Module 3.

Diesel Engine Component

 Describe the main difference between a diesel engine

and gasoline engine, and their key input/output
elements.
 Describe the location, function and mechanism of the
Learning sensors and actuator.
Objective  Use diagnostic equipment to measure the output and
waveform of each of the sensors and actuators of a
normal engine.
 Perform a basic inspection, calibration and adjustment.

1. Basic Knowledge

2. Intake System

3. Fuel System (CRDi)

4. Turbo System

5. Exhaust System

6. Miscellaneous

7. Basic Inspection and Adjustment

Lesson 1. Basic Knowledge
1.1 Overview

Rail Pressure Control

Valve

Fuel
Pressure MAFS
Control Rail Pressure EGR By-pass
Valve Sensor Valve
ACV IATS
BPS
CMPS
Intercooler

Swirl Control
Injector
Valve
EGR
Fuel Cooler Differential
Temperature Pressure Sensor
Glow Plug EGR
Sensor Valve (LP-EGR)

Fuel Pump
Coolant
temperature CKPS LP-EGR
sensor S/V
Valve
SENSORS Lambda
Sensor S/V
ACTUATORS
APS Exhaust Temp
Low Pressure Line Sensor
Differential
High Pressure Line Pressure Sensor
(CPF) Exhaust Pressure
Control Valve

< Electrical management system (R-engine) >

Fuel pressure in the CRDI engine varies depending on the engine RPM and the fuel amount
supplied by the low pressure fuel pump to the high pressure fuel pump. Injection timing and
volume are calculated by the ECU. After passing through the injection unit, fuel is supplied to
cylinders through injectors. These fuel system components are designed to form and distribute
high pressure, and are controlled by the ECU. This requires the CRDi fuel system to use a fuel
supply method completely different from that of a diesel engine's fuel injection system (injection
pump-type).
A CRDi diesel engine directly injects high-pressure fuel into the combustion chamber. A high-
tech electronic control device is in place to meet exhaust gas emission regulations and for fuel
efficiency and output enhancement. Key components of the fuel system include injectors, a
high-pressure pump, low-pressure pump, common rail and pressure control valve. The
electronic control device is fitted with sensors and actuators, similar to those found in the MPI
system of a gasoline engine. The electronic control elements of a CRDi engine, with the
exception of the ignition system, include an AFS, which measures intake air volume, a Lambda
sensor, which detects air concentration in exhaust gas and gives feedback to the ECU, and a
CKP and CMP sensor, which detect engine RPM and piston position for accurate ignition timing.
These components have been improved, coupled with an improved ECU, to control injection
amount and injection timing precisely. As a result, the output, exhaust gas, fuel efficiency, and
engine performance have been significantly improved.
 [Input] [Output]

Acceleration Pedal Position 1, 2 Low Pressure Pump Drive

Break and Clutch S/W Glow Plug System Control

Fuel Temperature Sensor Swirl Control Valve

Engine Coolant Temperature Cooling Fan Control

Blower, A/C S/W A/C Comp Relay

APT Sensor PTC Control

Alternator Management
CKP & CMP System
Engine Warning Lamp
MAFS, / Glow Lamp
Intake Temperature Sensor ECM
Injector Drive (injection
Fuel Pressure Sensor amount/injection timing)

Inlet
Boost Pressure Sensor Fuel Adjustment
Pressure
Control Outlet
Exhaust temperature sensor Adjustment

Differential pressure sensor E-VGT Control

Lambda Sensor CPF regeneration Control

Differential pressure sensor

EGR Valve
(LP EGR)

LP-EGR Valve Position Sensor By-pass Valve

Communication
(CAN Line)

< Input & Output Diagram >

1.2 Key Characteristics of a Diesel Engine

Like gasoline engines, diesel engines' positive trait is high fuel efficiency and output with low
exhaust gas emission. However, the two engines' combustion methods differ. In this chapter, the
key characteristics of a diesel engine are outlined.
1. Difference between a gasoline engine and diesel engine
Diesel engines have higher heat efficiency than gasoline engines. Because knocking, a condition
found in gasoline engines, is not found in diesel engines, compression ratio can be greatly
increased; this is because diesel engines experience less heat loss than gasoline engines
because of a lower maximum temperature in the combustion chamber. In diesel engines,
combustion commences where air and fuel meet. Temperature high enough for self-ignition to
take place is required at such a moment. Until injected fuel is ignited after being atomized,
ignition delay occurs. Because diesel engines take longer for combustion, their maximum RPM is
not high.
Item Diesel Engine Gasoline Engine
Thermodynamic efficiency ~35-40% ~22-25%
Ignition Compression heat (Internal) Ignition System (External)
max. revolutions per minute (rpm) ~4500 ~6500
Compression ratio ~22:1 ~12:1
Emission NOx, PM NOx, HC, CO
HC+NOx ~0.04oz/km ~0.05oz/km
SO2 + Particle ~0.01oz/km -
CO ~0.04oz/km ~2.7g/km

Now the exhaust gas generated from a diesel engine's combustion will be explained. Diesel
engines have advanced to in support of exhaust gas emission regulations. In order to understand
the system of diesel engines, an understanding of the exhaust gas generated from diesel
combustion is critical.
Diesel engines can only be operated with excess air. For this reason, such catalysts do not aid in
reducing NOx emissions when used with diesel engines. The idea behind an oxidization catalyst
is that it causes chemical reactions without being changed or consumed. It is called an
oxidization catalyst because it transforms pollutants into harmless gases by means of oxidization.
In the case of diesel exhaust, the catalyst oxidizes carbon monoxide (CO), gaseous
hydrocarbons (HC) and the liquid hydrocarbons adsorbed on the carbon particles. As such, a
filter (CPF) is in place for the express purpose of removing PM (Particulate Materials).

% Base emission
300 100 Oxidation Catalyst
Diesel Engine
250 80
Gasoline Engine
200 60
150 40
Pollutant

100 20
50
0

CO HC NOx Part. PM HC CO
Comparison of exhaust gas components: Components of exhaust gas after
GAS vs. DSL catalytic oxidation
2. Common Diesel Engine Systems

Automakers' efforts to increase output and decrease exhaust gas emission through better
engines continue. Diesel engines' exhaust gas processing is made difficult by the correlation of
NOx and PM. NOx is formed when nitrogen and oxygen combine at a temperature of 1,300℃ or
higher. Fuel combustion at a high temperature increases NOx, but reduces PM, a product of
incomplete combustion. Conversely, reducing fuel temperature results in decreased efficiency
and increased PM.

• CRDi (Common Rail Direct Injection)

CRDi capitalizes on the advantage of high-pressure direct injection. High-pressure fuel injection
reduces the size of fuel particles, producing less PM from incomplete combustion. PM can also
be reduced by using multiple smaller injector nozzles. To prevent a fuel supply shortage at high
RPMs, fuel is compressed at 1,800 bar or higher. As fuel mass becomes lighter when fuel
particles are divided, sufficient fuel pressure is required for injected fuel to shoot into the
combustion chamber.

As well, NOx, which increases in near complete combustion, can be reduced through electronic
control of injectors. This is referred to as a pilot injection, which takes place before a main
injection. Little fuel is injected first at the start of compression (pilot injection) before a full injection
at the start of combustion. This allows combustion chamber temperature to be sufficiently
lowered, and reduces the vibration associated with direct injection engines.

