TE SYSTEM 78-1 78-07E-04 - tgidirect.com Service Manual... · Models J05C-TD, J08C-TP and TR TE...

TE SYSTEM 78-1Models J05C-TD, J08C-TP and TR

1 page 1

78-07E-04

TOTAL ELECTRONICS SYSTEMModels J05C-TD, J08C-TP and TR

78

CHAPTER 78

TE SYSTEM ................................................................................ 78- 2

SYSTEM INTRODUCTION ......................................................... 78- 3

CONSTRUCTION ....................................................................... 78- 5

INSPECTION, ADJUSTMENT, REMOVALAND REPLACEMENT ................................................................ 78-17

HANDLING PRECAUTIONS ...................................................... 78-22

TE SYSTEM CHECK FLOW CHART ......................................... 78-24

DIAGNOSIS OF MALFUNCTIONS ............................................ 78-26

PROCEDURE FOR DIAGNOSING OF MALFUNCTIONS......... 78-33

BASIC INSPECTION PROCEDURE .......................................... 78-36

INSPECTION PROCEDURE FORTHE MALFUNCTION CODES .................................................... 78-41

INSPECTION OF TE SYSTEM CONTROL UNITAND PREHEAT TIMER SIGNAL WIRING ................................. 78-52

CONNECTOR PIN ASSIGNMENT ............................................. 78-55

1 INDEX

78-2 TE SYSTEM Models J05C-TD, J08C-TP and TR

1 page 1

TE SYSTEM

TE SYSTEM

Electronically controlled fuel injection system.

This function uses the engine speed signal receivedby the control unit to operate the tachometer.

This signal is output to cut off the preheat timerwhen the control unit determines that the conditionsfor cutting off the preheat function exist.

The TE (total electronics) system uses electronic control to regulate every aspect of the engine’s runningcondition. It is a comprehensive electronic control system developed to extract maximum power from theengine.

PRE-STROKEPUMP CONTROL

TACHOMETERDRIVE PULSE(OPTION)

PREHEAT TIMERCONTROL SIGNAL


1 page 1

SYSTEM INTRODUCTION

The pre-stroke pump type engine control system can be divided, broadly speaking, into five componentelements.

CONTROL UNITThe control unit processes data from the sensors and controls the pre-stroke actuator, magneticvalve and lamp. In addition, it's constantly sensoring the status of the system itself (self-diagnosticfunction) and, should a malfunction occur, takes action (fail safe and backup functions) to preventadverse effects on engine performance and service life, as well as notifying the driver that a malfunc-tion has occurred (alarm function).Serviceability is improved with the malfunction memory storage function. (Operation malfunctionsare retained in memory even when the starter switch is put in the “LOCK” position.)

SENSORSThese sensor the running of the engine.

FUEL INJECTION PUMP (PRE-STROKE ACTUATOR)

MAGNETIC VALVE

In response to control signals from the control unit, the fuel injection pump changes its plunger’s pre-stroke, thereby regulating the fuel injection timing and injection rate.

In response to control signals from the control unit, the magnetic valve performs switching of the aircylinder’s air circuits used to operate intake air control valve.

LAMPA warning lamp indicating system malfunction.


1 page 1

ASM78-01A

STA

RT

ER

SW

ITC

HS

TAR

T

PAR

KIN

G B

RA

KE

SW

ITC

H

CO

LDS

TAR

TS

WIT

CH

DIA

G. C

ON

NE

CTO

R

DIA

G. C

LEA

R C

ON

NE

CTO

R

SC

AN

TO

OL

CO

NN

EC

TOR

PR

EH

EAT

TIM

ER

CO

NT

RO

L U

NIT

TAC

HO

ME

TE

RW

AR

NIN

G L

AM

P

CH

EC

KE

NG

INE

+ 1

2 V

PR

E-S

TR

OK

E A

CT

UAT

OR

CU

T R

ELA

Y

PO

WE

R F

OR

AC

TU

ATO

RP

OW

ER

FO

R A

CT

UAT

OR

RE

LAY

DR

IVE

INTA

KE

AIR

TE

MP.

SE

NS

OR

PR

E-S

TRO

KE

AC

T. D

RIV

E P

ULS

E

PR

E-S

TR

OK

E P

OS

ITIO

N S

IGN

AL

WAT

ER

TE

MP.

SE

NS

OR

EN

GIN

E S

PE

ED

SE

NS

OR

PR

E-S

TR

OK

EA

CT

UAT

OR

RA

CK

SE

NS

OR

INJE

CT

ION

PU

MP

SY

ST

EM

DIA

GR

AM


1 page 1

ASM78-02A

CONSTRUCTION

CONTROL UNITThe control unit receives data on the engine’s running status from sensors, such as the engine speedsensor and the load sensor (rack position sensor), and sends control signals to the pre-stroke actua-tor, the exhaust brake control magnetic valve (and the intake air control magnetic valve) to maintainoptimum performance.

CP

U

CP

UM

ALF

UN

CT

ION

DE

TE

CTO

R

SE

RV

O A

ND

DR

IVE

R

DC

12

V

DC

12

V

PR

E-S

TRO

KE

AC

TUAT

OR

CU

T R

ELA

Y

DR

IVE

R

DR

IVE

R

INT

ER

FAC

E

TAC

HO

ME

TE

R D

RIV

E P

ULS

E

PR

E-S

TRO

KE

ACTU

ATO

R

CHEC

K EN

GINE

LAM

P

DIA

G.

CO

NN

EC

TOR

CO

LD S

TAR

TS

WIT

CH

PR

EH

EAT

TIM

ER

DIA

G. C

LEA

RC

ON

NE

CTO

R

PARK

ING

BRAK

ES

WIT

CH

INTA

KE

AIR

TE

MP.

SE

NS

OR

EN

GIN

ES

PE

ED

SE

NS

OR

WAT

ER

TE

MP.

SE

NS

OR

RA

CK

SE

NS

OR

PR

E-S

TRO

KE

SE

NS

OR

SC

AN

TO

OL

CO

NN

EC

TOR

RO

M

EE

P R

OM

PO

WE

RS

UP

PLY

INT

ER

FAC

E

INT

ER

FAC

E

AM

PLI

FIE

R

AM

PLI

FIE

R

SIG

NA

LP

RO

CE

SS

ING C

ON

TR

OL

UN

IT B

LO

CK

DIA

GR

AM


1 page 1

PRE-STROKE ACTUATOR(PRE-STROKE SENSOR BUILT IN)

RACK SENSOR

TIMERPUMP BODYFEED PUMPGOVERNOR

EXAMPLE (J08C-TR)

SM78-03

FUEL INJECTION PUMPThe pre-stroke injection pump is comprised of an injection pump (pump body, governor, feed pump,timer and coupling or drive gear), a pre-stroke actuator, a pre-stroke sensor, and a rack positionsensor (load sensor).

PUMP BODYThe pre-stroke pump controls the fuel injection timing and injection rate (the volume of fuel trans-ferred from the plunger per unit angle) by changing the pre-stroke position (the position at which thepump plunger begins static injection).


1 page 1

TIMING ROD TIMING SLEEVE

LEAD

PIN

PLUNGER

U-SHAPED CONNECTORPRE-STROKEACTUATOR

SM78-04

SM78-05

PLUNGERDELIVERY VALVE

TIMING SLEEVE

TIMING ROD

PLUG

PLUNGERBARREL

TAPPET

CAMSHAFT

PLUNGERSPRING

CONTROL RACK

INJECTION PUMP CROSS SECTION

INJECTION PUMP CONSTRUCTION OUTLINEA rotatable timing rod is located above and parallel to the pump control rack. The front portion of thepump is connected to an actuator.

Pins are mounted on the timing rod, one for eachcylinder. The tip of the pins fits into notches in thetiming sleeves; therefore, when the timing rod isturned by the actuator connected to the front portionof the pump, the pins cause the timing sleeves tomove up and down, thus changing the pre-strokeposition.


