulty intake throttle valve solenoid circuit.
Control Range/ not set. between the actual and the desired intake  Faulty harness connector connection.
Performance  The battery voltage is between 18 to 32 throttle position is more than 30% for
 Faulty intake throttle valve. (sticking)
volts. longer than 5 seconds.
 Faulty ECM.
 The ignition switch is ON.
 The desired intake throttle valve position is
stable.
 The intake throttle solenoid is commanded
ON.
P0641 A 55 Sensor Reference  DTC P060B is not set. Either of following condition is met: Limited - Inhibited  5V reference circuit 1 is short to ground, short to
Voltage 1 Circuit  The battery voltage is between 18 to 32  The ECM detects that the 5 volts reference battery or ignition voltage.
volts. circuit 1 voltage is less than 4.5 volts.  Faulty APP sensor 1.
 The ignition switch is ON.  The ECM detects that the 5 volts reference  Faulty idle up sensor.
circuit 1 voltage is more than 5.5 volts.
 Faulty PTO throttle sensor.
 Faulty ECM.
P0650 D 77 Malfunction  The battery voltage is between 18 to 32 Either of following condition is met: - - -  Faulty lamp or lamp circuit.
Indicator Lamp volts.  The ECM detects a low voltage condition  Faulty harness connector connection.
(MIL) Control  The ignition switch is ON. on the MIL control circuit when the lamp is  Faulty IP cluster.
Circuit commanded OFF.
 Faulty ECM.
 The ECM detects a high voltage condition
on the MIL control circuit when the lamp is
commanded ON.
P0651 A 56 Sensor Reference  DTC P060B is not set. Either of following condition is met: Limited Inhibited Inhibited  5V reference circuit 2 or 5 is short to ground,
Voltage 2 Circuit  The battery voltage is between 18 to 32  The ECM detects that the 5 volts reference short to battery or ignition voltage.
volts. circuit 2 or 5 voltage is less than 4.5 volts.  Faulty APP sensor 2.
 The ignition switch is ON.  The ECM detects that the 5 volts reference  Faulty BARO sensor.
circuit 2 or 5 voltage is more than 5.5 volts.
 Faulty FRP sensor.
 Faulty CMP sensor.
 Faulty EGR valve position sensor.
 Faulty ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -115-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P0685 A 416 ECM Power Relay  The battery voltage is between 18 to 32  The ECM detects a low voltage condition - - -  Faulty ECM main relay or relay voltage feed
Control Circuit volts. on the ECM main relay voltage feed circuit circuit.
Open  The ignition switch is ON. for 3 seconds when the relay is  Faulty ECM.
commanded ON.
P0687 A 416 ECM Power Relay  The ignition switch is OFF.  The ECM detects that the ECM has been - - -  Faulty ECM main relay or relay circuit.
Control Circuit ON when the ECM main relay is
High commanded OFF.

P0697 A 57 Sensor Reference  DTC P060B is not set. Either of following condition is met: Limited Inhibited -  5V reference circuit 3 or 4 is short to ground,
Voltage 3 Circuit  The battery voltage is between 18 to 32  The ECM detects that the 5 volts reference short to battery or ignition voltage.
volts. circuit 3 or 4 voltage is less than 4.5 volts.  Faulty CKP sensor.
 The ignition switch is ON.  The ECM detects that the 5 volts reference  Faulty boost pressure sensor.
circuit 3 or 4 voltage is more than 5.5 volts.
 Faulty intake throttle position sensor.
 Faulty ECM.
P1093 A 227 Fuel Rail  DTC P0087, P0091, P0092, P0192, P0193,  The ECM detects that the actual fuel rail Limited Inhibited -  Loss fuel or less fuel.
Pressure Too Low P0201 - P0204, P060B, P0651, P1261, pressure is more than 50 MPa (7,200 psi)  Faulty FRP sensor or sensor circuit.
P1262, P2146 and P2149 are not set. below the desired pressure for longer than
 Faulty FRP regulator or regulator circuit.
 The battery voltage is between 18 to 32 5 seconds.
 Faulty fuel injector.
volts.
 The ignition switch is ON.  Faulty fuel line.
 The engine is running.  Faulty fuel supply pump.
 The FRP regulator commanded fuel flow is
more than a threshold.
P1261 A 34 Injector Positive  The battery voltage is between 16 to 32  The ECM detects its internal common 1 Limited Inhibited -  Faulty ECM.
Voltage Control volts. fuel injector charge up circuit is open
Circuit Group 1  The ignition switch is ON. circuit.

