4JA1 TC&4JH1 TC Diagnosis 1

FOR SERVICE TRAINING
4JA1-TC & 4JH1-TC ENGINE

Engine Management System Operation & Diagnosis
Applicable Model
Model Year Vehicle Model Destination
2003 TFR/TFS Australia
2004 TFR/TFS Europe & General Export
ISUZU MOTORS LIMITED

CONTENTS
INTRODUCTION & OUTLINE Page

GENERAL INFORMATION ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 1
CHARACTERISTIC OF VP44 INJECTION PUMP ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 2
ENGINE CONTROL MODULE ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 2
BREAKER BOX ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 4
SPS (SERVICE PROGRAMMING SYSTEM) ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 5
DATA EXCHANGE BETWEEN CONTROL MODULE ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 6
PRINCIPLE OF FUEL QUANTITY METERING & INJECTION TIMING ----- ----- ----- ----- ----- ----- 11
4JA1-TC ECM CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL ----- ----- ----- ----- ----- ----- 17
PSG CONNECTOR PIN ASSIGNMENT ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 20
4JH1-TC ECM CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL ----- ----- ----- ----- ----- ----- 21
PSG CONNECTOR PIN ASSIGNMENT ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- 24
ELECTRICAL COMPONENTS
MASS AIR FLOW (MAF) SENSOR & INTAKE AIR TEMPERATURE (IAT) SENSOR --------------- 25
ENGINE COOLANT TEMPERATURE (ECT) SENSOR -------------------------------------------------- 29
CRANKSHAFT POSITION (CKP) SENSOR ------------------------------------------------------------ 31
THROTTLE POSITION SENSOR (TPS) ----------------------------------------------------------------- 34
VEHICLE SPEED SENSOR (VSS) ---------------------------------------------------------------------- 36
PRE-HEATING SYSTEM --------------------------------------------------------------------------- 38
EGR (EXHAUST GAS RE-CIRCULATION) ------------------------------------------------------- 40
STRATEGY BASED DIAGNOSTIC

STRATEGY BASED DIAGNOSTIC CHART ------------------------------------------------------------ 43
OVERVIEW ------------------------------------------------------------------------------------- 43
DIAGNOSTIC THOUGHT PROCESS ---------------------------------------------------------------------- 44
DIAGNOSIS WITH TECH 2

IF NO CODES ARE SET -------------------------------------------------------------------------------- 52
IF CODES ARE SET ------------------------------------------------------------------------------------- 52
TECH 2 CONNECTION ------------------------------------------------------------------------------------- 52
TECH 2 OPERATING FLOW CHART (START UP) ------------------------------------------------------- 53
MISCELLANEOUS TEST -------------------------------------------------------------------------------- 55
TYPICAL SCAN DATA & DEFINITIONS

4JA1-TC ENGINE ------------------------------------------------------------------------------------- 56
4JH1-TC ENGINE ------------------------------------------------------------------------------------- 59
SNAPSHOT ANALYSIS
SNAPSHOT DISPLAY WITH TIS2000 ---------------------------------------------------------------------- 62
ECM DIAGNOSTIC TROUBLE CODES (DTC) TABLE ---------------------------------------- 65

SYMPTOM DIAGNOSIS
PRELIMINARY CHECKS -------------------------------------------------------------------------------- 78
VISUAL/PHYSICAL CHECK -------------------------------------------------------------------------------- 78
INTERMITTENT ------------------------------------------------------------------------------------- 78
FAULTY SYMPTOM & DEFINITION ---------------------------------------------------------------------- 80
WIRING DIAGRAM
RELAY, FUSE & SLOW BLOW FUSE LOCATION ------------------------------------------------------- 86
PARTS & ELECTRICAL HARNESS LOCATION ------------------------------------------------------- 87
LHD ------------------------------------------------------------------------------------- 88
RHD ------------------------------------------------------------------------------------- 89
SPECIAL TOOLS ------------------------------------------------------------------------------------- 90

TFR/S 4JA1-TC & 4JH1-TC Engine VP44 System-1
INTRODUCTION & OUTLINE
GENERAL INFORMATION
4JA1-TC
1 2 3 4 5 6
4JH1-TC
1 2 3 4 5 6
1. Air Cleaner Case
2. Intercooler
3. MAF & IAT Sensor
4. EGR Cooler
5. VP44 Injection Pump
6. Fuse & Relay Box
The 4JA1-TC & 4JH1-TC engine with direct injection and eight overhead valves, features a fully
electronically controlled Bosch engine management system.
The heart of the system is a Bosch VP44 radial plunger fuel injection pump that can deliver injection
pressure of up to 100 Mpa at the delivery valves.
This engine management system in combination with EGR cooler and catalytic converter has enabled
to meet Euro 3 emission regulation.
CHARACTERISTIC OF VP44 INJECTION SYSTEM
1. Driveshaft
2. Feed Pump
3. Pump Camshaft Speed Sensor
4. Pump Control Unit (PSG)
*PSG=Pumpen Steuer Great (German)
5. Distributor Head
6. Constant Pressure Valve (CPV) Holder
7. High Pressure Solenoid Valve
8. Constant Pressure Valve (CPV)
9. Timing Control Valve
10. Timer
11. Radial Plunger High Pressure Pump
The VP44 fuel injection pump has a pump control unit (PSG: Pumpen Steuer Great) fitted on top of it,
that exchanges information with the engine control module (ECM) via CAN-bus.
The engine control module (ECM) calculates the desired fuel quantity and fuel injection timing and
sends this information to the pump control unit (PSG).
This pump control unit then actuates the internal actuators accordingly.
ENGINE CONTROL MODULE (ECM)
1 2
1. Engine Control Module (ECM)

2. Engine Control Module (ECM) with Steel
The engine control module (ECM) is located under the front left side seat.
The fuel quantity and injection timing related functions are controlled by the pump control unit (PSG).
The engine control module (ECM) performs the following functions.
-Control of the exhaust gas re-circulation (EGR)
-Control of the quick on start (QOS) glow control system
-Control of the A/C compressor
-Execution of the immobiliser function
Tech 2 Information
Order Units Tech 2 Parameter Explanation
24/33 Active/ Main Relay This displays operating status for the ECM main relay. This should display
Inactive "Active" when the key switch is turned on and while engine is running.
8/33 hpa Barometric Pressure The barometric pressure is measured by ECM from the sensor in the ECM.
This data is changing by altitude.
DTC Information
Code Symptom DTC Name DTC Setting Condition Fail-Safe (Back-up)
Code
P0602 Control Module Programming Error ECM memory area error. Engine control disabled.
P0606 A ECU Malfunction Gate Array communication error. 1. MAB (fuel cutoff solenoid valve) is
operated.
2. Desired injection quantity becomes
0mg/strk.
B ECU Malfunction 1. Throttle position is below 1%. MAB (fuel cutoff solenoid valve) is
2. Desired injection quantity is more operated.
than 0mg/strk.
3. Engine speed is more than
2000rpm.
P1605 D EEPROM Defect Write and read from the EEPROM ECM uses default values from the
are failed during initialization of the EPROM.
ECM.
E EEPROM Defect EEPROM checksum does not
match with the read check sum
during initialization of the ECM.
P1105 1 Barometric Pressure Sensor Circuit Barometric pressure sensor output ECM uses 1013hpa condition as
High Input voltage is more than 4.4V. substitute.
2 Barometric Pressure Sensor Circuit Barometric pressure sensor output
Low Input voltage is below 1.5V.
BREAKER BOX
2
1. Breaker Box
2. Harness Adapter 3
3. Engine Control Module (ECM)
The engine control module (ECM) and other connectors have water proof connector and special
terminal. Water proof terminal does not allow to use back prove. In addition, the engine control module
(ECM) special terminal can not let regular digital voltage meter prove to access, because terminal
shape is very fin pin type.
In order to prevent damage of female terminal and connector itself, the breaker box and adapter is the
most suitable special tool.
Breaker Box Connection Type "A" for Open Circuit Check, Short to Ground Check and Short to Battery Check.
Breaker Box Connection Type "B" for Power, Signal Voltage Check Between the Engine Control Module (ECM) and
Electrical Components.
SPS (SERVICE PROGRAMMING SYSTEM)
TIS200 Screen
The engine control module (ECM) of the 4JH1-TC engine is equipped with a flash EEPROM.
This memory has the capacity to be erased and programmed with a relative low voltage (battery
voltage).
This feature enables the service personnel to program new calibration software into an existing engine
control module (ECM) and programs a new engine control module (ECM) by using the following
hardware.
-Tech2
-Hardware Key
-PC with TIS2000 installed
The application to perform this action is called SPS (service programming system).
SPS is the software re-calibration system for engine control module (ECM).
This system can update the current module by downloading a new calibration from TIS2000 into the
Tech2, which then can be uploaded into a control unit of the vehicle.
This SPS provides the following benefits.
-Not necessary to purchase a new control module.
-Save a lot of time to repair. The repair time depends highly on the availability of parts.
-The customer satisfaction can be improved because of much shorter repair time.
-Parts on stock maintain useable because SPS can change the control module on the shelf to new
control module with new software.
DATA EXCHANGE BETWEEN CONTROL MODULE