• Turbo System

The VGT system is superior to the conventional WGT system as it produces higher output with
less exhaust gas. VGT is a technology that adjusts the angle at which high-pressure exhaust gas
discharged from the engine hits turbine wings. The turbine turns faster at low RPMs and intake
of excess air at high RPMs is prevented. This reduces PM at low RPMs, susceptible to an air
shortage, and NOx at high RPMs, susceptible to a temperature increase. More NOx can be
reduced with a performance intercooler, designed to cool down compressed air. PM reduction
can also be achieved as oxygen density increases.

< Common Rail Direct Injection > < Turbocharger >

• EGR System

EGR (Exhaust Gas Recirculation) is the most effective in reducing NOx. With EGR, exhaust gas
is partially sent to the intake manifold to send CO2 to the combustion chamber. Oxygen density in
the intake is reduced prevent high combustion chamber temperatures. However, PM and HC can
actually increase at high RPMs due to an oxygen shortage. To prevent this, electronic EGR,
which provides control according to RPMs, and EGR coolers, designed to cool down hot exhaust
gas, are in use.

• CPF System

An engine inevitably produces more exhaust gas when it output increases. This creates a need
for post-processing of exhaust gas using a catalyst and filter. Gasoline engines have a three-way
catalyst, which heats platinum, rhodium and palldium with high-temperature exhaust gas to
convert CO and HC to CO2 and H20 through an oxygen reaction.

With diesel engines, a device different from catalytic oxidation is required for NOx and PM
reduction (NOx reduction method was explained in the preceding section). To reduce PM, a PM
filter called CPF (Diesel Particulate Filter) or CPF (Catalyzed Particulate Filter) is installed. A CPF
repeats the process of collecting and burning (regenerating) PM released from a diesel engine.
PM reduction of approximately 70% can be achieved through a CPF. CPFs provide superior
exhaust gas reduction, but PM collection causes engine back pressure, which can cause reduced
output and fuel efficiency. As such, a good understanding of control technology is required.

High Temp.

Exhaust Gas

Cooled Exhaust Gas

< EGR cooler with a by-pass valve >

By-pass valve
EGR valve

< Particle Trap >

Lesson 2. Intake System

In this lesson, the intake system of diesel engines will be explained. As mentioned earlier, the
combustion conditions of diesel engines and gasoline engines are different. A diesel engine
requires only fuel and oxygen for combustion. The intake system of a diesel engine is as follows.

Diesel engines have two sensors that detect air pressure. In addition to a MAFS sensor, which
detects air flow from the outside, a BPS sensor is in place to support a turbo system.

The BPS (Boost Pressure Sensor) of turbo systems will be explained in Lesson 4.

An ACV (Air Control Valve), shaped like the ETC of a gasoline engine, is installed, but their
functions are not the same. An ETC controls throttle valve opening to control intake air volume
according to the driver's intentions. Because diesel engines require a Lambda value of 1 or
higher for combustion, the ACV remains open almost always. However, when dieseling is
prevented by blocking air coming into the intake when the engine is off, the ACV is partially
closed only for EGR and CPF regeneration.

Diesel engines to not have a dedicated ignition device as self-ignition takes place in the
compression chamber when the mixer compresses. So it is critical that fuel and air mix well. If
the swirl valve at the helical port side is closed in the low rotation area, the flow rate of the air
going into the cylinder becomes faster, and the air rotates along the cylinder wall and causes
swirling, which improves filling efficiency. This is similar to gasoline engines' VCM (Variable
Charge Motion).

Due to the characteristics of diesel, atomization is difficult in cold weather. A glow plug is
installed for engine start-ups at low temperatures.

ACV MAF
Sensor
BPS
Intercooler

SCV

Glow Plug
2.1 MAF Sensor

• Hot Film Type

• Frequency Output (approx. 2,400 Hz in idle)

1. Role and Function

ECM performs EGR system feed back control with the information of measured mass air flow
(the role of MAFS in the diesel engine is different from the gasoline engine. Fuel injection
quantity is decided by MAFS signal in the gasoline engine.)
IATS #1 in the mass air flow sensor (MAFS) and IATS #2 in the boost pressure sensor (BPS)
are located in front of and behind turbocharger respectively. IATS #1 measures the air
temperature entering the turbocharger and IATS #2 measures the air temperature coming out
from the turbocharger.
Comparing these air temperature values from both sensors, more accurate sensing of intake air
temperature is possible. ECM uses these air temperature signals to perform EGR control
correction and fuel injection quantity correction.
2. Installation Location
It is installed on the surge tank.
3. Mechanism (Hot-Film Type)
The hot film type air flow sensor uses 12V power to operate its internal circuit, and the signal
indicates the change in air flow is inputted into the ECM in frequency format. Intake Air
Temperature Sensor (IATS) uses a Negative Temperature Characteristics (NTC) thermistor and
senses intake air temperature. Two intake air temperature sensors are installed in this engine.
4. Symptoms of Trouble
If the MAFS fails, the ECU performs fuel restriction and stops EGR control. Therefore, the
engine output can be dropped a little, and Nox gas emission can increase.

Air Flow (kg/h) Frequency (kHz)

15 2.00 ~ 2.01
20 2.06 ~ 2.07
90 2.67 ~ 2.69
220 3.43 ~ 3.47
440 4.65 ~ 4.76
850 7.87 ~ 8.25
1000 9.60 ~ 10.52

< Specifications > < Circuit Diagram >

2.2 ACV (Air Control Valve)

< DC motor type >

1. Role and Function

• Anti-judder function: When engine is shut off, the ECM can prevent intake air from entering to
intake manifold by fully closing the air control valve for 1.5 seconds (95% Duty 97%) to
reduce engine vibration.
• Intake air control for EGR: When exhaust gas pressure is equal to or lower than intake air
pressure (for example, when low engine speed), the exhaust gas would not enter to the
intake manifold. At this time, the ECM partially closes the air control valve (5% Duty
94%) to reduce the intake air quantity. Intake air pressure thus is lower than exhaust gas
pressure.
• Exhaust gas temperature control for CPF regeneration: When the Catalyzed Particulate Filter
(CPF) is need to regenerate, the ECM partially closes the air control valve (5% Duty
94%) to reduce the intake air quantity. At this time, the air-fuel ratio would become rich and
the exhaust gas temperature would be high enough to burn the soot inside the CPF.
2. Installation Location
It is installed on the surge tank.
3. Mechanism
The air control valve is mounted on throttle body of diesel engine and controls air control valve
according to PWM (Pulse With Modulation) signal from ECM.
It consists of ;
• a DC motor which actuates the air control valve,
• a 2-step gear (transmission ratio = 1:40) which is located in between the DC motor
and the air control valve and increases torque of the DC motor,
• a position sensor which is a hall-effect sensor and detects status of the air control valve,
• an electric control unit (a micro-controller) which controls the DC motor with the PWM (Pulse
With Modulation) signal from the ECM,
• and a reset spring which resets the de-energized air control valve to its open position.
4. Symptoms of Trouble
In the event of a mechanical open stuck, DTC is saved, but the ACV's secondary function stops
(anti-dieseling, EGR support, CPF support). In the even of a closed stuck, DTC is saved and
intake air volume decreases, resulting in the likelihood of an engine stall or, in severe cases,
engine shut-off during driving or ignition failure.
Position sensor signal
Valve Position Output voltage (V)
Full open 0.5
Motor power is not supplied 0.54 ~ 0.89
Normal operation position 0.925 ~ 4.425
Full close 4.5

DC Motor
Item Specification
Coil Resistance (Ω) 2.92 ~ 2.98
< Specifications > < Circuit Diagram >