P1262 A 34 Injector Positive  The battery voltage is between 16 to 32  The ECM detects its internal common 2 Limited Inhibited -  Faulty ECM.
Voltage Control volts. fuel injector charge up circuit is open
Circuit Group 2  The ignition switch is ON. circuit.

P1262 A 34 Injector Positive  The battery voltage is between 16 to 32  The ECM detects its internal common 2 Limited Inhibited -  Faulty ECM.
Voltage Control volts. fuel injector charge up circuit is open
Circuit Group 2  The ignition switch is ON. circuit.

P1404 A 45 EGR Position  DTCs P0404, P0409, P0500, P0502,  The ECM detects that the EGR learned Limited Inhibited -  Faulty EGR valve solenoid circuit.
Fault (Learned P0503, P060B and P0651 are not set. minimum position is not within a  Faulty harness connector connection.
Position Error) predetermined range when the ignition
 Faulty EGR valve. (sticking)
switch is OFF.
P1621 A 54 Control Module  The ignition switch is ON.  The ECM detects that the calculated - - -  Faulty ECM.
Long Term checksum does not agree with the
Memory electrically erasable & programmable read
Performance only memory (EEPROM) internal
registered checksum.
 N Series 4JJ1 Engine (Euro 3 Specification) -116-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P2122 A 121 Pedal Position  DTCs P060B and P0641 are not set.  The ECM detects that the APP sensor 1 Limited - Inhibited  5V reference circuit is open circuit or high
Sensor 1 Circuit  The battery voltage is between 18 to 32 signal voltage is less than 0.2 volts. resistance.
Low Input volts.  5V reference circuit is short to ground or short to
 The ignition switch is ON. the low reference circuit.
 Signal circuit is open circuit or high resistance.
 Signal circuit is short to ground or short to the
low reference circuit.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P2123 A 121 Pedal Position  DTCs P060B and P0641 are not set.  The ECM detects that the APP sensor 1 Limited - Inhibited  5V reference circuit is short to battery or ignition
Sensor 1 Circuit  The battery voltage is between 18 to 32 signal voltage is more than 4.9 volts. voltage.
High Input volts.  Signal circuit is short to battery, ignition voltage
 The ignition switch is ON. or short to any 5V reference circuit.
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P2127 A 122 Pedal Position  DTCs P060B and P0651 are not set.  The ECM detects that the APP sensor 2 Limited - Inhibited  5V reference circuit is open circuit or high
Sensor 2 Circuit  The battery voltage is between 18 to 32 signal voltage is less than 0.2 volts. resistance.
Low Input volts.  5V reference circuit is short to ground or short to
 The ignition switch is ON. the low reference circuit.
 Signal circuit is open circuit or high resistance.
 Signal circuit is short to ground or short to the
low reference circuit.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P2128 A 122 Pedal Position  DTCs P060B and P0651 are not set.  The ECM detects that the APP sensor 2 Limited - Inhibited  5V reference circuit is short to battery or ignition
Sensor 2 Circuit  The battery voltage is between 18 to 32 signal voltage is more than 4.9 volts. voltage.
High Input volts.  Signal circuit is short to battery, ignition voltage
 The ignition switch is ON. or short to any 5V reference circuit.
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -117-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P2138 A 124 Pedal Position  DTCs P060B, P0641 and P0651 are not  The ECM detects that the APP sensor 1 Limited - Inhibited  Faulty APP sensor or sensor circuit.
Sensor 1 - 2 set. and 2 are more than 45% out of range of  Faulty harness connector connection.
Voltage  The battery voltage is between 18 to 32 each other.
 Faulty ECM.
Correlation volts.
 The ignition switch is ON.
 The APP sensor 1 signal voltage is
between 0.2 to 4.9 volts.
 The APP sensor 2 signal voltage is
between 0.2 to 4.9 volts.
P2146 A 158 Fuel Injector  DTCs P0201 and P0204 are not set.  The ECM detects that the common 1 fuel Limited Inhibited -  Faulty fuel injector or fuel injector circuit.
Group 1 Supply  The battery voltage is between 18 to 32 injector charge voltage circuit is open  Faulty ECM.
Voltage Circuit volts. circuit, shorted to ground or shorted to
 The ignition switch is ON. voltage circuit, or cylinder #1 or #4 fuel
 The engine is running. injector solenoid coil control circuit is
shorted to ground.
P2149 A 159 Fuel Injector  DTCs P0202 and P0203 are not set.  The ECM detects that the common 2 fuel Limited Inhibited -  Faulty fuel injector or fuel injector circuit.
Group 2 Supply  The battery voltage is between 18 to 32 injector charge voltage circuit is open  Faulty ECM.
Voltage Circuit volts. circuit, shorted to ground or shorted to
 The ignition switch is ON. voltage circuit, or cylinder #2 or #3 fuel
 The engine is running. injector solenoid coil control circuit is
shorted to ground.
P2228 A 71 Barometric  DTCs P060B and P0651 are not set.  The ECM detects that the BARO sensor - Inhibited -  5V reference circuit is open circuit or high
Pressure Sensor  The battery voltage is between 18 to 32 signal voltage is less than 0.5 volts for 5 resistance.
Circuit Low volts seconds.  5V reference circuit is short to ground or short to
 The ignition switch is ON. the low reference circuit.
 Signal circuit is open circuit or high resistance.
 Signal circuit is short to ground or short to the
low reference circuit.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P2229 A 71 Barometric  DTCs P060B and P0651 are not set.  The ECM detects that the BARO sensor - Inhibited -  5V reference circuit is short to battery or ignition
Pressure Sensor  The battery voltage is between 18 to 32 signal voltage is more than 4.0 volts for 5 voltage.
Circuit High volts seconds.  Signal circuit is short to battery, ignition voltage
 The ignition switch is ON. or short to any 5V reference circuit.
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
 N Series 4JJ1 Engine (Euro 3 Specification) -118-