Self Diagnosis / Interface / Signal
To High Pressure Solenoid
Cam Ring Rotational Angle

Engine Speed Fuel Temperature
Engine
Control Injection Timing
Module
Accelerator Pedal (ECM) High Pressure
Injection Quantity Solenoid Valve
Pump
Intake Air Temperature Control Fuel Injection
Unit (Mechanical)
Response Signal
(PSG)
Mass Air Flow
Additional Signal
Others Timing Device
Additional Operations To Timing Control Valve (TCV)
The radial plunger distributor type injection pump uses two control modules to execute full control of
the engine management system.
-Engine Control Module (ECM)
-Pump Control Unit (PSG) = Pumpen Steuer Great (German)
The pump control unit (PSG) receives signals from the sensors inside the pump to determine the cam
ring rotation angle, the pump speed and the fuel temperature .
These values are then compared to the desired values sent by the engine control module (ECM) such
as the desired injection timing and the desired fuel injection quantity.
The engine control module (ECM) processes all engine data and data regarding the surrounding
environment received from external sensors to perform any engine side adjustments.
Maps for both are encoded in both control units. The control units input circuit process sensor data.
A Microprocessor then determines the operating conditions and calculates set values for optimum
running.
The interchange of data between the engine control module (ECM) and the pump control unit (PSG) is
performed via a CAN-bus system. The abbreviation CAN stands for Controller Area Network. By
having two separate control modules, the high pressure solenoid valve. This prevents the discharge of
any disturbing signals.
The information exchange between the two control modules takes place via two means.
-Via analogue signal leads
-Via the CAN-bus
The analogue signal leads are used to exchange the following information.
-Engine speed signal (ECM terminal 91)
-Pump Speed (ECM terminal 105)
-Fuel Cutoff solenoid valve signal (MAB signal) (ECM terminal 105)
CKP Sensor Signal

(Sensor to ECM)
CH1 0V
TDC Signal
(ECM to PSG)
CH2 0V
Measurement Terminal: CH1: 90(+) / CH2: 91(+) 2(-)

Measurement Scale: CH1: 20V/div / CH2: 20V/div 500 micro s/div
Measurement Condition: Approximately 2000rpm
The engine speed signal is sent from the ECM to PSG based on the input from the crank shaft
position (CKP) sensor.
The analogue CKP sensor signal is converted by the ECM into a square wave signal.
The fuel cutoff solenoid valve signal is also referred to as MAB signal.
MAB in this case, refers to the German abbreviation Magnet ventil ABschaltung that stands for high
pressure solenoid valve cut off.
The MAB signal wire is used for two purposes.
-As a reference for the engine control module (ECM) for the pump speed (back up for the CKP
sensor).
-To turn Off the engine.
0V
On Off
Measurement Terminal: CH1: 105(+) 2(-)
Measurement Scale: CH1: 10V/div / CH2: 20V/div 500 ms/div
When the key switch is turned On, the engine control module (ECM) supplies a pulse on the MAB
signal wire.
The pulse is used by the pump control unit (PSG) to perform a self-test and determine whether:
-the end-stage to control the high pressure solenoid valve works properly.
-the fuel cutoff solenoid valve itself works properly.
When the key switch is turned Off, the engine control module (ECM) supplies a 12 V pluses to the
MAB signal wire. This pulse is the command for the pump control unit (PSG) to turn Off the engine.
High Pressure Solenoid

Operating Signal
(PSG to Solenoid)
CH1 0V
MAB Signal
(PSG to ECM)
CH2 0V
TDC Signal
(ECM to PSG)
CH3 0V
Measurement Terminal: CH1: Solenoid (+) / CH2: 105 (+) / CH3: 91(-) 2 (-)
Measurement Scale: CH1: 20V/div / CH2: 200mV/div / CH3: 5V 5ms/div
Once the engine is running, the MAB signal wire supplies above signal.
DTC Information
Code
P0215 A Fuel Cutoff Solenoid Valve 1. Ignition key switch off. 1. MAB (fuel cutoff solenoid valve) is
Malfunction 2. Engine speed is below 1500rpm. operated.
3. Vehicle speed is below 1.5km/h. 2. Desired injection quantity becomes
4. PSG (pump control unit) 0mg/strk.
recognizes MAB (fuel cutoff
solenoid valve) signal from the
ECM, but the MAB could not
operate.
B Fuel Cutoff Solenoid Valve Circuit ECM does not command MAB (fuel Engine does not start.
High Input cutoff solenoid valve) signal to the
PSG (pump control unit), but PSG
detected MAB signal line circuit is
high level.
C Fuel Cutoff Solenoid Valve Always 1. Ignition key switch off. 1. MAB (fuel cutoff solenoid valve) is
Active 2. Engine speed is below 1500rpm. operated.
3. Vehicle speed is below 1.5km/h. 2. Desired injection quantity becomes
4. PSG (pump control unit) does not 0mg/strk.
recognize MAB (fuel cutoff solenoid
valve) signal from the ECM.
D Fuel Cutoff Solenoid Valve 1. Ignition key switch off. No fail-safe function.
Malfunction 2. CAN controller does not operate
Bus-off.
The following signals are exchanged via the CAN-bus:

From ECM to PSG
-Desired injection quantity
-Crankshaft position set point at beginning of fuel delivery
-Pump camshaft position set point at beginning of fuel delivery
-Engine speed
From PSG to ECM

-Fuel temperature
-Pump camshaft speed
-Cylinder identifier
-Control pulse (actual injection quantity + actual injection timing)
-PSG status
Tech 2 Information
3/33 rpm Pump Speed This displays injection pump speed. The injection speed is measured by ECM
from the pump cam sensor.
14/33 deg. C / Fuel Temperature The FT is measured by PSG from FT sensor. This data is changing by fuel
deg. F temperature.
DTC Information
Code
P1173 7 Fuel Reduction Caused By High Fuel temperature is more than 100 PSG (pump control unit) controls fuel
Fuel Temperature deg. C. injection quantity based on engine speed
and fuel temperature.
A Fuel Reduction Caused By Low Excessive low fuel temperature is No fail-safe function.
Fuel Temperature detected.
P1345 A Camshaft Speed Malfunction The PSG (pump control unit) is No fail-safe function.
recognized incorrect camshaft
speed signal.
P1650 A CAN Device Offline CAN controller detects Bus-off or MAB (fuel cutoff solenoid valve) is
canceling. operated.
B CAN Device Hang-up CAN controller does not react under
engine running.
P1651 A CAN Malfunction (PSG) The PSG (pump control unit) does 1. MAB (fuel cutoff solenoid valve) is
not recognize CAN signal from the operated.
CAN controller. 2. Desired injection quantity becomes
0mg/strk.
B CAN Receives Error The ECM does not read CAN signal
from the PSG (pump control unit).
PRINCIPLE OF FUEL QUANTITY METERING & INJECTION TIMING
1. Pump Camshaft Sensor Signal

7 8
2. Crankshaft Position Sensor Signal
3
3. High Pressure Solenoid Control Pulse
4. High Pressure Solenoid Needle Valve Lift 9
10
5. Cam Lift (Cam Profile)
4
6. Pulse Count
7. High Pressure Solenoid Valve Close
11
8. High Pressure Solenoid Valve Open
9. Start of Pressure Delivery
10. End of Pressure Delivery
5 12
11. Pressure Delivery Angle
11. Effective Stroke
The fuel injection quantity metering is performed by high pressure solenoid valve in the injection
pump. And it is determined depends on control duration of the high pressure solenoid valve and pump
camshaft angular position.
Pump Camshaft Speed Sensor
1. Pump Camshaft Speed Sensor

