ECD SYSTEM > Lack of Power or Hesitation

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DESCRIPTION

HINT:

1. Specified values in the following troubleshooting flowchart are for reference only. Variations in the Data List values may occur depending on the measuring conditions or the vehicle age. Do not judge the vehicle to be normal even when the Data List values indicate a standard level. There are possibly some concealed factors of the malfunction.
   
2. Check that the vehicle has not been modified in any way prior to the vehicle inspection.
   
3. This troubleshooting procedure checks for the cause of an obvious lack of engine power (e.g. the vehicle speed does not reach the target speed in the high speed range) while the vehicle is being driven.
   

1. Engine Control
   
   

   Mass Air Flow Meter 

   Component		Mass air flow meter
   Main fault		Decrease in performance (foreign matter is stuck)
   Symptoms		Lack of power, black smoke
   Data List		MAF
   HINT: The maximum fuel injection volume is controlled according to the output from the mass air flow meter.

   
   

   Intake System 

   Component		Intake system
   Symptom: Main fault		Lack of power (No black smoke): air filter blockage, Air duct is crushed/leaking Black smoke (No lack of power): Leakage between the turbo and intake manifold
   Data List		MAP (intake manifold absolute pressure) Target Booster Pressure When the accelerator is fully depressed, if MAP is 15 kPa lower than Target Booster Pressure for more than 5 seconds then a lack of power will be felt.

   
   

   Turbocharger System 

   Component		Turbocharger system
   Main fault		Air leak in the turbocharged air passage Turbo motor driver not operating well Turbocharger (turbine, bearing)
   Symptoms		Lack of power (when vehicle starting, when vehicle under heavy load) (Black smoke is not emitted when racing while vehicle stopped)
   Data List		MAP (intake manifold absolute pressure), Target Booster Pressure When the accelerator is fully depressed, if MAP is 15 kPa lower than Target Booster Pressure for more than 5 seconds then a lack of power will be felt. With the ignition switch ON or during idling, MAP = atmospheric pressure (standard atmospheric pressure = 101 kPa). When the engine speed is about 1500 rpm or more, the turbocharger starts to take effect and MAP becomes higher than atmospheric pressure. Atmospheric pressure increases 1 kPa each time altitude increases by 100 m, and is also affected by the current weather conditions. VN Turbo Command 0%: Vanes fully open (drive rod contracts) Over 90%: Vanes fully closed (drive rod expands and turbo operates effectively)
   Diagnostic Point		Using the Active Test "Test the Turbo Charger Step Motor", check the drive rod movement. Check the drive rod movement when the ignition switch is turned from ON to off.

   
   

   Exhaust System 

   Component		Exhaust system
   Main fault		Blockage
   Symptoms		Lack of power (high engine speed, when vehicle under heavy load)
   Data List		MAP (intake manifold absolute pressure) When the accelerator is fully depressed, if MAP is 15 kPa lower than Target Booster Pressure for more than 5 seconds then a lack of power will be felt.

   
   

   Glow System 

   Component		Glow system
   Main fault		Open circuit, glow plug relay fault
   Symptoms		Difficult to start, rough idle, knocking, white smoke (when cold)
   Data List		Check the glow plug indicator light
   Diagnostic Point		Try to measure the resistance of the glow plug

   
   

   Engine - 1 

   Component		Engine
   Main fault		Damaged, seized up
   Symptoms		Cannot crank, crank speed is low, strange noise

   
   

   Engine - 2 

   Component		Engine
   Main fault		Loss of compression
   Symptoms		Rough idle (lack of power always)
   Data List		Engine Speed of Cyl The engine is cranked for approximately 10 seconds, then the speed of each cylinder is measured (compression test). Indicates the speed of each cylinder when cranking. Example - Normal: Engine speed of all cylinders is approximately equal. When No. 1 cylinder compression is extremely low, "Engine speed of Cyl #1" is approximately 300 rpm, and "Engine speed of Cyl #2 to #4" is approximately 200 rpm. Usually the tester displays the value of when the engine is started. Injection Feedback Val "Injection Feedback Val" more than 2.0 mm3/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

2. Diesel Injection
   
   

   Fuel Supply Pump 

   Component		Fuel supply pump
   Main fault		-
   Symptoms		Difficult to start, engine stalling, rough idle, lack of power
   Data List		Fuel Press, Target Common Rail Pressure, Target Pump SCV Current When in a stable condition such as when idling, the fuel pressure is within +/-10000 kPa of the target fuel pressure. If the fuel pressure is 20000 kPa below the target pressure then a lack of power will be felt. If the fuel pressure is below 25000 kPa then idling will be rough. HINT: The fuel pressure changes at engine starting, but is approx. 25000 kPa at engine start after the engine is warmed up. When Target Pump SCV Current is 1530 mA or more, the suction control valve has a tendency to become stuck.
   Diagnostic Trouble Code		Even if Fuel Press is less than Target Common Rail Pressure, a DTC may not be stored.