1 page 1

FUEL INJECTION PUMP EXPLODED PARTS VIEW(EXAMPLE J08C-TR)

15

16

171

18

2

3

1

4

56

7

8

9

10

11

12

1314

1. Plunger block2. Plunger3. Pump housing4. Control rack5. Bearing6. Plug7. Center bearing

8. Tappet9. Plunger spring

10. Control sleeve11. Camshaft12. Bearing cover13. Link14. Timing rod

15. Delivery valve holder16. Delivery spring17. Delivery valve18. Plunger barrel

SM78-06


1 page 1

PRINCIPAL DIFFERENCE COMPARED WITH CONVENTIONAL INJECTION PUMPSThe construction of the pre-stroke pump is basically the same as that of the conventional type. Thepoints of principal difference are listed below.

ITEM POINTS OF DIFFERENCE WITH CONVENTIONAL INJECTION PUMPS

PUMP HOUSING

In order to maintain a high injection rate (see note) when running at lowspeeds and sufficient injection advance when running at high speeds, alarge plunger lift is used.

An actuator to turn the timing rod is mounted on the drive side of thepump body.

PLUNGER BLOCK

In conventional pumps, the spill (drain) ports are located in a non-movingplunger barrel, resulting in a uniform pre-stroke. In contrast to this, thetiming sleeve of the pre-stroke pump, in which the spill ports are located,moves up and down, allowing for a variable pre-stroke.

CAMSHAFT

Greater cam lift results in increased drive torque, requiring a larger shaftdiameter.

In order to achieve a high injection rate when running at low speeds, thepre-stroke pump features a specially developed cam profile.

The pump has three center bearings to deal with the increased drivetorque.

TIMING ROD The rotating rod, which is built into the plunger block, moves the timing

sleeve up and down.

NOTE: Injection rate: the volume of fuel transferred from the plunger per degree ofcam angle.


1 page 1

SPILLPORT

PLUNGER BLOCK

PLUNGER

INTAKEPORT FUEL

RESERVOIR

TIMINGSLEEVE

TIMINGROD

DELIVERYVALVE

PRESSURE

PLUNGER

DELIVERYVALVESPRING

DELIVERYVALVEHOLDER

SM78-08

SM78-09

PLUNGER BLOCK ASSEMBLYThe plunger block changes the fuel injection volume,injection timing and injection rate. It comprises of aplunger, plunger barrel, timing sleeve, delivery valveand delivery valve holder.

PLUNGERThe plunger has intake ports, for drawing in fuel oil,and leads (groove), for increasing and reducing theamount of fuel oil, on either side. The intake portsleads to the pressure chamber via a hole in the centerof the plunger.

TIMING SLEEVEThe timing sleeve is built into the plunger barrel.The timing sleeve has spill ports on either side toallow fuel oil to escape. The fuel oil is forced, underpressure, through the hole in the center of the plungerand the spill ports, eventually returning to the fuel oilreservoir. The guide pin fits into the plunger barreland moves the timing sleeve. The timing sleevemoves up and down as the timing rod rotates,thereby changing the injection starting time.When the timing sleeve is in its low position, the in-jection starting time is earlier and the injection rateis less. When it is in its raised position, the injectionstarting time is later and the injection rate is greater.

PLUNGER BARRELSince the timing rod is connected to the timing sleevein order to raise and lower it, a large portion of theplunger barrel is cut away.As in conventional pumps, the upper portion of theplunger barrel incorporates a delivery valve and adelivery valve holder.

LEAD

CHAMBER


1 page 1

GOVERNORSIDE

DRIVESIDE

BALLBEARING

PIN

SM78-10

SM78-11

TIMING ROD

TIMING SLEEVE

PIN

TIMING RODThe timing rod is mounted parallel to the injectionvolume adjustment control rod (rack) and can rotateon its axis.The timing rod has pins press fitted in it to move thetiming sleeves for the cylinders. The tip of the pins fitinto slots in the sides of the timing sleeves. A ballbearing is press fitted into the timing rod’s pre-strokeactuator side (drive side).


1 page 1

COUPLING TIMER

SM78-13

SM78-14

SM78-03

GOVERNOR

TIMER AND COUPLINGThe coupling is of the laminated type. The timer is a heavy duty unit in order to deal with the in-creased drive torque as compared with conventional type.

FEED PUMPThe feed pump is a high capacity unit due to the largevolume of fuel that remains in the pre-stroke pump.

GOVERNORAll-speed control centrifugal governor is installed.


1 page 1

TO CONTROLUNIT

LOCK NUTSLEEVE JOINT ADAPTER

CONTROL RACK

BOBBIN(COIL) CORE FRONT OF

PUMP BODY

SM78-15

CONDUCTOROUTPUTTERMINAL

INPUT TERMINAL

LEAD

COREBALL

COIL

SHAFT

PRE-STROKEACTUATOR

ROTOR

U-SHAPEDCONNECTORRETURN SPRING

SM78-15

SM78-15

RACK SENSOR

Type Ratiometric inductor

Drive frequency 4 kHz

Output at full load 3.0V

The rack position sensor conveys engine load datato the control unit in the form of electrical signals.In order to accomplish this, it acts as a sort of vari-able transformer, sensoring the position of the injec-tion pump’s control rack and converting this informa-tion into electrical signals. It is mounted on the frontof the injection pump (On the rack cover).The sensor consists principally of a coil and a core.Inside the coil winding, to the terminals of which isapplied an AC voltage, the core (conductor), whichis attached to the control rack of the injection pump,moves back and forth, causing the voltage at theoutput terminal to change. The rack position cantherefore be determined by measuring the outputterminal voltage.

PRE-STROKE ACTUATORThe pre-stroke actuator is mounted on the front ofthe fuel injection pump.It is of the rotary solenoid type and consists of a coil,core, rotor, shaft and two return springs. When, inaccordance with instructions from the control unit,electricity is passed through the coil, the core be-comes magnetized and the rotor overcomes the forceof the return springs and begins to rotate. A ball isattached to the back of the shaft, a little off center. Itconveys the movement of the rotor to the timing rodvia the U-shaped connector.

WARNINGNever apply electricity to the actuator coil by con-necting directly to an external power source. Thiscould cause the coil to burn out.


1 page 1

SM78-16

DETECTORCOIL

SHORT RING(MOVABLE)

SHAFT

CORESHORT RING(FIXED)

TEMPERATURECOMPENSATIONCOIL

PRE-STROKE SENSORThe pre-stroke sensor is mounted on the front of the pre-stroke actuator.It is comprised of a detector coil, temperature compensation coil, core, fixed short ring, and a mov-able short ring that is directly attached to the shaft of the pre-stroke actuator.As the actuator shaft turns, the movable short ring turns with it, causing the ratio of the inductance ofthe detector coil and temperature compensation coil (reciprocal inductance) to change. This resultsin a change in the voltage of the output terminal that allows the control unit to sensor the turning angleof the actuator shaft (which is almost proportional to the position of the timing sleeve).


1 page 1

4 6

1 2 3

3

4

2

1

6

N.C.

GROUNDSIDE

N.C. : Normal close

COIL

CORE

MAGNET

SM78-17

SM78-18

SM78-19

ACTUATOR POWER SUPPLY RELAY(POWER INTERRUPTER RELAY)

The relay box inside the compartment is equippedwith a relay for interrupting power to the pre-strokeactuator in order to protect it. This relay is of the nor-mal closed type, meaning that relay contacts are nor-mally closed. Should a malfunction occur in the ac-tuator, the control unit detects it and supplies elec-tricity to the exciting coil of the relay, causing the re-lay contacts to open and cut off the flow of power tothe actuator.

ENGINE SPEED SENSOREngine speed sensor consists of a permanent mag-net, a coil and a core. When the engine is started,the pulse protrusion on the injection pump drive gearinterrupts the magnetic field created by the sensor’smagnet. This generates an alternating voltage in thecoil that is conveyed to the control unit as the sen-sor’s signal.

WATER TEMPERATURE SENSORThe water temperature sensor is a thermostat typeunit, and it is mounted on the thermostat case. Itconveys data on the temperature of the coolant wa-ter to the control unit.