2. Sensor Wheel
3. Pump Camshaft Speed Sensor Retaining Ring
4. Flexible Connector Harness
5. Drive Shaft
When the drive shaft rotates, the pump camshaft speed sensor receives signal form the sensor wheel,
and an electric pulse is sent through the flexible connecting harness to the pump control unit (PSG).
From these signals the pump control unit (PSG) can determine the average pump speed and the
momentary pump speed.
The pump camshaft speed sensor is mounted to the cam ring. Thus, the relationship between the cam
ring and the pump camshaft speed sensor signal is constant.
The pump camshaft speed sensor signal is utilized for the following purposes.
To determine the momentary angular position of the cam ring.
To calculate the actual speed of the fuel injection pump.
To determine the actual timing plunger position.
Pump Pump -Cam Ring Angle

Sensor Camshaft Control -Pump Speed
Wheel Speed Unit -Timer Position
Sensor (PSG)
The pump camshaft sensor signal has a tooth gap, and the crankshaft position (CKP) sensor on the
flywheel housing is used as a reference signal of engine top dead center (TDC) for the start timing of
fuel delivery or injection which is to be set.
High Pressure Solenoid Valve

Fuel injection quantity control is performed from the beginning of pressure delivery at the beginning of
cam lift until the high pressure solenoid valve opens at the end of pressure delivery.
This interval is called the pressure delivery interval. Accordingly, the interval that the high pressure
solenoid valve is closed determines the fuel injection quantity (high pressure fuel supply ends when
the high pressure solenoid valve opens).
1. Valve Needle
2. Magnet Anchor
3. Coil
4. High Pressure Passage
When current from the pump control unit (PSG) flows to the high pressure solenoid valve coil, the
magnet anchor (a movable iron core) pushes the valve needle, toward the valve seat.
When the valve seat is completely closed by the valve needle, the way, of the fuel in the high pressure
passage to the low pressure circuit is closed.
The pressure of the fuel in the high pressure passage is rapidly increased by radial plunger lift, and
the high pressure fuel is delivered through the constant pressure valve (CPV) to the nozzle holder
assembly and is injected into the engine cylinder.
1. Valve Needle
2. Coil
When the fuel injection quantity demanded by the engine is reached, the current to the coil is cut and
the valve needle re-opens the valve seat.
As a result of this, a path is opened for the fuel in the high pressure passage to the low pressure
circuit and the pressure decreases. With a decrease in injection pressure the nozzle closes and
injection ends.
Timing Control Valve (TCV)
1. Cam Ring
2. Servo Valve
3. Timer Piston
4. Outlet
5. Feed Pump
6. Inlet
7. Fuel Suction
8. Ball Pin
9. Annular Chamber
10. Hydraulic Stopper
11. Return Passage
12. Timing Control Valve (TCV)
The pressure of the fuel fed from the feed pump is adjusted in accordance with speed by the
regulating valve. This delivery pressure acts on the hydraulic stopper's annular chamber as control
pressure.
The chamber pressure of the annular chamber is controlled by the timing control valve (TCV).
The timing plunger is connected to the cam ring by a ball pin. Axial movement of the timing plunger is
transferred to the cam ring in the form of rotational movement. Movement to the right of the timing
plunger (to the spring side) advances injection timing.
1. Coil
2. From Annular Chamber
3. To Feed Pump
4. Orifice
5. Valve Needle
When control current flows to the timing control valve (TCV) coil, the valve needle opens and the fuel
annular chamber flows through the orifice to the feed pump inlet.
Consequently, the pressure of the annular chamber decreases and the hydraulic stopper is moved to
the retard side.
Timing Control Valve

Operating Duty Signal
(Advance)
0V
Timing Control Valve

Operating Duty Signal
(Retard)
0V
Measurement Terminal: TCV (+) TCV (-)

Measurement Scale: 20V/div 5ms/div
The timing control valve (TCV) acts as a variable throttle, using the rapid opening and closing (cycling)
of the valve needle in the timing control valve (TCV).
At normal operation, the TCV controls the pressure acting on the annular chamber so that the
hydraulic stopper cam move to any position, from the retard position to the advance position. At this
time, the duty ratio is set by the pump control unit (PSG).
Duty ratio is the ratio of the time that the timing control valve (TCV) is opened to one complete timing
control valve (TCV) operating cycle. A duty ratio change of 100% to 0% is an advance in injection
timing. (The VP44 displays an ON duty ratio.)
Engine Load
Engine Pump Timing
Control Control Control
Engine Speed Module Unit Valve
(ECM) (PSG) (TCV)
Engine Coolant
Temperature
Pump Camshaft
Speed Sensor
The engine control module (ECM) contains characteristic maps of the start of injection, corresponding
to engine operating conditions (engine load, engine speed and engine coolant temperature).
The pump control unit (PSG) is constantly comparing the set start of injection timing and the actual
start of injection timing. If there is a difference, the timing control valve (TCV) is controlled by the duty
ratio. (The actual start of injection timing is determined from the pump camshaft speed sensor.)
Tech 2 Information
9/33 mg/stk Desired Injection Quantity
This displays desired value from the ECM. The ECM compensates for fuel
rate by throttle position and various sensor signals.
10/33 mg/stk Injection Quantity

This displays calculated actual fuel quantity from the PSG. The PSG receives
desired injection quantity from the ECM. And, it compensates actual injection
depending on timer position to determine duration of the high pressure
solenoid valve operation.
11/33 °CA Desired Fuel Injection Start
This displays desired injection timing from the ECM. The ECM compensates
for fuel injection timing by throttle position and various sensor signal.
12/33 °CA Actual Injection Start This displays calculated actual injection timing based on CKP signal and
pump cam signal. The PSG controls TCV duty ratio to meet desired injection
timing from the ECM.
DTC Information
Code
P0216 A Injection Timing Control Circuit 1. Engine speed is more than Fuel injection quantity is reduced.
Malfunction 700rpm.
2. Fuel injection quantity is more
than 4mg/stk.
3. Deviation of actual injection
timing and desired injection timing is
more than +3 deg. CA or -6 deg.
CA for 8 seconds.
B Injection Timing Control Circuit 1. Engine speed is more than
Malfunction 2014rpm.
2. Fluctuation of actual injection
timing is more than +-5.2 deg. CA.
P0251 6 Injection Pump Malfunction 1. No pump camshaft speed sensor 1. MAB (fuel cutoff solenoid valve) is
error. operated.
2. High pressure solenoid valve 2. Desired injection quantity becomes
control pulse width does not match 0mg/strk.
with desired fuel injection quantity.
7 Injection Pump Malfunction 1. No pump camshaft speed sensor

error.
2. No CKP sensor error.
3. Difference of engine speed and
doubled pump camshaft speed is
more than 720rpm (4JA1-TC) or
690rpm (4JH1-TC).
9 Injection Pump Malfunction No pump map programmed in the
PSG (pump control unit) or PSG
malfunction.
A Injection Pump Malfunction EEPROM or A/D converter Fuel injection quantity is reduced.
malfunction in the PSG (pump
control unit).
B Injection Pump Malfunction PSG (pump control unit) recognized No fail-safe function.
high pressure solenoid valve drive
circuit error.
D Injection Pump Malfunction PSG (pump control unit) could not
measure the high pressure solenoid
valve drive voltage.
E Injection Pump Malfunction ECM could not accept PSG (pump 1. MAB (fuel cutoff solenoid valve) is
control unit) message. operated.
0mg/strk.
P1630 A Fuel Injection Quantity Circuit The PSG (pump control unit) Fuel injection quantity is reduced.
Malfunction detects high pressure solenoid valve
control circuit malfunction due to
high current.
B Fuel Injection Quantity Circuit The PSG (pump control unit) 1. MAB (fuel cutoff solenoid valve) is
Malfunction detects high pressure solenoid valve operated.
control circuit malfunction due to 2. Desired injection quantity becomes
continuous current. 0mg/strk.
4JA1-TC ECM CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL

View Looking Into ECM Case
Signal or Continuity Tester Position

Pin B/Box Wire Engine ECM
Pin Function Key SW Off Key SW On Engine Idle Range (+) (-)
No. No. Color 2000rpm Connection
Continuity
1 1 ECM Ground BLK - - - Disconnect Ohm 1 GND
with ground
Continuity
with ground
BLU/
3 3 Battery Power Supply Less than 1V 10-14V Connect DC V 3 GND
RED
25 25 No Connection - - - - - - - - -
26 26 No Connection - - - - - - - - -
Approx. 23Hz Approx. 67Hz