Fail-Safe (Back-up)
DTC Flash Exhaust
DTC DTC Name Condition for Running the DTC Condition for Setting the DTC Fuel EGR Possible Cause
Type Code Brake
Injection Control
Control
P253A A 28 PTO Sense  DTCs P060B and P0641 are not set.  The ECM detects that the PTO throttle - - -  5V reference circuit is short to battery or ignition
Circuit  The battery voltage is between 18 to 32 sensor signal voltage is more than 4.8 voltage.
volts. volts.  Signal circuit is short to battery, ignition voltage
 The ignition switch is ON. or short to any 5V reference circuit.
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
P256A A 31 Engine Idle  DTCs P060B and P0641 are not set. Either of following condition is met: - - -  5V reference circuit is open circuit or high
Speed Selector  The battery voltage is between 18 to 32  The ECM detects that the idle up sensor resistance.
Sensor volts. signal voltage is less than 0.1 volts for  5V reference circuit is short to battery or ignition
 The ignition switch is ON. longer than 3 seconds. voltage.
 The ECM detects that the idle up sensor  Signal circuit is open circuit or high resistance.
signal voltage is more than 4.9 volts for
 Signal circuit is short to battery, ignition voltage
longer than 3 seconds.
or short to any 5V reference circuit.
 Low reference circuit is open circuit or high
resistance.
 Faulty harness connector connection.
 Faulty sensor.
 Faulty ECM.
U0073 A 84 Control Module  The battery voltage is more than 20 volts.  The ECM sets the CAN Bus OFF status. Limited - Inhibited  CAN Low or High circuit is open circuit, short
Communication  The ignition switch is ON. circuit or short circuit each other.
Bus Off  Faulty CAN resister.
 Faulty ECM.
 Faulty TCM.
 Faulty EHCU (ABS module).
 Faulty DRM.
 N Series 4JJ1 Engine (Euro 3 Specification) -119-