1 page 1

CHECKENGINE

MODELS: FA and FB (WITH J05C-TD)

MODELS: FD, FE, FF and SG (WITH J08C-TP, TR)

SM78-22, 23, 24

WARNING LAMPThis lamp shows whether the operating condition of the pre-stroke fuel injection system is normal ornot.If the warning lamp flashes slowly, there is no problem in continuing to drive your vehicle at this levelof abnormality. It is necessary, however, to have your vehicle checked and repaired as quickly aspossible.If the warning lamp lights continuously, although the vehicle can still run without help of other vehicle,there is a risk that the engine power may drop and the exhaust temperature may rise up. It is neces-sary to have your vehicle checked and repaired as quickly as possible.Also, the type of malfunction can be displayed as a code based on the number of flashes. (Refer topage 78-27, WARNING LAMP INDICATION OF MALFUNCTIONING SYSTEM)


1 page 1

FLYWHEELFLYWHEELHOUSING

ROTATINGDIRECTION

POINTER

SM78-25

SM78-26

TIMER

BOLT

POINTERBOLT

INSPECTION, ADJUSTMENT, REMOVAL AND REPLACEMENT

ADJUSTMENT OF FUEL INJECTION TIMING:J05C-TD, J08C-TP and TR (SETTING THEINJECTION PUMP TIMING)

[The procedure for adjusting the system’s fuel injectiontiming is the same as for systems without electronic con-trol.]

1. Turn the flywheel in its rotating direction(counterclockwise when viewed from the flywheelside) and line up the engraved line (A) degrees be-fore the pressure dead point of the first cylinder withthe pointer of the flywheel inspection opening.

(A) = J05C-TDJ08C-TP 3°J08C-TR

2. Next, confirm that, with the flywheel in the above po-sition, the engraved line on the timer lines up withthe engraved line on the injection pump pointer.

3. If the engraved lines on the timer and injection pumppointer do not line up, loosen the two bolts on thecoupling and turn the timer counterclockwise asviewed from the flywheel side, until the lines matchup. Then tighten the bolts using the torque indicatedbelow.

Tightening torque: 950 kg·cm (68 lb·ft)


1 page 1

SM3-J167B

AIR PURGEON FUEL FILTER

AIR PURGE PLUG ONPRE-STROKE ACTUATOR

PRIMING PUMP

PURGING THE AIR IN THE FUEL SYSTEM AFTER INSTALLING THE INJECTION PUMP

1. After mounting the injection pump, loosen the airpurge plug on the fuel filter and operate the primingpump until the fuel that issues is free of bubbles. Af-ter purging the air from the fuel filter, tighten the airpurge plug.

2. Next, loosen the air purge plug on top of the pre-stroke actuator and move the priming pump up anddown until the fuel that issues is free of bubbles. Af-ter purging the air from the fuel filter, tighten the airpurge plug.

3. After moving the priming pump up and down five orsix more times, push it down all the way and turn itclockwise as far as it will go to lock it.

4. After purging the air, wipe up all the spilled fuel; thenrun the engine. Check to make sure that no fuel isleaking.If you notice any fuel leaks, carefully tighten joint boltsor replace parts as necessary to correct them.

DELETING INJECTION PUMP DATAIf the injection pump was replaced, the previous pump datamust be cleared from the control unit.Refer to page 78-31, DELETING THE INJECTION PUMP“LEARNING VALUE DATA”.


1 page 1

CONTROLUNIT

SM78-28

SM78-07

PRE-STROKE ACTUATOR AND PRE-STROKESENSOR

CAUTIONThe pre-stroke actuator and sensor are builtinto a single unit. Since its mounting positionis so important, be very careful not to do any-thing (such as loosening the bolts holding thecase to the housing, bumping the housing, etc.)that might change its position.

RACK POSITION SENSORThe output of the rack position sensor is pre-adjusted. Normal adjustments do not require removingit, so avoid doing so if at all possible.However, under the following circumstances it is necessary to adjust the output of the rack sensor. If the rack position sensor has been removed, or if the bobbin lock nut has been loosened. If the injection pump is overhauled or the governor is adjusted.

CAUTION To have the actuator or sensor replaced, contact an establishment specializing in ZEXEL,

USA. Take care not to allow dirt or water to get inside the actuator or sensor.

NOTE: The rack position sensor is built into the injection pump assembly and it does not needto be adjusted if the assembly is replaced. Also, replacement of the control unit does notnecessitate adjustment of the rack position sensor.

CONTROL UNITBe careful when removing the control unit. Note thatthe harness connector is equipped with a lockingdevice to prevent it from accidentally being un-plugged.No adjustments are required after replacing the con-trol unit.


1 page 1

SM78-30

ENGINESPEEDSENSOR

CLAMP

SM78-31

LOCK NUT

CAMSHAFT HOUSING

AIR GAP

SM78-32

SENSORPROTRU-SION

LIQUID GASKET

ENGINE SPEED SENSOR1. REMOVAL

The sensor is mounted to the rear of the camshafthousing. Remove the harness clamp. After unplug-ging the coupler (black), loosen the lock nut using awrench and an offset wrench or two wrenches to re-move the sensor.

2. MOUNTINGAdjust so that the air gap between the sensor and thepump drive gear is between 1.0 mm (0.039in) and 1.5mm (0.059in) to ensure that the engine speed sensoroperates properly and that the sensor and the gear donot bump into each other.

NOTE: The pulse protrusion will line up roughly withthe center of the hole at the pistons dead toppoint.

NOTE: Sensor adjustment should be carried outwithin 30 minutes from application of the seal-ing compound.After 30 minutes, the sealing compound willharden and it will become difficult to turn thesensor by hand.

The sensor should be screwed in by hand until the leading edge of the sensor lightly touches the protrusion.

No tool should be used to screw in the sensor as the sensor may be damaged.Use of unnecessary force (twisting etc.) on the harness will result in wire breakage.

After contacting the sensor to the protrusion (or pin), the sensor should be unscrewed 1.0 to 1.5 turns [tocreate a gap of 1.0 to 1.5 mm (0.04 – 0.05 in.)]. The lock nut is then tightened while the hexagonal part onthe sensor is held to prevent the gap from changing.

Tightening torque: 450 – 550 kg·cm (33 – 39 lb·ft)

Lastly, use yellow lock paint to seal the lock nut.

Sensor damage may occur during engine op-eration if these adjustments are neglected.

A sealing compound (product equivalent to Three-Bond#1211, 1212 or 1215) should be coated on the threadface and lock nut seating surface of the sensor.


1 page 1

SM78-19

WATER TEMPERATURE SENSORIt is mounted on the thermostat case of each engine.When removing the water temperature sensor, theharness connector must be removed first.

ASM3-005

INTAKE AIR TEMPERATURE SENSORIt is mounted on the intake manifold of each engine.When removing the intake air temperature sensor,the harness connector must be removed first.


1 page 1

SM78-33

CORRECT

INCORRECT

HOW TO USE A TESTER PROBE

CORRECT

INCORRECT

HANDLING PRECAUTIONS

1. Be careful not to let dirt or dust get inside the actuator or magnetic valves.

2. PRE-STROKE ACTUATOR

Never apply electricity to the pre-stroke actuator except through the control unit. Never connect theactuator connectors directly to a power source.Doing so could burn out the actuator coil.Also, note that the mounting position of the actuator is carefully adjusted. Never do anything thatcould change the actuator’s mounting position (see page 78-19).

3. HARNESS WIRE CONNECTOR

Multi-contact connectors suitable for the small electrical signals of electronic circuitry are used forwiring connections to the sensors, actuator and control unit. Be very careful when handling them. Before unplugging any connectors, make sure that the starter switch is in the LOCK position. When unplugging connectors, try to pull them out in a straight line, disengaging the lock and

holding onto the housing. Do not try to unplug connectors by gripping the wires or twisting them, as this could bend the

contacts. Do not unplug connectors unnecessarily. When using a circuit tester, apply the tester probe to the harness wire side only.

Never stick the tester probe into the holes on the connector terminal side, as this could cause poorcontacts when the connector is reconnected.

Do not let water, oil or dust get on the connector when it is unplugged, as this could cause poorcontacts when the connector is reconnected.