 Sample Waveforms

< At idle > < After engine shuts off >

2.3 SCV (Swirl Control Valve)
Intake manifold

SCV motor

Swirl control valve

Helical port

Tangential port

SCV
< Idle and Part load > < Except Idle and Part load >

1. Role and Function

A variable swirl valve is installed on the helical port of the intake manifold to direct the flow of air
intake to reduce exhaust gas reduction through increased engine output and EGR rate. When
the engine is revolving at a high speed, intake air fills quickly and magnifies the swirl effect,
resulting in sufficient mixer activity and high flame speed. However, piston descent speed falls at
low and medium speeds, causing a drop in intake air fill due to slow air flow through the intake
port and a collision between air sucked in through the helical port and tangential port.
Therefore, if the swirl valve at the helical port side is closed in the low rotation area, the flow rate
of the air going into the cylinder becomes faster, and the air rotates along the cylinder wall and
causes swirling, which improves filling efficiency.
2. Installation Location
It is installed on the surge tank.
3. Mechanism
A VSCV (Variable Swirl Control Valve) is closed by the ECM at medium/low speeds and low
loads to create a swirl in intake air and produce cleaner exhaust gas. When the valve is
operating, its internal sensor monitors the open angle of the valve, which is opened by an
internal DC motor at an 90˚ angle (98˚ kinematically).

4. Symptoms of Trouble
In the event of a SCV failure, the ECM keeps the SCV fully opened. A mechanical stuck can
reduce engine output and EGR rate. However, such reductions are minor enough for the driver
to not recognize them.
Position sensor signal
Valve Position Output voltage (V)
Coil Resistance (㏀ 3.01 ~ 5.59 [20
) ℃
Output voltage (V) 0.17 ~ 4.83

DC Motor
Item Specification
Coil Resistance (Ω 3.4 - 4.4 at 20
) ℃
< Specifications > < Circuit Diagram >

 Sample Waveforms
2.4 Glow Plug

ECT

Ignition xxxxx
Glow Glow
Relay Plug

Glow Lamp

< Preheating/Starting preparation glow >

1. Role and Function

A preheating system facilitates ignition in cold weather and reduces exhaust gas created from
lower temperatures. A glow plug is controlled by coolant temperature, engine RPM, battery
voltage and "IG key on" signals.
2. Installation Location
Installed on the cylinder head (combustion chamber) of the exhaust.
3. Mechanism
• Pre-glow (pre-heating before ignition) control: The pre-heating time is determined by
the coolant temperature and battery voltage.

• Start glow (pre-heating during ignition) control: Pre-heating always takes place when
coolant temperature is below 60℃,and ends after 30 seconds or when coolant
temperature reaches 60℃ or higher.
• Post glow (pre-heating after ignition): The preheating time is determined according to the
coolant temperature,and maintained at -25.1℃ in the event of a coolant temperature
sensor failure.

4. Symptoms of Trouble
Ignition becomes difficult in cold weather and post-ignition exhaust gas emission increases.
 B+ IG On

Glow Plug
Item Specification
Rated voltage Ceramic type 7(20°C)
(V) Metal type 5(20°C)
Resistance Ceramic type 0.31(20°C)
(Ω) Metal type 0.35(20°C)

Glow Relay
Item Specification
Rated voltage (V) 12
Resistance (Ω) 6~16

< Specifications > < Circuit Diagram >

 Part inspection

< Glow plug relay inspection >

< Glow plug resistance check > < Glow plug operation voltage check >
Lesson 3. Fuel System (CRDI)

In a CRDI engine, fuel is directly injected into the combustion chamber. Because diesel engines
have a compression ratio higher than that of gasoline engines, the inside of the combustion
chamber is high-temperature and high-pressure. This requires fuel injectors to have high fuel
pressure for injection. Today's stringent exhaust gas emission regulations require reduced fuel
injection volumes for PM reduction. As high fuel pressure is required to efficiently injection small
volumes of fuel into the combustion chamber, diesel engines' fuel pressure has been increasing
over the years. Currently, the maximum fuel pressure in use is approximately 1,800 bar.

Injector

High-pressure
Fuel Tube
(Pump → Rail)

Common Rail

High-pressure Fuel Tube

High-pressure Fuel Pump
(Rail ↔ Injector)

 Fuel Flow
Fuel feeding pressure from the low pressure pump is approximately 5 bar and the high fuel
pressure generated by the high pressure pump is 260bar in idle and goes up to maximum 1,800
bar. Fuel pressure is controlled through the ECU's control of the two fuel pressure control valves,
each located on the rail and pump.
• Fuel tank → Low pressure pump → High pressure pump → High pressure fuel pipe
→ Common Rail → High pressure fuel pipe → Injector

 Fuel pressure control

a. FPS (Fuel Pressure Sensor)
Measures current fuel pressure and notifies the ECU
b. ECU
Calculates the required fuel pressure based on engine load data (APS and RPM)
Send the calculated fuel pressure to FPCV and RPCV as a duty signal.
c. FPCV (Fuel Pressure Control Valve) & RPCV (Rail Pressure Control Valve)
Fuel pressure is formed by the ECU's control of valve opening
※ Fail Safe: Fixed at 330 bar when FPCV or Fuel Pressure Sensor fails
3.1 Low Fuel Pressure Pump

- Suction type (U-engine) : Gear pump

Drive gear

Suction
end

Pressure end

- Feed type (R-engine): Electric pump

Overflow valve

1. Role and Function

The pre-supply pump is either an electrical fuel pump with pre filter, or a gear fuel pump. The
pump draws the fuel from the fuel tank and continually delivers the required quantity of fuel in
the direction of the high pressure pump. .
2. Installation Location
The gear pump is installed on the high-pressure pump and the electric pump on the fuel tank.
3. Mechanism
• Gear pump: Connected to the high-pressure pump. Timing chain rotates the gears when the
engine revolves. Gear rotation sucks in the fuel in the fuel tank into the high-pressure pump.
Fuel pressure formed between the fuel tank and low-pressure pump is negative pressure.
• Electric pump: Beginning with the engine cranking process, the electric fuel pump runs
continuously independent of the engine speed. Gear rotation transfers the fuel in the fuel tank
into the high-pressure pump. Fuel pressure formed between the fuel tank and low-pressure
pump is positive pressure.

4. Symptoms of Trouble

Normal fuel injection cannot take place as low fuel pressure cannot be formed. Engine hesitation
or faulty acceleration can be experienced. In severe cases, the engine does not start or engine
stall can occur from sudden acceleration or a large load.
Main Relay

Category Specification Fuel Pump

Control Relay
Fuel Pressure (Low) 4 - 5 bar

Type In-HP pump type

U-enigne
Driven by Gear

Type In-tank type

M
R-Engine
Driven by Electric motor ECU

< Specifications > < Circuit Diagram (R-engine) >

3.2 High Fuel Pressure Pump

1. High Pressure Fuel Pump

2. FPRV (Fuel Pressure Regulator Valve)
3. Nipple - Fuel Inlet (↔ Fuel Filter)
4. Nipple - Fuel Return (↔ Fuel Tank)
5. Nipple - Fuel Outlet (↔ Common Rail)

1. Role and Function

In order for the CRDi fuel system to inject fuel at high pressures, the high pressure fuel pump
has to pressurize fuel of about 5 bars to high pressure. In other words, high pressure required
for engine drive is created and high-pressure fuel is constantly supplied to the common rail.
2. Installation Location
Installed on the engine front by a chain. .
3. Mechanism
Inside a high-pressure pump is a pump piston of a 120 to 180-degree phase. Fuel is
compressed by this pump. Timing chain rotation moves the camshaft to drive the pump piston.
Fuel is then compressed two to three times per rotation and the transfer stroke takes place.
4. Symptoms of Trouble

Without high fuel pressure, the injectors of a diesel engine cannot inject fuel. Ignition will fail in
such a case. The engine switches off if the high-pressure pump is damaged during driving.