Power Distribution ELECTRICAL WIRING DIAGRAM

 N Series 4JJ1 Engine (Euro 3 Specification) -120-

Starting System
 N Series 4JJ1 Engine (Euro 3 Specification) -121-

Charging System
 N Series 4JJ1 Engine (Euro 3 Specification) -122-

ECM Power
 N Series 4JJ1 Engine (Euro 3 Specification) -123-

ECM Grounding & DLC

 N Series 4JJ1 Engine (Euro 3 Specification) -124-

Warning Lamps and Gauges

 N Series 4JJ1 Engine (Euro 3 Specification) -125-

APP Sensor, Idle Up Sensor & PTO Throttle Sensor

 N Series 4JJ1 Engine (Euro 3 Specification) -126-

APP Sensor, IAT Sensor and BARO Sensor

 N Series 4JJ1 Engine (Euro 3 Specification) -127-

Intake Throttle Valve, Boost Pressure Sensor, ECT Sensor & FT Sensor
 N Series 4JJ1 Engine (Euro 3 Specification) -128-

EGR Valve, FRP Sensor & FRP Regulator

 N Series 4JJ1 Engine (Euro 3 Specification) -129-

CKP Sensor & CMP Sensor

 N Series 4JJ1 Engine (Euro 3 Specification) -130-

Fuel Injectors
 N Series 4JJ1 Engine (Euro 3 Specification) -131-

Glow Control, A/C Compressor, Oil level & PTO Switch

 N Series 4JJ1 Engine (Euro 3 Specification) -132-

Switches, Exhaust Brake

 N Series 4JJ1 Engine (Euro 3 Specification) -133-

CAN
 N Series 4JJ1 Engine (Euro 3 Specification) -134-

REPAIR INSTRUCTIONS
ENGINE CONTROL MODULE (ECM)
REPLACEMENT
The following A - E steps provide an overview procedure to
replace and reprogram an ECM. Each A - E steps is explained
further in this section.

A-1. Upload the fuel injector ID codes from the old ECM.
A-2. Record the fuel injector ID codes manually from the old
ECM.
B. Replace the old ECM with the new ECM.
C. Program the latest software and calibrations into the new
ECM using the Service Programming System (SPS).
D-1. Program the uploaded fuel injector ID codes and program
the vehicle identification number (VIN) into the ECM.
D-2. Program the recorded fuel injector ID codes and the VIN
into the ECM using a scan tool programming function.
E. Perform the fuel supply pump relearn procedure by allowing
the engine to idle in Park or Neutral until normal operating
temperature is achieved.

A-1. Uploading Fuel Injector ID Code

The current fuel injector ID code data can be uploaded with a
scan tool. If the old ECM cannot be communicated with a scan
tool, go to Retrieving the Fuel Injector ID Code Data with a
Non-communicating ECM.
1. Install a scan tool.
2. Turn ON the ignition, with the engine OFF.
3. Select Diagnostics > appropriate vehicle identification >
4JJ1 > Programming > Injector ID Code > Upload ID Code.
4. After complete the uploading, turn OFF the scan tool.
5. Turn OFF the ignition.
 N Series 4JJ1 Engine (Euro 3 Specification) -135-

A-2. Recoding Fuel Injector ID Code

Each fuel injector is designated with 24 hexadecimal
characters (0 - 9 or A - F) that MUST be programmed into the
ECM for correct engine fueling for each specific cylinder.
These characters can be retrieved in one of following places:
Retrieving the Fuel Injector ID Code Data from the ECM
The current fuel injector ID code data can be retrieved with a
scan tool. If the old ECM cannot be communicated with a scan
tool, go to Retrieving the Fuel Injector ID Code Data with a
Non-communicating ECM.

1. Install a scan tool.

2. Turn ON the ignition, with the engine OFF.
3. Select Diagnostics > appropriate vehicle identification >
4JJ1 > Additional Functions > Display Injector Codes.
4. Record 24 digits of each fuel injector ID code.
5. After complete the recording, turn OFF the scan tool.
6. Turn OFF the ignition.