Engine Speed Output (To
27 27 LGN - - by wave form or by wave form or Connect AC V 27 GND
Tacho Meter)
approx. 6.3V approx. 6.8V
28 28 No Connection - - - - - - - - -
29 29 No Connection - - - - - - - - -
Pedal is not stepped on: Less than 1V

30 30 Brake Switch 1 Signal GRN Less than 1V Connect DC V 30 GND
Pedal is stepped on: 10-14V
Pedal is not stepped on: 10-14V

31 31 Clutch Switch Signal (MT Only) YEL Less than 1V Connect DC V 31 GND
Pedal is stepped on: Less than 1V
32 32 No Connection - - - - - - - - -
GRN/ A/C request switch is turned on: 10-14V

33 33 A/C ON Signal Relay Less than 1V A/C request switch is turned off: Less than 1V
Connect DC V 33 GND
YEL
34 34 No Connection - - - - - - - - -
To Data Link Connector No. 6

35 35 & Immobiliser Control Unit (ICU YEL - - - - - - - -
B8)
36 36 No Connection - - - - - - - - -
37 37 No Connection - - - - - - - - -
Throttle Position Sensor (TPS) GRN/

38 38 Less than 1V Less than 1V Approx. 0.5V Connect DC V 38 49
Output Signal ORG
Key Switch Input Signal Via

39 39 WHT Less than 1V 10-14V Connect DC V 39 GND
Engine Fuse
40 40 No Connection - - - - - - - - -
WHT/ A/C comp. is operated: Less than 1V

41 41 A/C Compressor Relay Less than 1V 10-14V A/C comp. is not operated: 10 - 14V Connect DC V 41 GND
GRN
GRN/ Lamp is turned on: Less than 1V

42 42 Check Engine Lamp Less than 1V Connect DC V 42 GND
YEL Lamp is turned off: 10-14V

ORG/ Lamp is turned on: Less than 1V
43 43 Glow Lamp Less than 1V Connect DC V 43 GND
BLU Lamp is turned off: 10-14V
44 44 No Connection - - - - - - - - -
45 45 To Data Link Connector No. 6 BLU Less than 1V 10-14V Connect DC V 45 GND
46 46 No Connection - - - - - - - - -
47 47 No Connection - - - - - - - - -
48 48 No Connection - - - - - - - - -
Idle: Approx. 0.4K

Throttle Position Sensor (TPS) BLK/
49 49 ohm / WOT: - - - Disconnect Ohm 38 49
Ground GRN Approx. 4.0K ohm
50 50 No Connection - - - - - - - - -
51 51 No Connection - - - - - - - - -
52 52 No Connection - - - - - - - - -
53 53 No Connection - - - - - - - - -
54 54 No Connection - - - - - - - - -
55 55 No Connection - - - - - - - - -
56 56 No Connection - - - - - - - - -
Throttle Position Sensor (TPS) RED/

57 57 Less than 1V Approx. 5V Connect DC V 57 49
Power Supply GRN
BLU/
58 58 ECM Relay 10-14V Less than 1V Connect DC V 58 GND
BLK
59 59 No Connection - - - - - - - - -
60 60 No Connection - - - - - - - - -
61 61 No Connection - - - - - - - - -
62 62 No Connection - - - - - - - - -
63 63 ECM Power Supply Less than 1V 10-14V - DC V 63 GND
64 64 No Connection - - - - - - - - -
WHT/ Pedal is not stepped on: 10-14V

65 65 Brake Switch 2 Signal Less than 1V Connect DC V 65 GND
BLK Pedal is stepped on: Less than 1V
66 66 No Connection - - - - - - - - -
67 67 No Connection - - - - - - - - -
YEL/ Approx. 14.5Hz by wave form or approx.

68 68 Vehicle Speed Sensor (VSS) - Connect AC V 68 GND
GRN 6.0V at vehicle speed 20km/h

GRN/ Pedal is not stepped on: Less than 1V
69 69 Idle Switch Less than 1V Connect DC V 69 GND
BLK Pedal is stepped on: Approx. 5V
70 70 No Connection - - - - - - - - -
71 71 No Connection - - - - - - - - -
72 72 No Connection - - - - - - - - -
73 73 No Connection - - - - - - - - -
74 74 No Connection - - - - - - - - -
75 75 No Connection - - - - - - - - -
76 76 No Connection - - - - - - - - -
77 77 No Connection - - - - - - - - -
78 78 No Connection - - - - - - - - -
79 79 No Connection - - - - - - - - -
80 80 No Connection - - - - - - - - -
81 81 No Connection - - - - - - - - -
82 82 No Connection - - - - - - - - -
Mass Air Flow (MAF) Sensor WHT/

Power Supply RED
Intake Air Temperature (IAT) BLK/ 0 deg. C: Approx. 3.6V / 20 deg. C: Approx. 2.6V / 40
84 84 Less than 1V deg. C: Approx. 1.7V / 60 deg. C: 1.1V / 80 deg. C: 0.7V Connect DC V 84 92
Sensor Signal BLU
85 85 No Connection - - - - - - - - -
86 86 No Connection - - - - - - - - -
BLK/ In neutral: Less than 1V

87 87 Neutral Switch Less than 1V Connect DC V 87 GND
WHT Other than neutral: 10-14V
Mass Air Flow (MAF) Sensor GRN/

88 88 Less than 1V Approx. 1V Approx. 1.8V Approx. 2.5V Connect DC V 88 92
Signal RED
Engine Coolant Temperature 0 deg. C: Approx. 4.4V / 20 deg. C: Approx. 3.8V / 40

89 89 GRY Less than 1V deg. C: Approx. 2.9V / 60 deg. C: 2.1V / 80 deg. C: 1.4V Connect DC V 89 93
(ECT) Sensor Signal
Approx. 134Hz by
Approx. 47Hz
90 90 CKP Sensor Signal RED - - wave form or Connect AC V 90 98
by wave form approx. 1.1V
Approx. 134Hz by
CKP Sensor Output To Pump Approx. 47Hz
91 91 PNK - - wave form or Connect AC V 91 GND
Control Unit (PSG) No.8 by wave form approx. 0.7V
Mass Air Flow (MAF) Sensor BLK/ Continuity

92 92 - - - Connect Ohm 92 GND
Ground RED with ground
Engine Coolant Temperature BLK/ Continuity

(ECT) Sensor Ground PNK with ground
BLK/ Glow system is operated: Less than 1V

94 94 Glow Relay Less than 1V Connect DC V 94 GND
RED Glow system is not operated: 10 - 14V

95 95 No Connection - - - - - - - - -
96 96 No Connection - - - - - - - - -
BLK/ Approx. 140Hz by wave form

97 97 EGR EVRV - - when EVRV is operated
- - - -
ORG
Continuity
98 98 CKP Sensor Ground WHT - - - Connect Ohm 98 GND
with ground
CAN (Controller Area Network)

99 99 BLU - - - - - - - -
to PSG No.1

100 100 YEL - - - - - - - -
to PSG No.2
Continuity
101 101 CKP Sensor Shield Line BLK - - - Connect Ohm 101 GND
with ground
102 102 No Connection - - - - - - - - -
103 103 No Connection - - - - - - - - -
104 104 No Connection - - - - - - - - -
Solenoid Valve Shut Off (MAB)

105 105 ORG - - - - - - - -
Output Signal to PSG No.5
PSG CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL

View Looking Into PSG Case

Pin B/Box Wire Engine ECM & PSG
Continuity 99
1 99 RED between ECM & - - - Disconnect Ohm 1 (ECM
to ECM No.99 PSG
)
Continuity 100
2 100 WHT between ECM & - - - Disconnect Ohm 2 (ECM
to ECM No.100 PSG
)
3 - No Connection - - - - - - - - -
4 - No Connection - - - - - - - - -
Continuity 105
5 105 ORG between ECM & - - - Disconnect Ohm 5 (ECM
Output Signal to ECM No.105 PSG
)
Continuity with
6 - Ground BLK ground
- - - Disconnect Ohm 6 GND
BLU/
7 - Battery Power Supply Less than 1V 10-14V Disconnect Ohm 7 GND
RED
CKP Sensor Output ECM Continuity 91
8 91 No.91 to Pump Control Unit PNK between ECM & - - - Disconnect Ohm 8 (ECM
PSG
(PSG) )
9 - No Connection - - - - - - - - -
4JH1-TC ECM CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL

View Looking Into ECM Case

Continuity
with ground
Continuity
with ground
BLU/
3 3 Battery Power Supply Less than 1V 10-14V Connect DC V 3 GND
RED
25 25 No Connection - - - - - - - - -
26 26 No Connection - - - - - - - - -
Approx. 23Hz Approx. 67Hz

Engine Speed Output (To
27 27 LGN - - by wave form or by wave form or Connect AC V 27 GND
Tacho Meter)
approx. 6.3V approx. 6.8V
28 28 No Connection - - - - - - - - -
Throttle Position Signal To Approx. 140Hz by wave form (Idle: Off duty
29 29 - - - - -
TCM (A16) (AT Only) 10% / WOT: Off duty 90%)
Pedal is not stepped on: Less than 1V

30 30 Brake Switch 1 Signal GRN Less than 1V Connect DC V 30 GND
Pedal is stepped on: 10-14V
Pedal is not stepped on: 10-14V

31 31 Clutch Switch Signal (MT Only) YEL Less than 1V Connect DC V 31 GND
Pedal is stepped on: Less than 1V
32 32 No Connection - - - - - - - - -
GRN/ A/C request switch is turned on: 10-14V

33 33 A/C ON Signal Relay Less than 1V A/C request switch is turned off: Less than 1V
Connect DC V 33 GND
YEL
34 34 No Connection - - - - - - - - -
To Data Link Connector No. 6

35 35 & Immobiliser Control Unit (ICU YEL - - - - - - - -
B8)
36 36 No Connection - - - - - - - - -
37 37 No Connection - - - - - - - - -
Throttle Position Sensor (TPS) GRN/

38 38 Less than 1V Less than 1V Approx. 0.5V Connect DC V 38 49
Output Signal ORG
Key Switch Input Signal Via

39 39 WHT Less than 1V 10-14V Connect DC V 39 GND
Engine Fuse
40 40 No Connection - - - - - - - - -
WHT/ A/C comp. is operated: Less than 1V

41 41 A/C Compressor Relay Less than 1V 10-14V A/C comp. is not operated: 10 - 14V Connect DC V 41 GND
GRN
GRN/ Lamp is turned on: Less than 1V

42 42 Check Engine Lamp Less than 1V Connect DC V 42 GND
YEL Lamp is turned off: 10-14V

ORG/ Lamp is turned on: Less than 1V
43 43 Glow Lamp Less than 1V Connect DC V 43 GND
BLU Lamp is turned off: 10-14V
44 44 No Connection - - - - - - - - -
45 45 To Data Link Connector No. 6 BLU Less than 1V 10-14V Connect DC V 45 GND
46 46 No Connection - - - - - - - - -
47 47 No Connection - - - - - - - - -
48 48 No Connection - - - - - - - - -
Idle: Approx. 0.4K

Throttle Position Sensor (TPS) BLK/
49 49 ohm / WOT: - - - Disconnect Ohm 38 49
Ground GRN Approx. 4.0K ohm
50 50 No Connection - - - - - - - - -
51 51 No Connection - - - - - - - - -
52 52 No Connection - - - - - - - - -
53 53 No Connection - - - - - - - - -
54 54 No Connection - - - - - - - - -
55 55 No Connection - - - - - - - - -
56 56 No Connection - - - - - - - - -
Throttle Position Sensor (TPS) RED/

Power Supply GRN
BLU/
58 58 ECM Relay 10-14V Less than 1V Connect DC V 58 GND
BLK
59 59 No Connection - - - - - - - - -
60 60 No Connection - - - - - - - - -
61 61 No Connection - - - - - - - - -
62 62 No Connection - - - - - - - - -
63 63 ECM Power Supply - Less than 1V 10-14V - DC V 63 GND
64 64 No Connection - - - - - - - - -
WHT/ Pedal is not stepped on: 10-14V

65 65 Brake Switch 2 Signal Less than 1V Connect DC V 65 GND
BLK Pedal is stepped on: Less than 1V
66 66 No Connection - - - - - - - - -
67 67 No Connection - - - - - - - - -
YEL/ Approx. 14.5Hz by wave form or approx.

68 68 Vehicle Speed Sensor (VSS) - Connect AC V 68 GND
GRN 6.0V at vehicle speed 20km/h

GRN/ Pedal is not stepped on: Less than 1V
69 69 Idle Switch Less than 1V Connect DC V 69 GND
BLK Pedal is stepped on: Approx. 5V
70 70 No Connection - - - - - - - - -
71 71 No Connection - - - - - - - - -
72 72 No Connection - - - - - - - - -
73 73 No Connection - - - - - - - - -
74 74 No Connection - - - - - - - - -
75 75 No Connection - - - - - - - - -
76 76 No Connection - - - - - - - - -
77 77 No Connection - - - - - - - - -
78 78 No Connection - - - - - - - - -
79 79 No Connection - - - - - - - - -
80 80 No Connection - - - - - - - - -
81 81 No Connection - - - - - - - - -
Boost Pressure Sensor (High WHT/

Altitude Spec. Only) BLU
Mass Air Flow (MAF) Sensor WHT/

Power Supply RED
Intake Air Temperature (IAT) BLK/ 0 deg. C: Approx. 3.6V / 20 deg. C: Approx. 2.6V / 40
84 84 Less than 1V deg. C: Approx. 1.7V / 60 deg. C: 1.1V / 80 deg. C: 0.7V Connect DC V 84 92
Sensor Signal BLU
Manifold Pressure Sensor RED/

85 85 Less than 1V - - - Connect DC V 85 93
(High Altitude Spec. Only) BLU
86 86 No Connection - - - - - - - - -
In neutral (A/T: P or N): Less than 1V

BLK/
87 87 Neutral Switch Less than 1V Other than neutral (A/T: other than P or N): 10- Connect DC V 87 GND
WHT 14V
Mass Air Flow (MAF) Sensor GRN/

88 88 Less than 1V Approx. 1V Approx. 1.8V Approx. 2.5V Connect DC V 88 92
Signal RED
Engine Coolant Temperature 0 deg. C: Approx. 4.4V / 20 deg. C: Approx. 3.8V / 40

89 89 GRY Less than 1V deg. C: Approx. 2.9V / 60 deg. C: 2.1V / 80 deg. C: 1.4V Connect DC V 89 93
(ECT) Sensor Signal
Approx. 134Hz by
Approx. 47Hz
90 90 CKP Sensor Signal RED - - wave form or Connect AC V 90 98
by wave form approx. 1.1V
Approx. 134Hz by
CKP Sensor Output To Pump Approx. 47Hz
91 91 PNK - - wave form or Connect AC V 91 GND
Control Unit (PSG) No.8 by wave form approx. 0.7V
Mass Air Flow (MAF) Sensor BLK/ Continuity

Ground RED with ground
Engine Coolant Temperature
BLK/ Continuity
93 93 (ECT) Sensor & Manifold - - - Connect Ohm 93 GND
PNK with ground
Pressure Sensor Ground
BLK/ Glow system is operated: Less than 1V
94 94 Glow Relay Less than 1V Connect DC V 94 GND
RED Glow system is not operated: 10 - 14V

95 95 No Connection - - - - - - - - -
Turbocharger Wastegate BRW/

96 96 - - Wave form - - - -
Control EVRV RED
BLK/ Approx. 140Hz by wave form

97 97 EGR EVRV - - when EVRV is operated
- - - -
ORG
Continuity
98 98 CKP Sensor Ground WHT - - - Connect Ohm 98 GND
with ground

99 99 BLU - - - - - - - -
to PSG No.1

100 100 YEL - - - - - - - -
to PSG No.2
Continuity
101 101 CKP Sensor Shield Line BLK - - - Connect Ohm 101 GND
with ground
102 102 No Connection - - - - - - - - -
103 103 No Connection - - - - - - - - -
104 104 No Connection - - - - - - - - -

105 105 ORG - - - - - - - -
Output Signal to PSG No.5
PSG CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL

View Looking Into PSG Case

Pin B/Box Wire Engine ECM & PSG
Continuity 99
1 99 RED between ECM & - - - Disconnect Ohm 1 (ECM
to ECM No.99 PSG
)
Continuity 100
2 100 WHT between ECM & - - - Disconnect Ohm 2 (ECM
to ECM No.100 PSG
)
3 - No Connection - - - - - - - - -
4 - No Connection - - - - - - - - -
Continuity 105
5 105 ORG between ECM & - - - Disconnect Ohm 5 (ECM
Output Signal to ECM No.105 PSG
)
Continuity with
6 - Ground BLK ground
- - - Disconnect Ohm 6 GND
BLU/
7 - Battery Power Supply Less than 1V 10-14V Disconnect Ohm 7 GND
RED
CKP Sensor Output ECM Continuity 91
8 91 No.91 to Pump Control Unit PNK between ECM & - - - Disconnect Ohm 8 (ECM
PSG
(PSG) )
9 - No Connection - - - - - - - - -
ELECTRICAL COMPONENTS
MASS AIR FLOW (MAF) SENSOR & INTAKE AIR TEMPERATURE (IAT) SENSOR
1. Air Cleaner Case

2. MAF & IAT Sensor 1 2
1. Steel Carrier
2. Air Mass Sensor Element
3. Cover Measurement Duct
4. Cover Hybrid Element
5. Hybrid Element
6. Connector
7. O-ring
8. Intake Air Temperature (IAT) Sensor
The mass air flow (MAF) sensor is part of the intake air system.
It is fitted between the air cleaner and turbocharger and measure the mass air flowing into the
engine.
The mass air flow (MAF) sensor uses a hot film element to determine the amount of air flowing into
the engine.
The mass air flow (MAF) sensor assembly consist of a mass air flow (MAF) sensor element and an
intake air temperature sensor that are both exposed to the air flow to be measured.
The mass air flow (MAF) sensor element measures the partial air mass through a measurement
duct on the sensor housing.
Using calibration, there is an extrapolation to the entire mass air flow to the engine.
The measuring element is fitted to the housing with two screws but is not separately replaceable.
The sensor element is only supplied as an assembly with the housing.
Characteristic of MAF Sensor -Reference (No Engine Load)-

4.5
4
3.5
Output Voltage (V)
3
2.5
2
1.5
1
0.5
0
0 500 1000 1500 2000 2500 3000 3500 4000
Engine Speed (rpm) (Tech2 Reading)
The characteristic of the mass air flow (MAF) sensor are displayed in the graph. These voltage can
be measured on terminal 88 of the engine control module (ECM).
Ignition Switch On: Approximately 1.0V
Idle: Approximately 1.8V
2000rpm: Approximately 2.5V
Characteristic of IAT Sensor -Reference- Intake Air Temp. Output Resistance

100000 5 (deg. C) Voltage (V) (ohm)
(Tech2 Reading) (Approx.) (Approx.)
4.5
-20 4.3 13660
Resistance (ohm) (Solid Line)
4
10000 0 3.6 5430
Output Voltage (V) (Dotted
3.5
20 2.6 2433
3
40 1.7 1153
1000 2.5
Line)
2
60 1.1 598
1.5 80 0.7 334

100
1 100 0.4 203.5
0.5
10 0
-30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110
Intake Air Temp. (deg. C) (Tech2 Reading)
The IAT sensor is a thermistor. A temperature changes the resistance value. And it changes voltage.
In other words it measures a temperature value. Low air temperature produces a high resistance.
The ECM supplies 5 volts signal to the IAT sensor through resisters in the ECM and measures the
voltage. The signal voltage will be high when the air temperature is cold, and it will be low when the
air temperature is hot.
The values for the intake air temperature (IAT) sensor can be measured on terminal 84.
20 deg. C: Approximately 2.6V
MAF & IAT Sensor Pin Assignment

(View Looking Sensor Side Connector)
1
1. IAT Sensor Output to ECM Terminal 84
2. Voltage Supply from ECM Fuse via ECM Relay 2
3. IAT Sensor & MAF Sensor Ground to ECM Terminal 92 3

4. MAF Sensor +5V Supply from ECM Terminal 83 4
5. MAF Sensor Signal to ECM Terminal 88 5
Tech 2 Information
6/33 mg/strk Mass Air Flow Sensor This displays calculated intake air volume for one cylinder stroke. The
mass air flow is measured by ECM from the MAF sensor output voltage.
7/33 mg/strk Desired Mass Air Flow This displays desired intake air volume for one cylinder stroke. The desired
mass air flow is calculated by ECM depending on engine condition.
15/33 deg. C Intake Air Temperature The IAT is measured by ECM from IAT sensor output voltage. This data is
changing by intake air temperature.
DTC Information
Code
P0100 7 Mass Air Flow (MAF) Sensor MAF sensor power supply voltage is ECM uses mass air flow 1600mg/strk
Voltage Supply Circuit High Input more than 5.2V. & EGR 10% conditions as substitute.
9 Mass Air Flow (MAF) Sensor MAF sensor power supply voltage is
Voltage Supply Circuit Low Input below 4.6V.
B Mass Air Flow (MAF) Sensor 1. Engine speed is between 600rpm
Output Circuit Low Input and 5000rpm.
2. MAF sensor output is below -
33.7mg/strk.
C Mass Air Flow (MAF) Sensor 1. Engine speed is between 600rpm
Output Circuit High Input and 5000rpm.
2. MAF sensor output is more than
1378mg/strk (4JA1-TC) or
1784mg/strk (4JH1-TC).
P0110 1 Intake Air Temperature (IAT) IAT sensor output voltage is more ECM use 0 deg. C conditions as
Sensor Circuit High Input than 4.7V. substitute.
2 Intake Air Temperature (IAT) IAT sensor output voltage is below
Sensor Circuit Low Input 0.3V.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
1. Engine Coolant Temperature (ECT) Sensor

2. Thermo Unit For Water Temperature Gauge
2 1
Characteristic of ECT Sensor -Reference- Coolant Temp. Output Resistance

(deg. C) Voltage (V) (ohm)
100000 5
(Tech2 Reading) (Approx.) (Approx.)
4.5
-20 4.7 16100
Resistance (ohm) (Solid Line)
4
Output Voltage (V) (Dotted
10000 0 4.4 5760
3.5
20 3.8 2370
3
40 2.9 1080
Line)
1000 2.5
60 2.1 537
2
1.5 80 1.4 290

100
1 100 0.88 161
0.5 120 0.55 99.5
10 0
-30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130
Engine Coolant Temp (deg. C) (Tech2 Reading)
The ECT sensor is a thermistor. A temperature changes the resistance value. And it changes
voltage. In other words it measures a temperature value. It is installed on the coolant stream. Low
coolant temperature produces a high resistance.
The ECM supplies 5 volts signal to the ECT sensor through resisters in the ECM and measures the
voltage. The signal voltage will be high when the engine temperature is cold, and it will be low when
the engine temperature is hot. The ECM uses to this value, and calculates fuel injection timing,
injection volume and an EGR control.
The signal from the engine coolant temperature (ECT) sensor can be measured using a multi meter
by performing a measurement on terminal 89 of the engine control module (ECM).
ECT Sensor Pin Assignment

1
1. ECT Sensor Output to ECM Terminal 89
2
2. ECT Sensor Ground to ECM Terminal 93
Tech 2 Information
13/33 deg. C Coolant Temperature The ECT is measured by ECM from ECT sensor output voltage. This data
is changing by coolant temperature. When the engine is normally warm
upped, this data displays approximately 80 deg. C.
DTC Information
Code
P0115 1 Engine Coolant Temperature ECT sensor output voltage is more 1. ECM uses fuel temperature as
(ECT) Sensor Circuit High Input than 4.7V. substitute.
2. ECM uses 60 deg. C condition for
injection timing control.
2 Engine Coolant Temperature ECT sensor output voltage is below 3. ECM uses -25 deg. C condition
(ECT) Sensor Circuit Low Input 0.3V. (4JA1-TC) or -15 deg. C condition
(4JH1-TC) for glow time control.
CRANKSHAFT POSITION (CKP) SENSOR
1. Crankshaft Position (CKP) Sensor