Item Specification
1 (2 compressions per 1
Plunger and Cylinder
revolution)
Cylinder Suction
Activate Cam Drive (timing chain) head valve
High Pressure
Housing Aluminum Outlet

Pressure Control Pump Regulating Valve

(Metering Unit) Plunger
Low Pressure Pump Separate (electric pump) Tappet
Max RPM 4,500 RPM Overflow
valve
Max Fuel Pressure 1,800 bar
Fuel Discharge
398 /rev roller
Volume
Driving torque 25 (average) / 70 (max) Nm
Camshaft
Fuel Flow Regulating
290ℓ/h
Valve Capacity

< Specifications (R-engine) >

 Fuel flow in high-pressure pump

The fuel transported from the electric low pressure pump at approximately 4-5bar passes
through the low pressure line inlet and flows inside of the housing. The fuel inside the housing
passes through the pump regulating valve and goes up to the cylinder head. The regulating
valve regulates the supplied fuel volume to control the fuel pressure to the pressure set by the
ECM. In other words, duty is reduced to increase the amount of fuel supplied to the cylinder
head, or the duty is increased to reduce the fuel amount (Normal Open Type). The controlled
fuel flows to the intake valve from the cylinder head, and the fuel in the intake valve is high
pressurized by straight inline motion of the plunger driven by the cam rotation. Then the fuel is
finally delivered to the common rail through the high pressure valve, and this concludes the role
of the high pressure pump. Below figure is the 2D illustration of the fuel flow. But to better
understand the fuel flow, you would need to have accurate understanding of the internal
structure of the high pressure pump.

Suction High
Cylinder head valve Pressure
Valve High-pressure
Pump Mount
Control Valve 5 Fuel Delivery
6
3 Path Pump Fuel Channel
Housing 4 Low Pressure Fuel → Inside of the
→
Pump (housing)
Low-pressure
Fuel Feed 2 → Housing → Pump Regulating Valve
1 Pump Regulating Valve → Cylinder
→
Head

→ Cylinder Head → Intake Valve

Overflow valve
Intake Valve → High Pressure
→
Valve (delivery)

< Fuel Flow in High Pressure Pump >

The overflow valve mounted on the high pressure pump distributes the fuel flowing in to the
high pressure line. It is designed to open the return line at a certain pressure (above 3.3bar) in
the lubrication channel to lubricate the high pressure pump, and it returns the fuel.

Overflow Valve Lubricant Line

Stand-by State Opening
Shape
Lubricant Line

Supplied
Fuel Lubricant & Return
Line Opening
Pump
Delivered Return Line
(overflow hole)

< High Pressure Pump Overflow Valve >

3.3 Fuel Pressure sensor

Electric
connections

Evaluation circuit
Diaphragm with
Sensor element

High pressure
connection

1. Role and Function

ECM determines optimum fuel injection quantity at specific engine condition based on RPS
signal. RPS signals are also used as a rail pressure regulator feedback signal in order to
achieve optimum rail pressure at certain engine condition.
2. Installation Location
3. Installed at the end of the fuel rail.
3. Mechanism (Piezo-resistive pressure sensor type)
RPS(Rail Pressure Sensor), consists of piezo electric element, measures rail pressure inside of
common rail. When the diaphragm's shape changes, the electrical resistance of the layers
attached to the diaphragm also change. The change in shape which results from the build up of
system pressure, changes the electrical resistance and causes a voltage change across the 5V
resistance bridge.
This voltage change is in the range of 0 to 70mV (depending upon pressure) and is amplified
by the evaluation circuit to 0.5V to 4.5V. If the rail pressure sensor should fail, the pressure
control valve can be triggered „blind“ using an emergency (limp-home) function and fixed values
or the engine is stopped.

4. Symptoms of Trouble
In the event of a rail pressure sensor failure, the ECM controls fuel volume by locking the rail
pressure at 330 bar. If idle rail pressure is 250 bar in normal conditions, an RPM slightly higher
than an idle RPM is maintained in the event of a RPS failure. This causes the vehicle's
acceleration performance to decline and restricts engine output. This is due to the activation of a
fail-safe logic for fuel system protection.

4.8V Accelerator Pedal

4.5V fully depressed

Output
voltage

0.5 V At idle :
0.2V 1.1V (200-300 bar)

0 bar Pressure 1800 bar

Specifications Circuit Diagram (R-engine)

3.4 Fuel/Rail Pressure Regulator Valve

1.
2.

3.
FPRV (MPROP)

RPS
RPCV
1. Role and Function
For a common rail engine's injectors to inject fuel precisely, fuel must be kept consistently
pressurized in the common rail. As such, the fuel pressure control valve adjusts fuel pressure to
meet the target set by the ECU. There are three fuel pressure control methods: inlet control
(control valve on pump), outlet control (control valve on rail) and simultaneous inlet/outlet control.
Simultaneous inlet/outlet control was used for R-Engines and inlet control was used for U-Engines.
※ < Benefits of Simultaneous Inlet/outlet Control >
• No excessive pressure under certain deceleration conditions
(therefore complying to new emission standards)
• Reduced drive torque of the high pressure pump
2. Installation Location
• Control valve on pump: Located between the low-pressure pump and
high-pressure pump (inlet)
• Control valve on rail: End of fuel rail
3. Mechanism
The control valve on the pump and the control valve on the rail are simultaneously controlled to
achieve the target fuel pressure set by the ECU.
• Control valve on pump: NC (Normally Closed) type, which remains closed when engine is off
ECM solenoid valve magnetization (duty up) → Needle rises → Vale opens → Fuel
pressure increases for fuel supply to high-pressure pump
• Control valve on rail: NO (Normally Open) type, which remains open when engine is off
ECM solenoid valve magnetization (duty up) → Needle drops → Vale opens → Fuel
pressure increases from return line fuel cut-off
4) Symptoms of Trouble
• Control valve on pump: In the event of an internal mechanical open stuck, the volume of
fuel flowing into the common rail increases and rail pressure rises suddenly. Conversely,
a mechanical closed stuck reduces the volume of fuel flowing into the common rail,
potentially causing an ignition failure, ignition delay and engine stall during driving.
• Control valve on rail: An open stuck pushes away all fuel to the return line so that high
fuel pressure is not formed. A closed stuck precludes fuel flow to the return line,
potentially causing fuel line damage from excessive pressure in the fuel rail.

Category Specification
Coil Resistance (Ω) 2.6 - 3.15 (20°C)
FPRV
Current (A) 1.8

Coil Resistance (Ω) 3.42 - 3.78 (20°C)

RPRV
Current (A) 0.15 ~ 1.8

< Specifications > < Circuit Diagram (R-engine) >

 Reference: Fuel Rail Pressure Control (Generation 1)
Outlet Controlled Features Inlet Controlled Features
Electrical pre supply Gear pump
pump 3. System pressure
1. System pressure 1350 bar
2. 1350 bar 2.

1.

3.