Retrieving the Fuel Injector ID Code Data with a Non-

communicating ECM
If a scan tool does not communicate, the fuel injector ID codes
must be recorded from the factory affixed label on the cylinder
head cover or each fuel injector harness connector housing.

Recording from the label on cylinder head cover

Notice!
Only perform this procedure if the fuel injectors are not being
1. Cylinder #1 fuel injector ID code replaced on the past.
2. Cylinder #2 fuel injector ID code
3. Cylinder #3 fuel injector ID code
4. Cylinder #4 fuel injector ID code 1. Record all number of each cylinder on the label.
5. Injector ID code label
 N Series 4JJ1 Engine (Euro 3 Specification) -136-

Recording from each fuel injector

1. Disconnect each fuel injector harness connector.
2. Record all numbers of each cylinder on the harness
connector housing. The correct order for the fuel injector ID
codes of the following illustration is as follows:
5F 05 00 FB 00 F7 08 F5 19 FF 04 49

1. Fuel injector ID code

2. Fuel injector

B. Removal and Installation

Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the ECM harness connectors.
3. Loosen nuts (1) and bolt (2).
4. Remove the ECM with bracket (3) from the engine side
cover.
5. Loosen screws (5) and remove the ECM (4).

Installation Procedure
1. Install the ECM (4) to the bracket (3) and tighten screws (5).
2. Install the ECM with bracket (3) to the engine side cover
and tighten bolt (2) and nuts (1).
3. Connect the ECM harness connectors..
4. Connect the negative battery cable.

C. Programming Software and Calibrations

Program latest software/ calibrations if released. Refer to
Service Programming System (SPS) Description and SPS
(Remote Procedure) or SPS (Pass-Thru Procedure) in this
section.
 N Series 4JJ1 Engine (Euro 3 Specification) -137-

D-1. Programming Fuel Injector ID Codes and VIN

If the old ECM cannot be communicated with a scan tool, go to
next procedure.
1. Install a scan tool.
2. Turn ON the ignition, with the engine OFF.
3. Select Diagnostics > appropriate vehicle identification >
4JJ1 > Programming > Download ID Code.
4. Select VIN Programming. Verify the VIN on the screen if
programmed at previously described SPS. If not
programmed or incorrect VIN, input correct VIN. In order to
get programming approval, the onscreen displays a
message to user. Get programming approval from the TIS
Step 4.d Step 4.e
2000 using the following procedure:
a. Connect a scan tool to the terminal that installed TIS
2000 with the latest software and the hardware key is
plugged into port.
b. Turn ON the scan tool and keep at title screen.
c. Launch the TIS application.
d. Select the Security Access at the main screen.
e. Highlight the “Tech 2” on the Diagnostic Tool Selection
screen and click “Next”.
f. Click “Close” on the Security Access Enabled screen.
g. Turn OFF the scan tool.
Step 4.f h. Disconnect the scan tool from the terminal.
5. After complete the programming, turn OFF the ignition for
30 seconds.
6. Start the engine and let idle.
7. Inspect for a proper engine running condition and for no
DTC's. Refer to the Diagnostic System Check - Engine
Controls if needed.
 N Series 4JJ1 Engine (Euro 3 Specification) -138-

D-2. Programming Fuel Injector ID Codes and VIN

1. Install a scan tool.
2. Turn ON the ignition, with the engine OFF.
3. Select Diagnostics > appropriate vehicle identification >
4JJ1 > Programming > Injector Programming or ID Code
Registration.
4. If except Euro 4 specification, skip to step 8. In order to get
programming approval, the onscreen displays a message to
user. Get programming approval from the TIS 2000 using
the following procedure:
Step 4.d Step 4.e a. Connect a scan tool to the terminal that installed TIS
2000 with the latest software and the hardware key is
plugged into port.
b. Turn ON the scan tool and keep at title screen.
c. Launch the TIS application.
d. Select the Security Access at the main screen.
e. Highlight the “Tech 2” on the Diagnostic Tool Selection
screen and click “Next”.
f. Click “Close” on the Security Access Enabled screen.
g. Turn OFF the scan tool.
h. Disconnect the scan tool from the terminal.