Do not open the control unit cover. It could malfunction if dust or water gets inside. Take care to ensure that water, oil or dust do not get on or inside parts. When plugging in connectors, push them in all the way and make sure that the lock engages.


1 page 1

SM78-34, 35

MODELS : FD, FE, FF and SG

MODELS : FA and FB

4. USING A CIRCUIT TESTERUse a circuit tester with an internal resistance of 100Ω or greater in the voltage measuring range.

5. RADIO INSTALLATIONThere is a danger that the control unit might malfunction if a high output radio transmitter is installedin the vehicle.

6. USING A QUICK CHARGERDisconnect both battery terminals before using a quick charger.

7. AIR CONDITIONER INSTALLATIONBe careful not to scratch or damage the engine harnesses, chassis harnesses and cab harnesseswhen installing an air conditioner. Also, make sure to reattach any connectors that were unpluggedduring the installation process.

8. OTHERSMake sure to check and correct the connectors before plugging them in to prevent incorrect connec-tions.

Be careful not to allow the connectors to become soiled with dust, water, fuel or oil when performinginspections or removing and replacing parts.

Be sure to protect the control unit, sensor and wiring when inspecting and repairing the vehicle. Seethe caution plate located in cab on the right side.


1 page 1

TE SYSTEM CHECK FLOW CHART

PROCEDURE POSSIBLE CAUSE

1. VISUAL CHECK

YES

2. TURN STARTER SWITCH TO ON(Do not start the engine)

YES NO

YES NO

3. START THE ENGINE

Did the warning lamp go out after the enginestarted?(Observe the lamp for about one minute)

YES NO

4. RACE THE ENGINE

(Next page)

If the warning lamp does not light. The lamp is burnt out. The wire connecting control unit to warning lamp is

broken. Power supply malfunction.

(The fuse is burnt out.) Control unit malfunction.

(Try replacing it.)If the warning lamp is flashing, remove the diag. con-nector* and read the malfunction code.

YES NO

If the engine won’t start, check as if engine doesn’t haveTE system. No fuel is being supplied. Air is in the fuel system. The pump set timing is off, etc.

* Refer to page 78-27,28for information on the diag. connectorand warning codes.

Does the warning lamp light stay on continuously(10 seconds or more)?

Are the sensors, magnetic valves, and control unitmounted correctly?

Are the couplers properly connected?Is the wiring placed correctly?

Are the wiring securing clips attached correctly? Is the system properly grounded? Are the diag. connector and diag. clear connector

connected?

Warm up the engine until the water temperaturemeter needle begins to move. Slowly raise enginespeeds, then do so more quickly. Repeat two orthree times.

Does the engine accelerate smoothly? No “cough-ing”? Does the engine sound normal?

Does the engine start?

If the warning lamp is lit continuously or flashing, dis-connect the diag. connector* and read the malfunctioncode.

Disconnect the diag. connector* and read the malfunc-tion code. The engine is malfunctioning if the codeis”normal”. (If the tachometer is not registering, checkthe wiring connection between the control unit and thetachometer. )


1 page 1

PROCEDURE POSSIBLE CAUSE

Is the exhaust normal? Run the engine at 1,500RPM or more for 30 seconds or more.

After this, does the warning lamp stay dark?

5. DISCONNECT THE DIAG. CONNECTOR*

6. DISCONNECT AND THEN RECONNECTTHE DIAG. CLEAR CONNECTOR*

Is the “normal” code displayed?

Disconnect the diag. clear connector for more than2 seconds and then reconnect it within 10 seconds.This should delete data for inactive malfunctions.The warning lamp lights 3 times, then deletion iscompleted.

After that, is the “normal” code displayed?

Disconnect the diag. connector* and read the malfunc-tion code. The engine is malfunctioning if the code is“normal“.

If the warning lamp is lit continuously or flashing, dis-connect the diag. connector* and read the malfunctioncode.

Fault in diag. connector circuitry. Faulty control unit.

(Try to replace it.)

* Refer to page 78-27,28for information on the diag. connectorand warning codes.

Fault in diagnostic connector circuitry. Faulty control unit.

YES NO

YES NO

YES NO

YES NO

7. CONNECT THE DIAGNOSTIC CONNECTOR

Confirm that the warning lamp is not lit continu-ously or flashing.

YES

8. EVERYTHING NORMAL


1 page 1

STARTER SWITCH

ENGINE

WARNING LAMP

STARTONLOCK

RUNNINGSTOP

ONOFF

TIME

SM78-36

TIME CHART

DIAGNOSIS OF MALFUNCTIONS

The HINO TE system features self-diagnostic functions. Should a system malfunction occur, thecontrol unit detects it and alerts the driver while at the same time converting the data into a malfunc-tion codes that are stored temporarily in the memory. Later, when the engine is serviced, these codescan be read using the warning lamp or SCAN TOOL (PRO-LINK); this makes for quicker diagnosisof malfunctions and servicing.The system employs a full-fledged memory storage function that ensures that any malfunction codesthat are generated are stored securely, even if the starter switch is turned OFF.This feature should be very useful in diagnosing and servicing malfunctions that are difficult to repro-duce, such as harness shorts or poor connector contacts.

TWO WAYS TO INVESTIGATE MALFUNCTIONSWARNING LAMP .. The “CHECK ENGINE” warning lamp on the instrument panel indicates the mal-

functioning by flashing a specific number of times.SCAN TOOL .......... It is also possible to connect a commercially available scan tool (Pro-Link) to

obtain a text readout indicating the malfunctioning system. Refer to the instruc-tion manual of the “scan tool” and “ROM module” (provided by the manufacturer)for instructions on how to use it.

WARNING LAMP FUNCTIONS DURING NORMAL OPERATIONThe warning lamp lights continuously when the starter switch is in the “ON” position. It then goesdark, after the starter motor starts the engine, if there is no malfunction.The warning lamp lights continuously when the starter switch is in the “ON” position as long as theengine is not running (no pulses being output by the engine speed sensor).


1 page 1

SM78-37

DIAG CLEARDIAG SW

WARNING LAMP INDICATION OF MALFUNCTIONING SYSTEMIf a malfunction occurs, the warning lamp lights continuously or flashes slowly on and off.By disconnecting the diag. connector, you can make the warning lamp display malfunction codes.

The diag. connector is located on the bottom of theinstrument panel on the driver’s side.It is a black connector with a tag reading “DIAG SW”attached to it.The diag. clear connector is a white connector and itis located in the same place as the diag. connector,so make sure to look for the tag to confirm which con-nector is the diag. connector before disconnecting it.


1 page 1

ACTIVE AND INACTIVE MALFUNCTIONS ON THE CODESince malfunction codes are stored in the memory, as described before, it is possible to distinguishbetween active and inactive malfunctions. In other words, malfunctions that occurred previously buthave since corrected themselves can be considered inactive malfunctions. Those that are still occur-ring now are active malfunctions.

EEP ROM:This system stores codes in “Electronically Erasable and Programmable ROM”. Once data has beenstored in EEP ROM, it remains in the memory even if the power supply is cut off. The data can thenbe read from EEP ROM later.


1 page 1

SM78-36

SM78-37

DIAG CLEARDIAG SW

DELETING INACTIVE MALFUNCTION CODESPoor contacts or a temporary actuator failure can cause malfunctions to be detected and stored inthe control unit’s memory.However, when repairs are finished, it is necessary to clear inactive malfunction codes from theunit’s memory.To do this, connect both diag. connector and diag. clear connector then turn the starter switch ON.Disconnect the diag. connector. Next, disconnect the diag. clear connector for at least 2 secondsand then reconnect it within 10 seconds. This will delete all inactive malfunction codes from thememory.This will delete all information of such inactive malfunction codes from the memory. When the warn-ing lamp flashes 3 times (First 2 sec. Second 1 sec. Last 0.5 sec.) deletion is completed.

NOTE: As soon as the diag. clear connector is reconnected the warning lamp will flash 3 times. If the malfunction codes are displayed again, after deletion, the malfunction codes

are “active”.