Depending on conditions such as engine load, the Engine Control Module (ECM) needs to
increase, decrease or maintain the pressure within the pressure accumulator (rail). Different
types of rail pressure control strategies are applied among the models and engines. In general,
the ECM observes the signal of the Rail Pressure Sensor (2) and compares its value with the
calculated rail pressure target value.
• Outlet Controlled type, Generation 1:
These systems use a electrical pre supply pump for delivering fuel to the high pressure pump.
The maximum pressure generated within the system is around 1350bar. Outlet controlled
systems control the output pressure from the high pressure pump by increasing or decreasing
the total return fuel quantity. The ECM controls a Rail Pressure Control Valve (1.), attached to
the high pressure accumulator. The Rail Pressure Control Valve (RPCV) sets the correct
pressure in the rail and maintains it at its level. If the rail pressure is excessive, the RPCV
opens and a portion of fuel returns to the fuel tank via a collector line. If the rail pressure is too
low, the pressure control valve close and seals off the high pressure stage from the low
pressure stage, thus increasing the rail pressure. A Fuel Temperature Sensor (3.) is required on
these systems, since this type of control strategy causes the fuel temperature to increase up to
80-120C°. Therefore compensations have to be made.
• Inlet Controlled type, Generation 1:
These systems use a mechanical gear pump located inside the high pressure pump. The
maximum pressure generated within the system is around 1350bar. Inlet controlled types control
the fuel quantity from the feeding pump to the high pressure pump. The ECM controls a
Magnetic Proportioning Valve (1.) attached to the high pressure pump. The Magnetic
Proportioning Valve (MPROP) is normally open type and sets the correct pressure in the rail and
maintains it at its level. If the rail pressure is excessive, the MPROP closes and the amount of
fuel entering the high pressure pump is reduced. If the rail pressure is too low, the pressure
control valve opens, and a higher amount of fuel is allowed to enter the high pressure pump,
thus increasing the rail pressure. The advantage of this type of system is that the drive torque of
the high pressure pump is lower compared to the outlet controlled type. The disadvantage of this
system is to release excess rail pressure under certain deceleration conditions. Under this
conditions the injector opening time is modified by the ECM in order to deplete the excess fuel
in the rail. A Pressure Limiter valve (3.) is attached to the high pressure accumulator. It is
required for releasing excessive pressure in case the MPROP is stuck open.
3.5 CRDi Injector – Solenoid Type

■ Solenoid Type (U-engine)

Electrical
connection
Triggering element
(solenoid valve)
Armature
Valve ball
Valve control Bleed orifice
chamber

Low-pressure Fuel for return < Injector Close > < Injector Open >
High Pressure from Rail

1. Role and Function

The injectors inject high-pressure fuel in granular form into the combustion chamber in the
volume determined by the ECM.
2. Installation Location
Installed on the fuel rail and combustion chamber.
3. Mechanism
The ECU supplies power to the solenoid valve in time for fuel injection, the valve moves up.
High-pressure fuel in the injectors push the ball upward. As the high-pressure fuel is released
from the top, fuel pressure lowers in the injectors. The resulting pressure difference between the
top (low pressure) and bottom (high pressure) of the injectors moves the injector nozzles up for
commencement of injection into the combustion chamber.

Injection Stage

Solenoid
Ball Valve Close Open Open Close
Nozzle Close Close Open Close

4. Symptoms of Trouble

Injector blockage and faulty injection from excessive back leakage can occur. As combustion
cannot take place without proper fuel injection, output loss or even an engine stall can occur.

Category Specification

Resistance (Ω) 215 ~ 295 at 20℃

< Specifications > < Circuit Diagram (R-engine) >

3.5 CRDi Injector – Piezo Type

■ Piezo Type (R-engine)) Low Pressure Line

(4-5bar)
Connector
High Pressure Low-pressure Fuel Unit
(6-10bar)
Channel

Hydraulic Piezo Actuator

Pressure
Coupler Valve
Nozzle Hydraulic Coupler
Needle Large
Piezo Actuator
Fluid (fuel, amplified
Oil Pressure pressure)
Small
Control Valve
Oil Pressure Control Valve
Rail Pressure
(high pressure)
1. Function and location
Injects high-pressure fuel into the combustion chamber. Located on the fuel rail and combustion
chamber.
2. Mechanism

• Piezo Actuator
It is made up of several floors of cylindrical piezo-ceramic (height: approximately 90 ). This
lengthens by from 1.5% through 2.0% of its length if voltage is applied (Piezoelectric Converse
Effect) and this length is “Stroke”. The number and the cross section of the ceramic are
proportional to the actuator’s stroke and output respectively.
• Hydraulic coupler
It is located under the piezo actuator and amplifies the actuator’s output by the cross section
ratio of the upper and the lower pistons. At this time, the actuator’s stroke is lengthened. The
hydraulic oil is the fuel and the oil pressure to operate the hydraulic coupler normally is from 1
through 10 bar.
3. Symptoms of Trouble
Piezo injectors do no typically experience issues, but blockage hinders fuel injection. As
combustion cannot take place without proper fuel injection, output loss or even an engine stall
can occur.

Category Specification
Resistance(㏀ 150 ~ 210 at 20
) ℃
Operation Voltage (V) 110 ~ 156

< Specifications > < Circuit Diagram (R-engine) >

 Injection Waveform
• Injection Wave Form of the Injector without initiating regeneration
- 2 pilot injection + main injection

CMP
CMP Sensor Low No.1 TDC
Sensor

CKP
Sensor

Pilot Injection: 2 times Main Injection: TDC

Injector
Voltage

Injector
Current

• Injection Wave Form of the Injector in regeneration mode

- pilot injection + main injection + 2 post injections

CMP
Sensor CMP Sensor Low No.1 TDC

CKP
Sensor

Main Injection: TDC

Injector Pilot Injection: 1 time
Post 1 Post 2
Voltage
: ATDC27˚ : ATDC72˚

Injector
Current
Lesson 4. Turbo System

The Lambda value in the combustion process of diesel engines is always higher than one.
Intake negative pressure achieved by the piston's vertical movement is not sufficient for getting
enough air into the combustion chamber. A blower for blowing a large amount of air into the
combustion chamber is required. This is the function of a turbo system.

Turbochargers are a kind of blower that forces compressed air into the combustion chamber for
increased output and torque. A VGT engine displays service data called "boost pressure" and is
fitted with a boost pressure sensor. When boost pressure rises, air flow into the cylinders
increases and combustible fuel volume also increases, resulting in increased output.
• Turbo Charger Operation Procedure

Exhaust gas → VGT actuator drive (turbine flow determined by flow speed) → Turbine rotation →
Compressor rotation → Intercooler → (Boost Pressure Sensor) → Intake manifold →
Combustion chamber

Intercooler Air cleaner

Turbocharger

EGR
Valve VGT
Valve

Muffler

• Turbo Charger Type

Type WGT VGT e-VGT

Control On-Off Duty Duty

Operation Solenoid Solenoid Motor Drive

UⅡ 1.1 & 1.4 Gasoline Turbo

Applied Engine UⅡ 1.6 & 1.7 / A Ⅱ R
System (Gamma, Theta)
4.1 VGT Actuator (U-engine)

Vacuum Hose
VGT Actuator

High speed

Vane

Low speed
1. Role and Function
VGT (Variable Geometric Turbocharger) is the device which increases the efficiency of
turbocharger at low rpm and lasts optimum turbo efficiency at high rpm as varying the cross
sectional area through which exhaust gas passes turbocharger impeller. It relieves turbo lag at
low speed and increase engine power generation.
2. Installation Location
Installed at the back of the exhaust manifold.
3. Mechanism
Engine speed, APS signal, MAFS and Boost pressure sensor information is inputted to ECM.
ECM actuates vacuum diaphragm which controls exhaust gas line as controlling VGT Control
solenoid valve duty to maintain optimum state of air compression.
Engine State Solenoid duty Actuator Area
Low speed, low load about 75% pull (vacuum : high) Narrowed
High speed, high load about 5% release (vacuum : low) widen

4. Symptoms of Trouble

In the event of a SCV failure, the ECM keeps the SCV fully opened. A mechanical stuck can
reduce engine output and EGR rate. However, such reductions are minor enough for the driver
to not recognize them.