   
   

   Fuel Filter 

   Component		Fuel filter
   Main fault		Blockage
   Symptoms		Difficult to start, engine stalling, rough idle, lack of power
   Data List		Fuel Press, Target Common Rail Pressure When in a stable condition such as when idling, the fuel pressure is within +/-10000 kPa of the target fuel pressure. If the fuel pressure is 20000 kPa below the target pressure then a lack of power will be felt. If the fuel pressure is below 25000 kPa then idling will be rough. HINT: The fuel pressure changes at engine starting, but is approx. 25000 kPa at engine start after the engine is warmed up.
   Diagnostic Trouble Code		Even if Fuel Press is less than Target Common Rail Pressure, a DTC may not be stored.

   
   

   Fuel Injector 

   Component		Fuel injector
   Main fault		Injection hole blockage Nozzle needle or valve piston does not move smoothly
   Symptoms		Rough idle, lack of power, black smoke, white smoke, knocking
   Data List		Injection Feedback Val "Injection Feedback Val" more than 2.0 mm3/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

   
   

   Pressure Control Valve 

   Component		Pressure control valve
   Main fault		Does not completely close
   Symptoms		Difficult to start, engine stall, rough idle, lack of power

   
   

   Fuel Pressure Sensor 

   Component		Fuel pressure sensor
   Main fault		Open circuit, decrease in performance (foreign matter is stuck)
   Symptoms		Difficult to start, rough idle, engine stall, lack of power
   Data List		Fuel Press, Target Common Rail Pressure Slowly raise the engine speed from idling to 3000 rpm with the vehicle stopped, and check that Fuel Press follows Target Common Rail Pressure. If the fuel pressure sensor malfunctions, the actual fuel pressure may deviate from the target fuel pressure. (However, the value may not deviate even when a malfunction is present).
   Diagnostic Trouble Code		When the fuel pressure sensor has a fault, some DTCs may be stored.

   
   

   Irregular Fuel 

   Component		Irregular fuel
   Main fault		-
   Symptoms		Difficult to start, rough idle (especially when cold)

3. Diesel EGR
   
   

   EGR System 

   Component		EGR system
   Main fault		Does not move smoothly Does not close completely
   Symptoms		Rough idle EGR valve stuck closed: A loud turbocharger sound. EGR valve stuck open: Difficult to start (does not stall), black smoke, lack of power (if there is an excess in the quantity of EGR and there is a heavy load, when the vehicle starts moving, a lack of power will be felt).
   Data List		Actual EGR Valve Pos., Target EGR Pos. Generally, Actual EGR Valve Pos. = Target EGR Pos. +/-5% (fully closed 0%, fully open 100%). Using EGR valve Active Test, check whether Actual EGR Valve Pos. follows Target EGR Pos. (the engine coolant temperature and intake air temperature should be considered when a malfunction occurs). EGR valve is fully closed when the ignition switch is turned to ON (engine stopped). EGR valve opens to the halfway point at idling after the engine warmed up.

4. Diesel Throttle
   
   

   Diesel Throttle System 

   Component		Diesel throttle system
   Main fault		Stuck, does not move smoothly
   Symptoms		Stuck closed: Lack of power, difficult to start, rough idle, engine stall, black smoke. These may occur when stuck almost fully closed. Stuck open: Turbocharger sound increases. When the engine is stopped, engine vibrations may occur.
   Data List		Actual Throttle Position, Target Throttle Position 0%: Fully open 100%: Fully closed If there is a malfunction of the throttle actuator, compare the target and actual throttle position values for the troubleshooting.

HINT:

The Data List values in the table are the results of checking one vehicle under a specific condition (engine coolant temperature, intake air temperature, atmospheric pressure etc.). Therefore, use these values for reference only.

1. Engine Control
   
   

   Engine Speed 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Engine Speed	Idling: 720 to 820 rpm	Crankshaft position sensor Crankshaft position sensor circuit	When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed.

   
   

   MAP 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   MAP	When MAP is low, there will be difficulty starting. With ignition switch ON or during idling, MAP is nearly equal to Atmosphere Pressure (standard atmospheric pressure = 101 kPa).	When MAP is low, the following conditions are possible: Diesel throttle nearly fully closed. Intake system blocked (turbocharger system also). Exhaust system blocked.	When the ignition switch is ON or the vehicle is idling, MAP (intake manifold absolute pressure) and Atmosphere Pressure are approximately equal (standard atmospheric pressure = 101 kPa). Above approx. 1500 rpm, the turbo becomes effective, and the pressure becomes higher than atmospheric pressure. Inspect while comparing with "Target Booster Pressure". With the accelerator fully open, if the MAP (intake manifold absolute pressure) is low compared to the target booster pressure by at least 15 kPa for 5 seconds or more, a feeling of insufficient power will occur.
   	Results of real-vehicle check: Ignition switch ON: 98 kPa Cranking: 98 kPa Idling (warm up the engine): 99 kPa (2 minutes after starting the vehicle) Running without load (2500 rpm): 109 kPa Running without load (3000 rpm): 131 kPa Running without load (4000 rpm): 163 kPa Running without load (4500 rpm): 173 kPa Driving with the accelerator fully open at 2000 rpm: 183 kPa Driving with the accelerator fully open at 3000 rpm: 217 kPa Driving with the accelerator fully open at 4500 rpm: 205 kPa