TIME CHART

STARTER SWITCHONLOCK

DIAG. CONNECTORDISCONNECTCONNECT

DIAG. CLEAR CONNECTORDISCONECTCONNECT

WARNING LAMPON

OFF

TIME

2-10 sec.

Like the diag. connector, the diag. clear connector islocated on the bottom of the instrument panel on thedriver’s side. It is a white connector with a tag read-ing “DIAG. CLEAR” attached to it.The diag. connector is of the same type, so makesure to look at the tag to confirm which connector isthe diag. clear connector before disconnecting it.


1 page 1

The harness is developing a break in one Test conductivity while exposing the harness to vibrationsor more of its wires. (The wire is not yet by shaking with your hand, bending it, running thecompletely broken.) engine, etc.

Inspect harness-connector connections, clips, etc.

Short in the harness. Test conductivity between the harness and the groundwhile exposing the harness to vibrations as above.

Inspect harness-connector connections, clips, etc.

Improper harness wiring. Inappropriate Visual inspection.branching. (Modifications attempted by Check conductivity between the harness and the ground.user.)

Poor connector connects. Check whether connector locks are securely engaged. Check for dirt or rust on connector terminals. Inspect connector terminals for looseness.

Sensor or actuator mountings are loose. Visual inspection.

A break in the sensor or actuator internal Test conductivity while exposing to vibration by runningwiring is developing. the engine and allowing the system to warm up fully.

Noise Check the computer ground connection.

ACTIONS APPROPRIATE FOR INACTIVE MALFUNCTION CODE DISPLAYSCases in which inactive malfunction code indications may appear include the following. Use thisinformation to assist you in diagnosing the nature of the problem.

POSSIBLE PROBLEM INSPECTION METHOD


1 page 1

SM78-36

DELETING THE INJECTION PUMP “LEARNING VALUE DATA”

After replacing the injection pump, it is necessary to clear the old injection pump “learning valuedata” from the control unit. With the starter switch in the “LOCK” position, disconnect both the diag.connector and the diag. clear connector. (Do not disconnet either connectors with the starter switchin the ON position.)Turn the starter switch ON, and let the diag. clear connector connected for at least 2 seconds, thendisconnected within 10 seconds.This will clear the injection pump data from the cotrol unit. Note that the warning lamp light up 3times after deleting injecton pump data like when deleting inactive malfunction code data.(Warning lamp flashes, first 2 sec. second 1 sec. Last 0.5 sec.)

NOTE: As soon as the diag. clear conector is disconnected, the warning lamp will flash 3 times. After deleting “LEARNING VALUE DATA”, connect the diag. connector and the diag. clear

connector.

TIME CHART

STARTER SWITCHONLOCK

DIAG.CONNECTORDISCONNECTCONNECT

DIAG.CLEAR CONNECTORDISCONNECTCONNECT

WARNING LAMPONOFF

TIME

2-10 sec.


1 page 1

SM78-39

SCAN TOOLCOUPLER

SCAN TOOL

SCAN TOOL COUPLERThe HINO TE system allows you to connect a com-mercially available scan tool (Pro-Link) in order toconvert the malfunction codes into text for easier di-agnosing of problems. In addition to its malfunctiondiagnostic function, the scan tool (Pro-Link) also hasfunctions for displaying other data output from sen-sors, such as engine speeds and the water tempera-ture. It also allows you to operate the magneticvalves, etc., while using the scan tool. This can beuseful in identifying problems.The scan tool coupler is located on the bottom of theinstrument panel on the driver’s side. Refer to theinstruction manual of the scan tool (provided by themanufacturer) for instructions on how to use it.(Use with “ROM module” for HINO)


1 page 1

PROCEDURE FOR DIAGNOSIS OF MALFUNCTIONS

START THE ENGINE

DISCONNECT THE DIAGNOSIS CONNECTOR

NO YESIS A CODE

DISPLAYED?

NO CODE DISPLAYED,

INDICATOR LIT

CONTINUOUSLY OR

IRREGULAR SIGN

DISPLAYED.

BASIC INSPECTION

PROCEDURE.

HAVE

YOU DISCOVERED THE

PROBLEM?

YES NO

REPAIRREPLACE THE

CONTROL UNIT

ACTIVE CODE 1,

(SYSTEM NORMAL)

NO INACTIVE CODE

SYSTEM STATUS

NORMAL

CONNECT

THE DIAGNOSIS

CONNECTOR

END

ACTIVE CODE

OTHER THAN 1, OR

INACTIVE CODE

ALSO DISPLAYED

INSPECT AS

APPROPRIATE

PER MALFUNC-

TION CODE.

HAVE

YOU DISCOVERED THE

PROBLEM?

YES NO

REPAIR

ERASE MALFUNC-

TION CODE

CONNECT

THE DIAGNOSIS

CONNECTOR CO

NS

ULT

HIN

O M

OT

OR

S, L

TD

. OR

HIN

O D

IES

EL

TR

UC

KS

, IN

C.

CAUTIONMake sure to erase the malfunction code memory after repairing the malfunction. If you fail todo so the same malfunction code will continue to be displayed, even though the problem hasbeen corrected.


1 page 1

UNDERSTANDING THE PROBLEMIn addition to asking the driver of the vehicle to describe the problem and the conditions under whichit occurs, try to confirm the malfunction with your own eyes if at all possible.Important points to look for: What sort of indications have led the driver to conclude that a malfunction exists? When did operation become abnormal or stop? How did the indications change before and after the malfunction occurred?

MALFUNCTION CODE READOUT PROCEDURE1. Turn the starter switch to the “ON” position.

(This procedure can be done either with the engine running or stopped.)

2. Disconnect the diag. connector.

(Malfunction codes are displayed in sequence, beginning with the lower code numbers. No distinc-tion is made between active and inactive malfunction codes.)

3. Jot down the malfunction code number(s).

4. Next, disconnect the diag. clear connector for more than 2 seconds and then reconnect it within 10seconds.

(The inactive malfunction codes are deleted. Make sure that the warning lamp lights up 3 times.)

5. Jot down the active malfunction code number(s).

(This time, only the active malfunction codes for current conditions are displayed.)

6. Compare the two sets of codes you jotted down to determine which are the active codes and whichare the inactive ones.

→→

→→

→→

→→


1 page 1

SM78-40

WARNING LAMPON

OFF

1.5 0.2

0.2 2.0

CHECKENGINE

READING THE WARNING LAMP CODESThe warning lamp uses a long interval and a short interval of illumination to display code numbers.The long illumination intervals last for 1.5 seconds and indicate a value of “5”. The short illuminationintervals last for 0.2 seconds and indicate a value of “1” (A value of 7 = 5+1+1 or code number 7).Codes are displayed repeatedly. If there is more than one code to be displayed, they appear insequence. Note that the length of time the lamp is OFF between one code and the next is 2 sec-onds.

CODEPATTERN DISPLAYNUMBER

CODEPATTERN DISPLAY

NUMBER

ONOFF

MULTIPLE CODE DISPLAY (EXAMPLE)

3 and 7

6 and 11

1

2

3

4

6

7

8

11

12

19

21

22


1 page 1

ASM78-41

BASIC INSPECTION PROCEDURE

There may be cases in which there is no indication of a system malfunction, even though the systemis not operating normally.Possible causes include a burned out bulb, incorrect control unit connections, etc. If you suspect amalfunction in the system perform the following basic inspection procedures.(Refer to page 78-40, 41, 42)

CONTROL UNIT PIN NAME

PRE-STROKESENSOR

ENGINESPEEDSENSOR

RACKSENSOR

+12V

PARKWARNINGLAMP

PARKINGBRAKESWITCH

CASEGROUND

PLD

PLS

PLG

SHIELD

SLD

RwD

RwS

RwG

COLD START SWITCH

WATERTEMP.SENSOR

DIAG. CONNECTOR

DIAG. CLEAR CONNECTOR

TACHOMETER DRIVE

TACHOMETER GND

PRE-HEAT CONTROL TIMER

SCANTOOL CONNECTOR +DATA

–DATA

6

7

19

20

10

23

24

8

9

21

13

518

29

28

40

31

42

3

CONTROLUNIT

32

43

46

36

27

14

38

1

2

45

39

37

11

4748

PRE-STROKE ACT. CUT RELAY

PRE-STROKEPOWER GROUND

CHECK ENGINE LAMP

STARTER SWITCH

CONTROL UNITPOWER

INTAKE AIRSWITCH

FUSE

STARTERSWITCH

FUSIBLELINK

+12V

GND

PRE-STROKEPOWER

NE+

NE–

CS-SW

WT+

WT–

DG-C

DG

PB-SW

TM-GND

TM-DRV

GLT

C-GND

ACT-RLY

ACT-PWR

ACT–

ACT+ PRE-STROKE ACT.