Category Specification

Resistance (Ω) 14.7 ~ 16.1 at 20℃

< Specifications > < Circuit Diagram >

4.2 e-VGT Actuator (R-engine)

E-VGT

E-VGT Actuator
and Control Unit

Intake
Manifold

Intercooler * Spur gear type * Worm gear type

(R-2.0) (R-2.2)

1. Role and Function

The solenoid type is the same as that of a VGT actuator. However, e-VGT uses a motor to drive
the actuator and thus makes more precise turbo control possible.
2. Installation Location
The Electric VGT Control Actuator is installed on the turbocharger.
3. Mechanism
It operates the vain in the Variable Geometry Turbocharger (VGT) and regulates the
compressed air amount by the ECM's PWM signal. This valve consists of a DC motor which
actuates the vane, a 2-step gear which increases torque of the DC motor, a position sensor
which detects status of the vane, an electric control unit which drives the DC motor, and a reset
spring which resets the de-energized vane to its open position.

4. Symptoms of Trouble
in the event of a SCV failure, the ECM keeps the SCV fully opened. A mechanical stuck can
reduce engine output and EGR rate. However, such reductions are minor enough for the driver
to not recognize them.

E-VGT ECU
E-VGT ECU Main Relay
Main relay
PWM PWM signal
CAN (High) signal
CAN (Low) F/Back signal

Ground
Ground

< R 2.2 > < R 2.0 >

< Circuit Diagram >
4.3 BPS (Boost Pressure Sensor)

Silicon Chip
Integrated
Circuit

Perfect Vacuum
Chamber

1. Role and Function

BPS is installed on surge tank to measure the absolute intake manifold pressure. BPS input
voltage changes in proportion to the absolute pressure in manifold. This information is used to
control Variable Geometry Turbocharger (VGT) by ECM.
2. Installation Location
Located at the front of the intake manifold.
3. Mechanism (Piezo-resistive pressure sensor type)
BPS consists of a piezo electric element and hybrid IC which amplifies output signal from the
element. A piezoelectric element is a sort of a diaphragm using piezoelectric effect. One side of
the diaphragm is surrounded by a vacuum chamber while the turbocharge boost pressure is
applied to the other side. Thus, signals are output by the transformation of the diaphragm
according to changes in boost pressure from the turbocharger.
4. Symptoms of Trouble

When excessive intake manifold pressure is detected, engine power generation is limited to
protect engine because too highly compressed pressure due to turbo charger may harm engine.

Pressure (kPa) Output voltage (V)

50 0.5

100 1.002 ~ 1.142

300 3.288 ~ 3.428

400 4.11 ~ 4.59

< Specifications > < Circuit Diagram (R-engine) >

Lesson 5. Exhaust System

The exhaust gases released from gasoline engines and diesel engines are different. Gasoline
engines produce exhaust gas containing CO, HC and NOx. On the other hand, diesel engines
PM (Particulate Materials), a soot-like substance. CO and HC emission from gasoline engines
dramatically declined from the use of a three-way catalyst. But NOx emission is still on a rise.
Also, PM produced by diesel vehicles is responsible for increasing fine dust concentrations in
the air. For this reason, emission standards for diesel vehicles are becoming more stringent.

Diesel engines can only be operated with excess air. For this reason, such catalysts do not aid
in reducing NOx emissions when used with diesel engines. The idea behind an oxidization
catalyst is that it causes chemical reactions without being changed or consumed. It is called an
oxidization catalyst because it transforms pollutants into harmless gases by means of
oxidization. In the case of diesel exhaust, the catalyst oxidizes carbon monoxide (CO), gaseous
hydrocarbons (HC) and the liquid hydrocarbons adsorbed on the carbon particles.

EGR helps to reduce the formation of NOx. With EGR, a portion of the exhaust gases are
diverted into the intake tract during part load operation. This not only reduces the oxygen
content, but also the rate of combustion and the peak temperature at the flame front, with the
result that NOx emissions drop.

If too much exhaust gas is re-circulated though exceeding the 40% of the intake air volume, the
soot, CO and HC emission as well as the fuel consumption rise due to the lack of oxygen.

Recirculation is usually achieved by piping a route from the exhaust manifold to the inlet
manifold. A control valve (EGR Valve), either controlled by a solenoid or electrically, within the
circuit regulates and times the gas flow.

The following is an examination of input and output elements related to EGR and CPF.

EGR
Valve

Exhaust
Diff. Pressure CPF
Sensor Exhaust Gas
Temperature
Sensor
5.1 EGR Valve
Position
Planetary Sensor DC
EGR
Gear Motor
Solenoid valve Valve

Drive
Cam

Main Valve Shaft

EGR Bypass spring
Cooler Valve Valve disc

1. Role and Function

The Electric EGR Control Valve is installed in between the EGR cooler and the exhaust line and
is a solenoid valve. This valve controls the EGR (Exhaust Gas Recirculation) amount by the
ECM's duty control signal, depending on the engine load and intake air needs.
The Exhaust Gas Recirculation (EGR) system is used to add the exhaust gases to intake air in
order to reduce an excess of air and the temperature in the combustion chamber.
2. Installation Location
Located next to the EGR cooler.
3. Mechanism
Receiving ECM signal, linear solenoid type electronic EGR actuator operates Electric EGR
control valve directly. ECM performs EGR system feedback control with the information of
measured mass air flow (The role of MAFS in the diesel engine is different from the gasoline
engine. Fuel injection quantity is decided by MAFS signal in the gasoline engine).
When EGR gas (contains no oxygen) flowing into combustion chamber increases, the air
passing through AFS (contains oxygen) decreases. Thus, with the output signal change of AFS
accompanied by Electric EGR control valve actuation, ECM determine the amount of
recirculated EGR gas quantity.
4. Symptoms of Trouble

Two types of trouble can occur. A mechanical fault increases or decreases EGR volume with
open/close stuck control having no effect. While a decreased EGR volume does not present
symptoms, an increase can cause incomplete combustion, which can result in engine
abnormalities, including an engine stall.

Category Specification
Motor Coil Resistance (Ω) 2.3 - 2.7 (20°C)
Voltage: Open-6mm 0.6 - 1.3 (V)
Position
Sensor Voltage: Close 3.6 - 4.3 (V)

< Specifications (R-engine) > < Circuit Diagram (R-engine) >

5.2 Differential Pressure Sensor

Differential pressure LP-EGR Differential Sensor

sensor Pressure Detection Mount

CPF differential
pressure detection

1. Role and Function

Differential Pressure Sensor (DPS) measures difference pressure between upstream and
downstream exhaust gas of CPF. The ECM can calculate quantity of soot deposited in CPF with
value from this sensor.
2. Installation Location
Located on the front and rear of the CPF.
3. Mechanism (Piezo-electricity type)
Differential pressure sensor (DPS) is piezo electric type sensor. Sensing the differential
pressure between in front of CPF and in the back of CPF, DPS outputs linear signal from 0-5V.
Using output signal, DPS detects the amount of soot, sulfide, SOF (soluble organic fraction) to
determine if CPF regeneration is needed.
4. Symptoms of Trouble

Engine check lamp is blinking and CPF regeneration is prohibited. So soot inside CPF could be
increase and at worst case filter can be blocked.