2. Flywheel with Sensor Slot
The crankshaft position sensor (CKP) sensor is located on top of the flywheel housing of the
flywheel and fixed with a bolt.
The flywheel is added crankshaft position (CKP) sensor pulsar function. The sensor reads the four
slots that are incorporated in the flywheel. The CKP sensor located at the flywheel housing uses
these slots to generate an inductive signal. This signal is required by the ECM to identify the
crankshaft position and the engine speed.
1. Permanent Magnet
2. Housing
3. Flywheel Housing
4. Soft Iron Core
5. Winding
6. Flywheel With Four Gaps
The CKP sensor is of the magnet coil type and is also called an inductive pickup. The CKP sensor
consists of a soft iron core, a permanent magnet and coil. The magnetic field responds (collapses
and restores) to the passing gap of the sensor disc by generating an AC voltage.
The windings of the coil have a resistance value of approximately 0.9 K ohm at a temperature of 20
deg. C.
The AC voltage generated by the CKP sensor can be measured using a multi meter on terminal 90
and 98 of the ECM. With the engine at idle, the AC voltage indicated on the multi meter is as
follows.
Idle: Approximately 0.7V (AC Range)
2000rpm: Approximately 1.1V (AC Range)
CKP Sensor Signal

(Sensor to ECM)
CH1 0V
TDC Signal
(ECM to PSG)
CH2 0V
Measurement Terminal: CH1: 90(+) / CH2: 91(+) 2(-)

Measurement Scale: CH1: 50V/div / CH2: 10V/div 1ms/div
The analogue CKP sensor signal is converted by the engine control module (ECM) into a square
wave signal.
The conditioned signal is then provided to the pump control unit (PSG) via engine control module
(ECM) terminal 91.
CKP Sensor Pin Assignment

1
1. CKP Sensor (-) to ECM Terminal 98
2. CKP Sensor (+) to ECM Terminal 90 2
3. Shield Wire to ECM Terminal 101 3
Tech 2 Information
1/33 rpm Engine Speed The engine speed is measured by ECM from the CKP sensor.
DTC Information
Code
P0335 B Crankshaft Position Sensor Circuit 1. Engine speed is more than When pump camshaft speed sensor
Malfunction 665rpm. 2. CKP is OK:
sensor pulse width error. ECM uses doubled pump camshaft
speed as substitute engine speed.
When pump camshaft speed sensor
is not OK:
1. MAB (fuel cutoff solenoid valve) is
operated.
0mg/strk.
D Crankshaft Position Sensor Circuit 1. No pump camshaft speed sensor When pump camshaft speed sensor
Malfunction error. is OK:
2. "Crankshaft Position Sensor ECM uses doubled pump camshaft
Circuit Malfunction (Symptom Code speed as substitute engine speed.
B)" is not stored. Other than pump camshaft speed
3. Engine speed is 0rpm. sensor is OK:
4. Doubled pump camshaft speed is Fuel injection quantity is reduced.
more than 50rpm.
E Engine Speed Input Circuit Engine speed is more than When intermittent malfunction:
Range/Performance 5700rpm. 1. MAB (fuel cutoff solenoid valve) is
operated.
0mg/strk.
When preliminary malfunction:
ECM uses doubled pump camshaft
speed as substitute engine speed.
P1335 A Engine Speed Output Circuit The PSG (pump control unit) is Fuel injection quantity is reduced.
Malfunction recognized defective engine speed
signal form the ECM.
THROTTLE POSITION SENSOR (TPS)
1. Pedal/Throttle Position Sensor (TPS) Side

2. Idle Switch Side 1 2
Characteristic of TPS -Reference-

4.5
4
3.5
Output Voltage (V)
3
2.5
2
1.5
1
0.5
0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Pedal Position (%) (Tech2 Reading)
The TPS is a potentiometer connected to throttle shaft on the throttle body. It is installed to the main
TPS and idle switch.
The engine control module (ECM) monitors the voltage on the signal line and calculates throttle
position. As the throttle valve angle is changed when accelerator pedal moved. The TPS signal also
changed at a moved throttle valve. As the throttle valve opens, the output increases so that the
output voltage should be high.
The engine control module (ECM) calculates fuel delivery based on throttle valve angle.
TPS Pin Assignment

1. TPS +5V Supply Voltage from ECM Terminal 49

2. TPS Signal Output to ECM Terminal 38
3. TPS Ground to ECM Terminal 57
4. Idle Switch +5V Supply Voltage from ECM Terminal 69 1 4
5. Idle Switch Ground 2 5
6. Not Used 3 6
Tech 2 Information
4/33 % Accelerator Position Sensor Signal Throttle position operating angle is measured by the ECM from throttle
position output voltage. This should display 0% at idle and 99 - 100% at full
throttle.
5/33 Active/ Idle Switch This displays operating status of the idle switch. This should display
Inactive "Active" until the accelerator position nearly 4 - 5%.
DTC Information
Code
P1120 1 Pedal/Throttle Position Sensor Throttle position sensor output ECM increases idle speed up to
Circuit High Input voltage is more than 4.5V. 1400rpm.
7 Pedal/Throttle Position Sensor Throttle position sensor power
Voltage Supply Circuit High Input supply voltage is more than 5.2V.
9 Pedal/Throttle Position Sensor Throttle position sensor power
Voltage Supply Circuit Low Input supply voltage is below 4.6V.
D Pedal/Throttle Position Sensor 1. Engine speed is more than
Brake Switch Error 1700rpm.
2. Vehicle speed is more than
1.5km/h.
3. When brake pedal is depressed
during accelerator pedal is
depressing.
E Pedal/Throttle Position Sensor Idle 1. When idle switch is turned off,
Position Switch Error throttle position sensor was below
0.35%.
or
2. When idle switch is tuned on,
throttle position sensor was more
than 7.8%.
VEHICLE SPEED SENSOR (VSS)
1 2
1. Vehicle Speed Sensor (VSS) for Manual Transmission
1. Vehicle Speed Sensor (VSS) for Automatic Transmission 2WD
0V
Measurement Terminal: ECM68(+) ECM1(-)

Measurement Scale: 5V/div 50ms/div
VSS Output Reference Wave Form Measurement Condition: Vehicle speed at 20km/h
The VSS is a magnet rotated by the transmission output shaft. The VSS uses a hall element. It
interacts with the magnetic field treated by the rotating magnet. It outputs pulse signal. The 12 volts
operating supply from the "meter" fuse.
The engine control module (ECM) calculates the vehicle speed by VSS signal.
The 2WD model fitted with automatic transmission, vehicle speed sensor signal is transmitted to
from the TCM to the ECM via vehicle speed meter.
VSS Pin Assignment

Manual Transmission & Automatic Transmission 4WD Model

1. VSS +12V Supply from Meter Fuse 15A 1
2. VSS Ground to Vehicle Speed Meter 2

3. VSS Output Signal to ECM Terminal 68 via Vehicle Speed Meter 3
Speed Sensor Pin Assignment

Automatic Transmission 2WD Model

1. Signal Output to TCM B13
2. Sensor Power Supply from Back Up Fuse 15A
3. Sensor Ground
Tech 2 Information
2/33 km/h Vehicle Speed This displays vehicle speed. The vehicle speed is measured by ECM from
the vehicle speed sensor.
DTC Information
Code
P0500 1 Vehicle Speed Sensor Circuit High Vehicle speed is more than ECM uses vehicle speed 5km/h
Input 200km/h. condition as substitute.
A Vehicle Speed Sensor Input Signal Input signal frequency is too high. ECM uses vehicle speed 5km/h
Frequency Too High condition as substitute.
B Vehicle Speed Sensor Incorrect 1. Engine speed is more than Fuel injection quantity is reduced.
Signal 3200rpm (4JA1-TC) or 3600rpm
(4JH1-TC).
2. Fuel injection quantity is more
than 30mg/strk (4JA1-TC) or
41mg/strk (4JH1-TC).
3. Vehicle speed is below 1.5km/h.
PRE-HEATING SYSTEM
1. ECM Main Relay