MV1

WL

START

+12B

GND

GND

PS-GND

INTAKEAIR TEMP.SENSOR

417

SYSTEM DIAGRAM


1 page 1

SM78-42, 43

1 2 3 114 5 6 8 9 107 12 13

14 15 16 2417 18 19 21 22 2320 25 26

27 28 29 3730 31 32 34 35 3633

38 39 40 4841 42 43 45 46 4744

37 36 35 2734 33 32 30 29 2831

48 47 46 3845 44 43 41 40 3942

13 12 11 310 9 8 6 5 47

26 25 24 1623 22 21 19 18 1720

2 1

1415

CONTROL UNIT PIN ASSIGNMENT

CONTROL UNIT SIDE

HARNESS CONNECTOR SIDE

No. Pin Name Signal No. Pin name Signal

1 ACT– Pre-stroke Actuator (–) 25 –– Not used

2 MV1 Intake Air Control Magnetic Valve 26 –– Not used

3 GLT Glow Control Timer 27 ACT-PWR Pre-stroke Actuator PWR

4 Intake Air Temp Sensor (+) 28 DG-C Diag. Clear Connector

5 WT+ Water Temperature Sensor (+) 29 DG Diag. Connector

6 PLD Pre-stroke Sensor D 30 –– Not used

7 PLS Pre-stroke Sensor S 31 TM-DRV Tachometer Drive

8 RwD Rack Sensor D 32 +DATA Scan Tool (+)

9 RwS Rack Sensor S 33 –– Not used

10 NE+ Engine Speed Sensor (+) 34 –– Not used

11 Intake Air Switch 35 –– Not used

12 –– Not used 36 ACT-RLY Pre-stroke Actuator Cut Relay

13 CS-SW Cold Start Switch 37 +12B Power Supply (+12V)

14 ACT + Pre-stroke Actuator (+) 38 PS-GND Pre-stroke Power GND

15 –– Not used 39 START Engine Starting Signal

16 MV4 Exhaust Brake Magnetic Valve 40 PB-SW Parking Brake Switch

17 Intake Air Temperature Sensor (–) 41 –– Not used

18 WT– Water Temperature Sensor (–) 42 TM-GND Tachometer GND

19 PLD Pre-stroke Sensor GND 43 – DATA Scan Tool (–)

20 SHIELD Pre-stroke Sensor SLD 44 –– Not used

21 RwG Rack Sensor G 45 WL Warning Lamp

22 –– Not used 46 C-GND Case - Ground

23 NE– Engine Speed Sensor (–) 47 GND Ground

24 SLD Rack Sensor SLD 48 GND Ground


1 page 1

No. 47, 48 (GND)

SM78-44

SM78-45

SM78-46

CONTROL UNIT POWER SUPPLY VOLTAGECHECK

1. Put the starter switch in the LOCK position.2. Unplug the control unit connectors.3. Turn the starter switch ON and measure the voltage

between the pins in the control unit connector (vehi-cle side).

Basic value: 9V or more (PIN NAME: +12B ↔ GND)

If voltage does not conform to basic value:0.0V: Burnt out fuse

Fault in power supply harness Faulty ground, etc. Battery discharged

Less than 9V (but not 0.0V): Faulty ground, etc.

GROUND CHECK1. Put the starter switch in the LOCK position.2. Unplug the control unit connectors.3. Measure the resistance between the control unit con-

nector pins (vehicle side) and the battery (–) termi-nal.Basic value: 1Ω or less (GND ↔ Battery (–) ter-

minal)If resistance does not conform to basic value:Broken wire in ground harness, poor contacts, etc,are the possible causes.

NOTE: Use sandpaper to remove paint, etc. from thecontact points of the frame and terminal toensure proper electrical contact.

DIAG. CONNECTOR, GROUND SIDE CHECK1. Unplug the diag. connector.2. Measure the resistance between the “A” diag. con-

nector and the battery (–) terminal.

Basic value: 1Ω or less (“A” ↔ Battery (–) termi-nal)

If resistance does not conform to basic value: Bro-ken wire in the ground harness, poor contacts, etc.are the possible causes.

No. 37 (+12B)

FRAME

WIRINGHARNESS

BATTERYGROUNDCABLE

"DIAG SW" TAG

A

CONTROL UNIT


1 page 1

CONTROL UNIT

SM78-44, 46

"DIAG SW" TAG B

"DIAG CLER" TAG

BCONTROL UNIT

CONTROL UNIT

No. 29 (DG)

SM78-47

No. 28 (DG-C)

A

"DIAG CLER" TAG

SM78-44, 47

DIAG. CONNECTOR, CONTROL UNIT SIDE CHECK1. Put the starter switch in the LOCK position.2. Unplug the control unit connectors.3. Measure the resistance between the control unit con-

nector (vehicle side) and “B” diag. connector pin.

Basic value: 1Ω or less (DG ↔ “B” diag. connector)

If resistance does not conform to basic value, bro-ken wire in harness, etc. are the possible causes.

DIAG. CLEAR CONNECTOR, GROUND SIDE CHECK1. Unplug the diag. clear connector.2. Measure the resistance between the “B” diag. clear

connector and the battery (–) terminal.

Basic value: 1Ω or less (“B” ↔ Battery (–) terminal)

If resistance does not conform to basic value, bro-ken wire in ground harness, poor contact, etc. arethe possible causes.

DIAG. CLEAR CONNECTOR CONTROL UNITSIDE CHECK

1. Put the start switch in the LOCK position.2. Unplug the control unit connectors.3. Measure the resistance between the control unit con-

nector (vehicle side) and “A” diag. clear connectorpin.

Basic value: 1Ω or less (DG-C ↔ “A” diag. clearconnector)

If resistance does not conform to basic value, bro-ken wire in harness, etc. are the possible causes.


1 page 1

No. 45 (WL)

A THIN WIRE (32MIL)

SM78-48

SM78-49

STARTER S/W

CHECKENGINE

WARNING LAMP CIRCUIT CHECK1. Put the starter switch in the LOCK position.2. Unplug the control unit connectors.3. Insert one end of a thin wire (32 MIL) into the No. 45

(WL) of the control unit connector and attach the otherend to the cab body ground (Seat belt setting bolt,etc.)Be careful not to damage the connectors.

NOTE: Do not make this thin wire connection withthe starter switch in the “ON” position.

4. Turn the starter switch ON and check to see that thewarning lamp is ON.If warning lamp does not turn on, the circuit is faulty: Burnt out bulb Burnt out fuse Poor contacts in the combination meter coupler, etc.

5. Reconnect the control unit and make sure that thewarning light is on. If the warning light does not goon the control unit is faulty.

FINAL CONNECTSWhen all indicated repairs or replacements are made, recheck the warning lamp operation: When the starter switch is in the ON position (engine stopped), the warning lamp stays on. The warning lamp turns off when the engine is started.The warning lamp will function properly when there are any malfunctionings of the system.


1 page 1

1 Normal No light

2 No engine speed Engine is not running: Gap: 1-1.5 mm Continuous NO ENG SPD SENSORsensor pulse No pulse (0.039 - 0.059in) PULSE*Active code only Engine running:

Sensor air gap fault or pulse protrusion fault.