Step 4.f
5. Install a scan tool to the vehicle.
6. Turn ON the ignition, with the engine OFF.
7. Select Diagnostics > appropriate vehicle identification >
4JJ1 > Programming > Injector Programming.
8. Input 24 digits of each fuel injector ID code.
9. Select VIN Programming. Verify the VIN on the screen if
programmed at previously described SPS. If not
programmed or incorrect VIN, input correct VIN.
10. After complete the programming, turn OFF the ignition for
30 seconds.
11. Start the engine and let idle.
12. Inspect for a proper engine running condition and for no
DTC's. Refer to the Diagnostic System Check - Engine
Controls if needed.
 N Series 4JJ1 Engine (Euro 3 Specification) -139-

E. Supply Pump Learn

1. Install a scan tool.
2. Start the engine and let idle until engine coolant
temperature reads 65°C (149°F) or higher while
observing the Supply Pump Status parameter with a scan
tool. The scan tool parameter changes status Not Learned
> Learned.
 N Series 4JJ1 Engine (Euro 3 Specification) -140-

SERVICE SPECIAL TOOL (SST)

SST Parts SST Parts
SST Illustration SST Usage SST Name SST Illustration SST Usage SST Name
Number Number

Compression 5-8840-2675-0 Valve Stem Seal 5-8840-2817-0

Gauge (J-26999-12) Installer

5-8840-2815-0 Injection Pipe Oil 5-8840-2820-0

Gauge Adapter
(EN-46722) Seal Installer

Valve Guide 5-8840-2816-0

Remover &
Installer

Valve Clearance 5-8840-2822-0

Adjustment Nut
Wrench

Piston Ring 5-8840-9018-0

Compressor (J-8037)

5-8840-2823-0 Crankshaft 5-8840-0214-0

Engine Hanger Stopper

Valve Spring 5-8840-256-0 Pilot Bearing 5-8840-2000-0

Replacer Remover

Valve Spring 5-8840-2865-0 5-8840-0019-0

Compressor Sliding Hammer
Adaptor
 N Series 4JJ1 Engine (Euro 3 Specification) -141-

SST Parts SST Parts

SST Illustration SST Usage SST Name SST Illustration SST Usage SST Name
Number Number

Pilot Bearing 5-8840-0125-0 Radiator Cap 5-8840-0277-0

Installer Tester

5-8840-2603-0
Test Adapter

Crankshaft Front 5-8840-0027-0

Oil Seal
Remover

5-8840-0279-0
Vacuum Pump
J-23738-A

Fuel Pressure/
Vacuum Gauge
Assembly & 5-8840-2844-0
Crankshaft Front 5-8840-2855-0
Suction Side J-44638/
Oil Seal Installer
Fuel Pressure/ EN-47667
Vacuum Gauge
Adapter

Crankshaft Rear 5-8840-2360-0

Digital 5-8840-0285-0
Oil Seal
Multimeter J-39200
Remover

Connector Test
Crankshaft Rear 5-8840-2359-0 Adapter Kit (With
5-8840-2835-0
Oil Seal Installer J-35616-C
Test Lamp)

5-8840-0266-0
Angle Gauge Tech2 Kit
 N Series 4JJ1 Engine (Euro 3 Specification) -142-

SST Parts
SST Illustration SST Usage SST Name
Number

Tech2 DC24
Volt Adapter II

Breaker Box

Adapter Harness
 N Series 4JJ1 Engine (Euro 3 Specification) -143-

Issued by
ISUZU MOTORS LIMITED
SERVICE MARKETING DEPARTMENT
Tokyo, Japan

COPYRIGHT-ISUZU MOTORS LIMITED

SBT-TM-4JJ1-1-07 (Version 3.0)

August 2007

THE RIGHT IS RESERVED TO MAKE CHANGES AT ANY TIME WITHOUT NOTICE