2. Battery Voltage
3. Ignition Switch
4. Glow Fuse 50A
5. Gauge Back Fuse 10A
6. Glow Relay
7. Glow Indicator Lamp
8. Glow Plug
9. Engine Control Unit (ECM)
Pre-Glow Setting Curve Glow Relay Operating TIme Indicator Lamp On Time
14
12
10
Time (sec.)
0
-35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
Coolant Temp. (deg. C) (Tech2 Reading)
The 4JH1-TC engine is adopted with the quick on system 2 (QOS 2) preheating system which is
controlled by engine control module (ECM).
The voltage on the coil of the relay glow plug is supplied by the relay engine control module (ECM)
main. The ECM switches glow relay to operate glow plug depends on the coolant temperature.
The function of the glow time indicator lamp is to inform the driver whether the glow system is
activated.
When the lamp extinguishes the engine can be started. This does not imply that the glow plugs are
no longer activated. In the after glow phase the lamp is not illuminated but the glow plugs remain
active for a certain period depending on engine coolant temperature.
Tech 2 Information
25/33 Active Glow Time Relay This displays operating status for the glow relay. This should display
0V/ "Inactive 12V" when the engine is warm upped.
Inactive
12V
27/33 On/Off Glow Time Telltale This displays operating status for the glow indicator lamp. This should
display "On" when the glow lamp is turned on.
DTC Information
Code
P0380 4 Glow Relay Circuit Voltage Low Glow relay circuit open or short to No fail-safe function.
ground circuit.
8 Glow Relay Circuit Voltage High Glow relay circuit short to voltage
circuit.
P0381 4 Glow Plug Indicator Circuit Voltage Glow plug indicator circuit open or No fail-safe function.
Low short to ground circuit.
8 Glow Plug Indicator Circuit Voltage Glow plug indicator circuit short to
High voltage circuit.
EGR (EXHAUST GAS RE-CIRCULATION)
1. EGR Valve
2. EGR Cooler
3. Intercooler
4. Intake Manifold
5. Exhaust Manifold
6. Waste Gate
7. Fresh Air
8. Exhaust Gas
9. Turbocharger
1. To EGR Valve
2. From Vacuum Pump 1 2 3 4 5 6
3. EGR EVRV
4. EGR Cooler
5. Thermo Valve
6. EGR Valve
The 4JA1-TC & 4JH1-TC engine with Euro 3 regulation is equipped with the EGR cooler. The EGR
cooler reduces the temperature of the air being drawn into the engine and the combustion
temperature. This results in reducing nitrogen oxide (Nox) emissions. The 4JH1-TC engine except
Euro 3 regulation, it does not have EGR cooler. It has steel EGR pipe instead of the cooler.
The amount of EGR is controlled by EVRV (electrical vacuum regulating valve) via the engine control
module (ECM) command signal depends on the following inputs.
-Engine speed
-Injection quantity
-Mass air flow
-Intake air temperature
-Coolant temperature
-Barometric pressure
7.1ms 7.1ms
Voltage
Voltage
Time Time
0.7ms 6.4ms
Off duty 10% =EGR Pulse Ratio 10% Off duty 90% =EGR Pulse Ratio 90%
The EVRV is shaped to control vacuum applied to the diaphragm chamber of the EGR valve based
on duty signal sent from the ECM. The duty ratio is the time that the EVRV is opened to one
cooperate EVRV operating cycle. A duty ratio change of 70% to 10 % is EGR amount control.
The EVRV solenoid coil have a resistance value of approximately 14 ohm at a temperature of 20
deg. C.
In order to check the EGR valve operation, two kind of checking procedures are introduced as
follows. The valve status can be found through the small widnow.
Using with Tech 2:

1. Using the Tech 2, ignition "On" and engine "On".
2. Select the "Miscellaneous Test" and perform the "EGR Solenoid Test" in the "Solenoid".
3. Operate the Tech 2 in accordance with procedure.
-Solenoid 95%: EGR Valve Open
-Solenoid 5%: EGR Valve Close
Using with Vacuum Pump:

1. Disconnect the original vacuum hose
and connect the hose to the EGR valve.
2. Apply vacuum pressure.
-Vacuum Apply: EGR Valve Open
-Vacuum Release: EGR Valve Close
Vacuum Pump Small Window
EGR EVRV Pin Assignment

(View Looking EVRV Side Connector)
1. EVRV Signal from ECM Terminal 97 1

2. EVRV +12V Supply from ECM Fuse via ECM Relay
2
Tech 2 Information
33/33 % EGR Pulse Ratio (Exhaust Gas This displays the duty signal from the ECM to control the EGR flow amount.
Recirculation)
DTC Information
Code
P0400 3 Exhaust Gas Recirculation Flow 1. Intake air temperature is between Fuel injection quantity is reduced.
Excessive Detected 15deg. C and 100deg. C
2. Engine coolant temperature is
between 55deg. C and 100deg. C
(4JA1-TC) or 35deg. C and 100deg.
C (4JH1-TC).
3. Barometric pressure is between
850hpa and 1100hpa.
4. Small amount of mass air flow.
(Desired mass air flow - mass air
flow is more than 150mg/strk)
4 Exhaust Gas Recirculation Circuit EGR EVRV circuit open or short to Fuel injection quantity is reduced and
Short to Ground or Open Circuit ground circuit. EGR EVRV 10% conditions as
substitute.
5 Exhaust Gas Recirculation Flow 1. Intake air temperature is between Fuel injection quantity is reduced.
Insufficient Detected 15deg. C and 100 deg. C.
2. Engine coolant temperature is
between 55 deg. C and 100deg. C
(4JA1-TC) or 35deg. C and 100deg.
C (4JH1-TC).
3. Barometric pressure is between
850hpa and 1100hpa.
4. Large mount of mass air flow.
(Desired mass air flow - mass air
flow is below -150 mg/strk)
8 Exhaust Gas Recirculation Circuit EGR EVRV circuit short to voltage Fuel injection quantity is reduced &
Short to Battery circuit. EGR EVRV 10% conditions as
substitute.

4JA1 TC&4JH1 TC Diagnosis 1

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4JA1 TC&4JH1 TC Diagnosis 1

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FOR SERVICE TRAINING

4JA1-TC & 4JH1-TC ENGINE

ISUZU MOTORS LIMITED

INTRODUCTION & OUTLINE Page

PRE-HEATING SYSTEM --------------------------------------------------------------------------- 38

EGR (EXHAUST GAS RE-CIRCULATION) ------------------------------------------------------- 40

STRATEGY BASED DIAGNOSTIC

DIAGNOSIS WITH TECH 2

TYPICAL SCAN DATA & DEFINITIONS

ECM DIAGNOSTIC TROUBLE CODES (DTC) TABLE ---------------------------------------- 65

SPECIAL TOOLS ------------------------------------------------------------------------------------- 90

CHARACTERISTIC OF VP44 INJECTION SYSTEM

ENGINE CONTROL MODULE (ECM)

1. Engine Control Module (ECM)

SPS (SERVICE PROGRAMMING SYSTEM)

DATA EXCHANGE BETWEEN CONTROL MODULE

Cam Ring Rotational Angle

Additional Operations To Timing Control Valve (TCV)

CKP Sensor Signal

Measurement Terminal: CH1: 90(+) / CH2: 91(+) 2(-)

High Pressure Solenoid

The following signals are exchanged via the CAN-bus:

From PSG to ECM

PRINCIPLE OF FUEL QUANTITY METERING & INJECTION TIMING

1. Pump Camshaft Sensor Signal

Pump Camshaft Speed Sensor

1. Pump Camshaft Speed Sensor

Pump Pump -Cam Ring Angle

High Pressure Solenoid Valve

Timing Control Valve (TCV)

Timing Control Valve

Timing Control Valve

Measurement Terminal: TCV (+) TCV (-)

10/33 mg/stk Injection Quantity

7 Injection Pump Malfunction 1. No pump camshaft speed sensor

4JA1-TC ECM CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL

Signal or Continuity Tester Position

Approx. 23Hz Approx. 67Hz

Pedal is not stepped on: Less than 1V

Pedal is not stepped on: 10-14V

GRN/ A/C request switch is turned on: 10-14V

To Data Link Connector No. 6

Throttle Position Sensor (TPS) GRN/

Key Switch Input Signal Via

WHT/ A/C comp. is operated: Less than 1V

GRN/ Lamp is turned on: Less than 1V

Signal or Continuity Tester Position

Idle: Approx. 0.4K

Throttle Position Sensor (TPS) RED/

63 63 ECM Power Supply Less than 1V 10-14V - DC V 63 GND

WHT/ Pedal is not stepped on: 10-14V

YEL/ Approx. 14.5Hz by wave form or approx.

Signal or Continuity Tester Position

Mass Air Flow (MAF) Sensor WHT/

BLK/ In neutral: Less than 1V

Mass Air Flow (MAF) Sensor GRN/

Engine Coolant Temperature 0 deg. C: Approx. 4.4V / 20 deg. C: Approx. 3.8V / 40

Mass Air Flow (MAF) Sensor BLK/ Continuity

Engine Coolant Temperature BLK/ Continuity

BLK/ Glow system is operated: Less than 1V