3 Engine speed sensor Break in its wiring. Sensor coil resistance: Continuous ENG SPD SENSOR OPENcircuit 1.4 – 2.7 kΩ

4 Rack position sensor Break or short in its wiring, Sensor coil resistance: Continuous RACK SENSORcircuit or rack sensor. 74-135Ω

6 Actuator power Break or short in its wiring. Resistance value Continuous PRESTROKE POWER SYsupply circuit between relay contact:

1Ω or less

7 Actuator power Short in its wiring. Relay coil resistance: Flashing PRESTROKE POWER CUT

supply relay circuit 240Ω RELAY

8 Actuator circuit Break or short in its wiring, Actuator coil Continuous PRESTROKE FEEDBACKor mechanical malfunction. resistance: 0.5 – 2.0ΩNOTE: Replace injection pump.

11 Water temperature Brake or short in its wiring. Sensor resistance: Flashing COOLANT SENSOR

sensor system 300-3,000Ω

NOTE: If the engine was started at – 40°C (– 40°F) or less, 11 is displayed.In this case, the engine is normal. Delete the inactive code.

12 Pre-stroke sensor Sensor setting fault. — Continuous PRESTROKE SENSORsetting fault NOTE: Replace injection

pump.

19 Pre-stroke sensor Break or short in its wiring. Sensor coil resistance Continuous PRESTROKE SENSORcircuit NOTE: Replace injection 4.0 – 9.0Ω

pump.

21 Starter switch fault Short in starter switch. — No light STARTER SIGNAL

(Switch is on constantly.)

22 Contol unit fault Break or short in atmosphere Flashing ATMpressure sensor. — PRESSURE SENSOR

NOTE: Replace control unit.

INSPECTION PROCEDURES FOR THE MALFUNCTION CODES

Observe the TE system warning lamp to determine the malfunction code number. Then follow theprocedure listed below for the particular code numbers, regarding inspection and repair of the engine.

MALFUNCTION CODE TABLE DIAG CONNECTOR NOT CONNECTING

CODE

NO.DEFINITION

PROBABLE CAUSE OF

MALFUNCTION

STANDARD

VALUE

WARNINGLAMP FOR

DRIVERSCAN TOOL DISPLAY

If the warning lamp lights continuously, it does not flash, or it flashes abnormally when in the shouldmalfuntion display mode, the system or control unit must have a malfunction.

The tachometer should not operate when code 2 or 3 is indicated. If the control unit is replaced, install the original control unit again. And make sure that the original

control unit has been faulty.


1 page 1

SM78-68

CODE NUMBER 1

System normal

This code is displayed when the system is normal.

CODE NUMBER 2

No engine speed sensor pulse

Even if code number 2 is displayed, the engine’s status is normal if theengine is not running.If code number 2 is displayed when the engine is running, the speedsensor may have an air gap malfunction. Inspect the speed sensor tomake sure it is mounted properly. (Refer to page 78-20, ENGINE SPEEDSENSOR)Note that code number 3 will be displayed if there is a broken wire inthe speed sensor circuit.

SCAN TOOL DISPLAY

NO ENG SPD SENSORPULSE


1 page 1

No. 10 (NE+)

No. 23 (NE–)

CONTROL UNIT CONNECTORS

ENGINE SPEED SENSOR CONNECTOR (BLACK)

ENGINENE- NE+

SLD

CODE NUMBER 3

Engine speed sensor open

SCAN TOOL DISPLAY

ENG SPD SENSOR OPEN

SM78-681. Measure the sensor circuit resistance

1. Put the starter switch in the LOCK position and disconnect the control unit connectors.2. Measure the resistance between the control unit connector (vehicle side) pins.

BASIC VALUEApprox. 1.6 – 2.0kΩ(PIN NAME: NE+ ↔ NE–)

NG2. Measure the sensor coil resistance.

1. Unplug the sensor connector.2. Measure the resistance between the sensor connector (sensor side) pins.

NGFaulty sensor See [INSPECTION, ADJUSTMENT, REMOVAL

AND REPLACEMENT]. . . . . . . . . . . . . . . .

OKHarness fault (broken or short in wire) or faulty connector

OK • Bad control unitconnector contacts

• Faulty control unit

BASIC VALUEApprox. 1.6-2.0kΩ (NE+ ↔ NE-).∞Ω: (NE+ ↔ SLD).


1 page 1


No. 21 (RwG)

No. 24 (SLD)

No. 9 (RwS)

No. 8 (RwD)

RACK SENSOR CONNECTOR (WHITE)

INJECTIONPUMP

RwG

SLD

RwD

RwS

CODE NUMBER 4

Rack Position Sensor Circuit

1. Measure the sensor circuit resistance.


SCAN TOOL DISPLAY

RACK SENSOR

SM78-68

BASIC VALUE:Approx. 74-135Ω (RwD ↔ RwS)Approx. 74-135Ω (RwS ↔ RwG)

NG 2. Measure the sensor coil resistance.

1. Unplug the sensor connector.2. Measure the resistance between the sensor connector (sensor side) pins.

BASIC VALUE:Approx. 74-135Ω (RwD ↔ RwS)Approx. 74-135Ω (RwS ↔ RwG)

NGFaulty sensor ........................Replace injection pump assembly.

OKHarness fault (broken or short in wire) or faulty connector

OK • Faulty control unit or its connector• Adjusting fault of rack sensor or governor


1 page 1


No. 27 (ACT-PWR)

No. 37 (+12B)

MEASURE THE RESISTANCEBETWEEN THESE CONTACTS

CODE NUMBER 6

Pre-stroke Actuator Power Supply Circuit

1. Measure the power supply circuit resistance.


SCAN TOOL DISPLAY

PRESTROKE POWER SY

NG2. Measure the actuator power supply relay resistance.

1. Unplug the relay.2. Measure the resistance between the relay contacts.

NGFaulty relay

OKHarness fault (broken wire) or faulty connector.

OK Faulty control unit or faulty control unit connectoror faulty harness (short).

BASIC VALUE: 1Ω or less(+12B ↔ ACT PWR)

BASIC VALUE: 1Ω or less

SM78-68


1 page 1

No. 36 (ACT-RLY)


No. 37 (+12B)

MEASURE THE RESISTANCEBETWEEN THESE CONTACTS

CODE NUMBER 7

Pre-stroke Actuator Power Supply Relay Circuit (Exciter Circuit)

SCAN TOOL DISPLAY

PRESTROKE PWR CUTRLY

1. Measure the relay coil circuit.


NG2. Measure the actuator power supply relay resistance.

1. Unplug the relay.2. Measure the resistance of the relay exciter coil.

NGFaulty relay

OKHarness fault (broken or short in wire) or faulty connector or relay not operating.

NOTE: If the relay does not operate, you should replace the relay.And check again.

OKFaulty control unit or faulty control unit connector.

BASIC VALUE: 300Ω or lessACT RLY ↔ +12B

BASIC VALUE: 300Ω or less

SM78-68


1 page 1


No. 1 (ACT–)

No. 14 (ACT+)

ATC – ATC+

ACTUATOR CONNECTOR

INJECTIONPUMP

CODE NUMBER 8

Actuator Circuit (Feedback Error)

SCAN TOOL DISPLAY

PRESTROKE FEEDBACK

SM78-681. Measure the actuator circuit resistance.


NG2. Measure the actuator coil resistance.

1. Unplug the actuator connector.2. Measure the resistance between the pins of the actuator connector (actuator side).

NGFaulty actuator .............Replace injection pump assembly.

OKHarness fault (broken or short in wire) or faulty connector.

OKSet up again, run engine and recheck.

NG Mechanical fault in actuator or internal link of injection pumpor faulty control unit connector.

OKOK (Temporary malfunction)

BASIC VALUE: 0.5–2.0Ω(ACT + ↔ ACT–)

BASIC VALUE: 0.5–2.0Ω(ACT + ↔ ACT–)


1 page 1

OK

NG

NG

OK

ENGINE


No. 18 (WT–)

No. 5 (WT+)

SM78-68

CODE NUMBER 11

1. Measure the water temperature sensor circuit resistance.


SCAN TOOL DISPLAY

COOLANT SENSOR

BASIC VALUE: (WT+ ↔ WT–)

WATER TEMP. RESISTANCE

20°C (68°F) Approx. 2.5kΩ

40°C (104°F) Approx. 1.1kΩ

60°C (140°F) Approx. 600Ω

80°C (176°F) Approx. 300Ω

Measure any one point.