Normal output
4.5V

Output
voltage

1V

0V
0 100
Differential pressure (kPa)
< Specifications > < Circuit Diagram (R-engine) >
5.3 Exhaust Gas Temperature Sensor

Exhaust gas
temperature sensor

DOC

CPF Exhaust Gas

Temp Sensor

1. Role and Function

Exhaust Gas Temperature Sensor (EGTS) #1 for VGT is installed on exhaust manifold and
senses the temperature of exhaust gas flowing into the VGT (R-engines have no exhaust gas
temperature sensor for VGT protection and a modeled value is used for VGT protection).
Exhaust Gas Temperature Sensor (EGTS) #2 for CPF is installed on Diesel Particulate Filter
(CPF) assembly and senses the temperature of exhaust gas flowing into the CPF.
When pre-determined engine condition is set, ECM burns soot gathered in DPF with exhaust
gas. At this time, the exhaust gas temperature is an important factor of engine condition.
2. Installation Location
Installed on the CPF.
3. Mechanism (Thermistor type)
The electrical resistance of the ECTS decreases as the temperature increases, and increases
as the temperature decreases. The reference 5V in the ECM is supplied to the EGTS via a
resistor in the ECM.
That is, the resistor in the ECM and the thermistor in the EGTS are connected in series. When
the resistance value of the thermistor in the EGTS changes according to the engine coolant
temperature, the output voltage also changes.
4. Symptoms of Trouble

CPF signal is detected over maximum set temperature(900℃),- In case that exhaust gas
temperature on the rear side of CPF is abnormally increased -, for more than 1sec.
Therefore, check component or vehicle is driven in severe driving condition. or Check that HC
gas is flown to catalyst converter at front side of CPF which is resulting from low compression
ratio and faulty in/exhaust valve or back leak at injector nozzle.
*. In case that real exhaust gas temperature reaches up to 900℃, engine and exhaust line(Turbo
charger), CPF can be damaged.

Resistance(㏀
Temperature [℃(℉)]
)
100(212) 289.0 ~ 481.0
300(572) 5.30 ~ 6.61
600(1,112) 0.35 ~ 0.38
900(1,652) 0.08 ~ 0.09

< Specifications > < Circuit Diagram (R-engine) >

5.4 CPF

DOC
Exhaust Gas
Temp sensor

CPF
Differential
Pressure Pipe

1. Role and Function

The Catalyst Particulate Filter (CPF) system prevents Particulate Matter (PM) from being
discharged to the atmosphere and consists of a filter assembly, two Exhaust Gas Temperature
Sensor (EGTS) and a Differential Pressure Sensor (DPS).The filter is integrated in the catalytic
converter assembly and has honeycomb cell structure which can filter the PM in the exhaust gas.
While the exhaust gas passes the CPF, the PM is gathered in the CPF and the others (CO2, NO,
etc.) are discharged to the atmosphere via muffler. This gathered PM in CPF is called "soot".
2. Installation Location
Installed at the back of the exhaust manifold.
3. Mechanism
Post-combustion Particulate Matter (PM) is filtered by a fine mesh in the CPF.

4. Symptoms of Trouble
A blocked CPF filter prevents efficient exhaust gas discharge. An increased exhaust pressure
can cause engine output loss or an engine stall.
 CPF Regeneration

If there are much soot in the CPF, the CPF must be regenerated. ECM can calculate amount of
the soot by using the DPS signal, vehicle mileage or simulation data. If the ECM determines the
CPF is need to regenerate, it will perform "Regeneration Procedure" when the vehicle condition
is corresponded with the predetermined one (Regeneration Mode).

To burn the soot, the ECM injects additional fuel in the cylinders during exhaust stroke (two Post
Injection) and increases the exhaust gas temperature to burning temperature of the soot (above
600℃). At this time, the soot are burn and its ash remains in the CPF as a result of the
combustion.

※ CPF regeneration control will be explained in Diesel Engine Diagnosis in the Level 3 Course.
CPF regeneration using a GDS is explained on the following page.
 CPF Regeneration Procedure by GDS

a. When
This procedures is to forcibly regenerate the CPF with scan tool when the CPF doesn't have
been regenerated during driving. For example, if the vehicle has repeated "Low speed driving"
or "Short distance driving," the DPF regeneration procedure cannot be proceeded because
"Regeneration Mode" is not enabled.
b. How
Forced regeneration using diagnostic equipment is divided into a starting, pre-heating, cooling
and completion stage. The overall time required is 15 to 20 minutes.

 Select CPF regeneration  Check regeneration Condition  Check mileage and engine
Function running time

 Start regeneration  Increase Exhaust Gas Temp

(increase engine RPM, initiate (584℃)
Post Injection)

If performing the CPF service regeneration mode indoors, fire or burn injuries may occur by high-
temperature exhaust gas. Therefore the CPF service regeneration mode must be performed in a outdoor
safe zone.
Lesson 6. Miscellaneous
6.1 APS (Acceleration pedal Position Sensor)

- Non-contact type
Accel. pedal
- Sensor #1, #2 signal input

1. Function and Role

On electronic injection systems, there is no longer a load lever that mechanically controls the
fuelling. The flow is calculated by the ECM depending on a number of parameters,
including pedal position, which is measured using a potentiometer.
2. Installation Location
Installed at the bottom right of the driver seat and next to the brake pedal.
3. Mechanism
The pedal sensor has two potentio-meters whose slides are mechanically solid. The two
potentiometers are supplied from distinct and different power sources so that the driver's request
can be identified more reliably with the redundant information. A voltage is generated across the
potentiometer in the acceleration position sensor as a function of the accelerator-pedal setting.
Using a programmed characteristic curve, the pedal's position is then calculated from this
voltage.
4. Symptoms of Trouble
APS1 and 2 do not share power supply and ground. Normally, APS2 output voltage is half of
APS1's. If the ratio of two signals is outside the specified value, this error is recognized and the
Limp home mode is activated.
When Limp Home mode is activated, engine speed is fixed at 1200RPM and driving
performance is limited to prevent excessive power generation due to APS false signal.

Output
voltage (V) 5
Reference Voltage
3.8~4. APS1 signal
4 Ground
2.5 ECM Reference Voltage
1.93~2.18
APS2 signal
0.7~0. Ground
8
2.29~0.46 Pedal stroke

C.T W.O.T Stroke (mm)

< Specifications > < Circuit Diagram >

6.2 FTS (Fuel Temperature Sensor)

1. Function and Role

Fuel Temperature Sensor(FTS) senses the temperature of fuel supplied to high pressure pump.
Fuel temperature is limited to protect fuel in the high pressure pump and injectors from being
damaged due to rapid deterioration by vapor-lock, which can occur at high temperatures or
destruction of the oil membrane.
2. Installation Location
Installed on the fuel feed line.
3. Mechanism
Fuel Temperature Sensor is NTC thermistor installed in fuel supplying line.

4. Symptoms of Trouble
Fuel temperature is limited (engine power is limited) to keep fuel temperature from reaching at
120 C.
This limit is to protect fuel line such as high pressure pump and injectors from damages due to
rapid deterioration by vapor-lock phenomenon which can occur at high temperature or
destruction of oil membrane. Fixed at 80℃ in the event of failure.