2. Measure the water temperature sensor resistance.

1. Unplug the water temperature sensor connector.2. Measure the water temperature sensor resistance.

WATER TEMPERATURE SENSORCONNECTOR (GREEN)

Faulty water temperature sensor.

Harness fault (broken or short in wire) or faulty connector.

Faulty control unit or faulty control unit connector.

BASIC VALUE: (+ ↔ –)

WATER TEMP. RESISTANCE

20°C (68°F) Approx. 2.5kΩ

40°C (104°F) Approx. 1.1kΩ

60°C (140°F) Approx. 600Ω

80°C (176°F) Approx. 300Ω

Measure any one point.

NOTE: If the engine was started at coolant temperature –40°C (–104°F) or less [130°C (266°F)or more], this code 11 is displayed.In this case, the system is normal. Delete the inactive code 11.

Water Temperature Sensor Circuit


1 page 1

SM78-68

CODE NUMBER 12

Pre-stroke Sensor Setting Fault

SCAN TOOL DISPLAY

PRESTROKE LEARNING

No

Yes

Check the whether code number 19 (pre-stroke sensor circuit.) has also appeared.

Proceed with the steps for code number 19.

Sensor not adjusted properly. Replace the injection pump assembly.


1 page 1

No. 7 (PLS)


No. 19 (PLG)

No. 6 (PLD)

PLS PLG

PLD

INJECTIONPUMP

OK

NG

OK

NG

SM78-68

SCAN TOOL DISPLAY

PRESTROKE SENSOR

CODE NUMBER 19

Pre-stroke Sensor Circuit

1. Measure the sensor circuit resistance.


BASIC VALUE:4.0–9.0Ω (PLD ↔ PLS)4.0–9.0Ω (PLS ↔ PLG)

2. Measure the sensor resistance.

BASIC VALUE:4.0–9.0Ω (PLD ↔ PLS)4.0–9.0Ω (PLS ↔ PLG)

ACTUATOR CONNECTOR (PRE-STROKE SENSOR)

Faulty sensor Replace the injection pump assembly.

Harness faulty (broken or short in wire) or faulty connector.

1. Unplug the actuator connector (PRE-STROKE CONNECTOR).2. Measure the resistance between the actuator connector (PRE-STROKE SENSOR) pins (actua-

tor side).



1 page 1


No. 39 (START)

No. 48 (GND)No. 47 (GND)

OK

NG

SM78-68

SCAN TOOL DISPLAY

STARTER SIGNAL

CODE NUMBER 21

Starter Switch Circuit

WARNINGRemember that the inspection procedure for this circuit involves putting the starter switchin the START position.Be sure to check that transmission is in neutral before performing this procedure, or thevehicle will move.

1. Measure the starter switch circuit voltage.

1. Put the starter switch in the LOCK position and disconnect the control unit connectors.2. Measure the voltage between the control unit connector (vehicle side) pins.

BASIC VALUE: [START ↔ GND]

STARTER SWITCH VOLTAGE

LOCK 0.0V

START 12V

NOTE: The engine may start at thispoint of checking. If so, turnit off immediately after thecheck is completed.

Harness fault or starter switch fault.



1 page 1

INSPECTION OF TE SYSTEM CONTROL UNIT AND PREHEATTIMER SIGNAL WIRING

If the preheat function fails to operate or the glow plug is burned out, possible causes include a continuityfault in the wiring of the TE system control unit and preheat timer. Should such a fault be suspected, followthe procedure below to check whether the cutoff signal from the control unit to the preheat timer is function-ing properly.

OK

NG

OK

NGCONTROL UNIT CONNECTORS

No. 48 (GND)

No. 3 (GLT)


No. 3 (GLT)

No. 7 (N)

PREHEAT TIMER CONNECTOR

1. Preheat Control Timer Voltage Check

(1) Put the starter switch in the LOCK position and disconnect the control unit connectors.(2) Put the starter switch in the ON position (do not start the engine) and measure the voltage between

pins 3 (GLT) and 48 (GND) of the control unit side vehicle harness.

BASIC VALUE: 12±2V

2. Harness Continuity Check [Continued from 1-(2)]

(1) Put the starter switch in the LOCK position and disconnect the preheat timer connector.(2) Measure the resistance between pin 7 (N) of the preheat timer side vehicle harness connec-

tor and pin 3 (GLT) of the control unit side vehicle harness connector.

BASIC VALUE: Max. 1Ω

Faulty harness

Faulty preheat timer

A


1 page 1

OK

NG

OK

NG


No. 48 (GND)

VIEW FROMTHIS DIRECTION

CONTROLUNIT

No. 3 (GLT)


No. 48 (GND)

No. 3 (GLT)

VIEW FROMTHIS DIRECTION

CONTROLUNIT

3. Control Unit Check [Continued from 1-(2)]

(1) Put the starter switch in the LOCK position and connect the control unit connectors.(2) Start the engine. At this point, make sure that the engine rpms do not exceed 1,000 r.p.m., even for a moment.(3) Depress the accelerator pedal to raise the engine rpms above 1,250 r.p.m., then reduce them to 950

r.p.m. or less.(4) In this status, measure the voltage between pins 3 (GLT) and 48 (GND) of the control unit side vehicle

harness. (Measure from the harness side with the control unit connected to the connector. )

Faulty control unit

BASIC VALUE: 12±2V

4. Control Unit Operation Check [Continued from 3-(4)]

(1) Perform the operation described in step 3-(3) once again.(2) In this status, measure the voltage between pins 3 (GLT) and 48 (GND) of the control unit side with the

control unit connected to the connector.)

BASIC VALUE: 0V

Faulty control unit

Faulty preheat timer

A


1 page 1

No. SIGNAL

1 RwS

2 SLD

3 RwG

4 RwD

5

6

7

8

9

10

No. SIGNAL

1 NE+

2 NE–

3 SLD

4 NOT USED

5

6

7

8

9

10

No. SIGNAL

1 Act+

2 Act–

3 PLG

4 PLS

5 SLD

6 PLD

7 NOT USED

8 NOT USED

9

10

SM78-62

SM78-62

4 3

2 1

CONNECTOR PIN ASSIGNMENT

PRE-STROKE SENSOR AND ACTUATOR

ENGINE SPEED SENSOR

SENSOR SIDE

RACK SENSOR

SENSOR SIDE

2 1

34

SM78-61

4 3 2 1

8 7 6 5

SENSOR ACTUATOR SIDE


1 page 1

SM78-64

SM78-63

4563 2 1

2 1

ACTUATOR POWER CUT RELAY

MAGNETIC VALVE SIDE

EXHAUST BRAKE MAGNETIC VALVE

No SIGNAL

1 GND

2 MV4 (+12B)

3

4

5

6

7

8

9

10

No SIGNAL

1 COIL–

2 NOT USED

3 NOT CONNECTED

4 POWER SUPPLY–

5 COIL+

6 POWER SUPPLY+

7

8

9

10

No. SIGNAL

1 INTAKE AIR SENSOR (+)

2 INTAKE AIR SENSOR (–)

3

4

5

6

7

8

9

10

SM78-64

2 1

INTAKE AIR TEMPERATURE SENSOR

SENSOR SIDE


1 page 1

No SIGNAL

1 WT +

2 WT –

3

4

5

6

7

8

9

10

No. SIGNAL

1

2

3

4

5

6

7 N

8

9

10

2

SENSOR SIDE

1

4 3 2

56789

SM78-65

SM78-65

WATER TEMPERATURE SENSOR

PREHEAT CONTROL TIMER

PREHEAT CONTROL TIMER SIDE

1

Date post:	27-Aug-2018
Category:	Documents
Upload:	lycong
View:	230 times
Download:	2 times

TE SYSTEM 78-1 78-07E-04 - tgidirect.com Service Manual... · Models J05C-TD, J08C-TP and TR TE...

Documents