Temperature [°C(°F)] Resistance(㏀)

-10 (14) 9.45
20 (68) 2.27 ~ 2.73
80 (176) 0.30 ~ 0.32
120 (248) 0.11

< Specifications > < Circuit Diagram >

6.3 Lambda sensor

1. Function and Role

The Lambda (λ) Sensor is also called the Wide Range Oxygen Sensor, and it is
mounted on the exhausted manifold. The ECM uses the oxygen concentration data from the
emission gas detected by the Lambda Sensor to compensate the fuel injection amount, and
engages in precision control of the EGR. In addition, the fuel amount is appropriately controlled
during max engine load to control the smoke limitation created by rich fuel mixture.
2. Installation Location
Installed at the back of the exhaust manifold.
3. Mechanism

The ECM computes the fuel economy via supplying the current or receiving the current
depending on the oxygen concentration in the emission gas so that the Lambda Sensor current
equals λ=1.0. When ECM is supplying the current, it signifies that the ECM determined low
oxygen concentration, and when the ECM is receiving the current, then the ECM determined
high oxygen concentration.
4. Symptoms of Trouble
If the brake-pedal-on signal is inputted in the ECM while the vehicle is moving and the
acceleration pedal pressed, the ECM determines acceleration pedal sensor failure and the
system goes into the Limp home mode. When the system enters the Limp home mode, the
engine RPM is fixed at 1,200 RPM and the output is limited (the Limp home mode is disengaged
when the normal acceleration pedal sensor signal is detected).

Item Specification
Heater Resistance (Ω) 2.4 ~ 4.0 [20℃(68℉)]

Specifications

Condition Service data (Sensor voltage, B1S1)

Idle Uniform output in the vicinity of 1.5V
Rich Voltage decrease to 0.96V(Min λ ≈ 0.8)
Lean Voltage increase to 3.97V(Maxλ ≈ 1.7)

< Reference> < Circuit Diagram >

6.4 Water Sensor in Fuel Filter

Filter cover
Fuel inlet Fuel
outlet
Paper filter
element

Case

Water
reservoir
Water Separator
Warning Lamp Water
drain screw

1. Function and Role

Diesel fuel filter can seperate water from fuel. If water is detected more than a specified amount
by the "water sensor" installed at the bottom of fuel filter, the "fuel warning lamp" on the cluster
turns on.
Especially for the high pressure pump or injectors of common rail diesel engine, water is fatal.
Because water causes poor lubrication and corrosion in such high precision devices, it leads to
engine hesitation. In order to prevent this harsh condition to the engine, the "water warning
lamp" turns on to let driver relief the gathered water from the filter and the engine power
generation becomes limited.
2. Installation Location
t is installed on bottom end of fuel filter.
3. Mechanism

If sensing prove of water sensor contacts with water, impressed voltage on prove is grounded to
chassis ground, then 12V is outputted from signal line. With this method, ECM recognizes the
amount of water.
4. Symptoms of Trouble
There is no specific DTC for water sensor trouble. The water warning lamp lights up on the
cluster if excess moisture is present in the filter. The vehicle itself does not experience issues
from a water sensor failure. However, inability to detect moisture can corrode fuel components
and parts damage from lubrication shortage, and engine abnormalities can occur also.
※ Information: Without presence of water, the lamp should flash for 2 seconds and turn off
afterward in order that this system has normal condition.

Item Specification
Warning level (cc) 53 ~ 63

< Circuit Diagram >

< Specifications >
Lesson 7. Basic Inspection and Adjustment
The following are the basic inspections and adjustments to be carried out on a diesel engine.

7.1 IQA Code Input (Injection Quantity Adjustment)

1. Why?
The nature of injector production results in a fuel injection volume deviation. By entering an
injection volume for each injector in the ECM, more precise fuel injection volume control is
possible.

2. When?
Input the injector data (IQA) to the ECM when mounting a new ECM or replacing the injector

3. How?
a. Turn ignition switch OFF.
b. Connect the GDS to Data Link Connector (DLC).
c. Turn ignition switch ON.
d. Select "Vehicle, Model year, Engine, System."
e. Select "Vehicle S/W Management."
f. Select "injector Specific Data."
g. Perform the procedure in accordance with the message.
h. After selecting "OK" on the "Writing success" message, turn ignition switch OFF.
i. In about 10 seconds, turn ignition switch ON and recheck the injector specific data
memorized in the ECM.
7.2 Engine Test Function
Compression test, Idle Speed Comparision, Injection Quantity Comparison
1. Why?
This work is an engine test function. No specific symptoms when not performed. If a
compression pressure or injector issue is suspected in the combustion chamber, the GDS can
be used for a quick inspection.

2. When?
If engine hesitation occurs, or the insufficient engine output is suspected.

3. How?
a. Turn ignition switch OFF.
b. Connect the GDS to Data Link Connector (DLC).
c. Turn ignition switch ON.
d. Select "Vehicle, Model year, Engine, System."
e. Select "Vehicle S/W Management."
f. Select "Engine Test Function.“
g. Select "Compression Test,“ "Idle Speed Comparision." "Injection
Quantity Comparison."
h. Perform the test in accordance with the message.

 Compression test
Allows you to determine if compression is taking place satisfactorily in the combustion chamber.
If a cylinder's engine speed is higher than the other cylinders, the cylinder's compression
pressure is low.

1 2

3 4
 Idle Speed Comparision
This test measures the rotational speed of each cylinder with the injection volume of injectors
not compensated by the ECU. It allows the identification of injectors with notable injection
volume deviations.

1 2

 Injection Quantity Comparison

This test measures the rotational speed of each cylinder with the injection volume of injectors
not compensated by the ECU. As the test is conducted in a state identical to an actual
combustion, any fuel system issues can be identified if a significant speed difference exists
between cylinders or if excessive injection volume compensation is found.

1 2

3
7.3 Bleeding Air procedure

1. Why?
Protect the high-pressure pump and minimize engine ignition delays A lubricant is used to fuel
the high-pressure pump of diesel engines. If the high-pressure pump starts up when the low-
pressure line is filled with air, lubrication will fail and pump damage can occur.

2. When?
After removing or replacing the part below, bleed air in low pressure fuel circuit.
• Fuel Tank
• Fuel sender
• Fuel filter
• High pressure fuel pump
• Low pressure fuel lines

3. How?
a. Turn ignition switch OFF.
b. Connect the GDS to Data Link Connector (DLC).
c. Turn ignition switch ON.
d. Select "Vehicle, Model year, Engine, System."
e. Select "Vehicle S/W Management."
f. Select "Fuel line Air removal."
g. Perform the procedure in accordance with the message.

1 2

※ U-engine : A priming pump is attached to the fuel filter for air discharge.
7.5 High pressure test

1. Why?
This test is designed to check the pressure generated by the high pressure pump.

2. When?
Low-pressure line is normal but high-pressure fuel is not obtained

3. How?
a. Connect the plugged rail to the high pressure pump outlet
b. Connect the rail pressure sensor to the CRDI pressure gauge by using
one of the adapter cables.
c. Connect the rail pressure control valve (RPCV) to the positive and
negative pole by using one of the adapter cables.
d. Connect scan tool
e. Check and erase any DTC s if present,
f. Read the rail pressure while cranking for maximum 5 seconds (an
additional battery may be required), starter speed must be greater than
200 rpm.

If the pressure reached during cranking is less than 1050 bar (Bosch1) or 1300 bar (Bosch 2 or
Delphi), the high pressure pump must be replaced. Symptoms of a defective high pressure
pump are delayed engine start or a or leaking rail pressure control valve.