   
   

   MAF 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   MAF	-	MAF meter MAF meter circuit Intake system clogging, leaking Exhaust system clogging Turbocharger sub-assembly Leaking or clogging of turbocharger passages EGR valve does not close	Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc. If the value is always approximately 0 gm/sec.: Mass air flow meter power source circuit is open. VG circuit is open or shorted. If the value is always 200 gm/sec. or more: EVG circuit is open.
   	Results of real-vehicle check: Ignition switch ON: 0 gm/sec. Cranking (295 rpm): 2.72 gm/sec. Idling (warm up the engine): 5.0 gm/sec. (2 minutes after starting the vehicle and "Actual EGR Valve Pos." = 56%) Idling (warm up the engine): 8.5 gm/sec. (2 minutes after starting the vehicle and "Actual EGR Valve Pos." = 0.3%) Running without load (2500 rpm): 21.2 gm/sec. (at "Actual EGR Valve Pos." = 56%) Running without load (4500 rpm): 69.8 gm/sec. Driving with the accelerator fully open at 2000 rpm: 43.94 gm/sec. Driving with the accelerator fully open at 3000 rpm: 72.47 gm/sec. Driving with the accelerator fully open at 4500 rpm: 87.8 gm/sec.
   	HINT: The maximum fuel injection volume is controlled according to the output from the mass air flow meter. If the time of engine idling is long (approximately 20 minutes or more), EGR will be cut off. At this time, if the vehicle is driven in 5th gear at 70 km/h for 10 minutes, EGR resumes.

   
   

   Intake Air 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Intake Air	-	Intake air temperature sensor	After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.

   
   

   Coolant Temp 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Coolant Temp	Engine coolant temperature is approximately equal to intake air temperature after a long soak. After warm-up: Engine coolant temperature is 75°C (167°F) or more. In cases when the engine coolant temperature output is obviously higher than the actual engine coolant temperature, when it is cold, there will be difficulty starting due to problems with glow plugs or insufficient fuel injection. In cases when the engine coolant temperature sensor output is obviously lower than the actual engine coolant temperature, when it is warm, there will be difficulty starting (black smoke will also occur) due to an excess of injected fuel.	Engine coolant temperature sensor	If the value is -30°C (-22°F) or 120°C (248°F), the sensor circuit is open or shorted. After a long soak, the Coolant Temp, Intake Air and ambient air temperature are approximately equal.

2. Diesel Injection
   
   

   Target Common Rail Pressure 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Target Common Rail Pressure	-	-	Inspect the (actual) fuel pressure, comparing it against the common rail target value. Considered normal when the actual fuel pressure is within +/-10000 kPa of the target fuel pressure under stable conditions.
   	Results of real-vehicle check: Ignition switch ON: 25000 kPa Cranking: 21470 kPa Idling (warm up the engine): 25000 kPa (2 minutes after starting the vehicle) Running without load (2500 rpm): 35590 kPa Running without load (3500 rpm): 80200 kPa Running without load (4500 rpm): 68200 kPa Driving with the accelerator fully open at 2000 rpm: 114330 kPa Driving with the accelerator fully open at 3000 rpm: 156460 kPa Driving with the accelerator fully open at 4500 rpm: 160000 kPa

   
   

   Fuel Press 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Fuel Press	Idling: 19900 to 37000 kPa 4000 rpm: 50700 to 73000 kPa Fuel Press = Target Common Rail Pressure +/-10000 kPa at stable condition During cranking, if Fuel Press is lower than 25000 kPa, there may be difficulty starting (take care as there is a response lag when the pressure rises). When Fuel Press is lower than 25000 kPa, rough idling will occur.	If there is a fault with the fuel supply pump (lack of discharge quantity) or pressure control valve (will not fully close), the fuel pressure will drop. Also, a blocked fuel filter, leakage from fuel pipes, and lack of fuel will also make the fuel pressure drop. If air mixes with the fuel, the fuel pressure will shift away from the target fuel pressure. When there is a fault with the fuel supply pump, there is a possibility of lack of power, engine stall, rough idle and difficulty starting.	Fuel pressure is the actual common rail fuel pressure. Inspect by comparing the fuel pressure with the target fuel pressure. When in a stable condition such as when idling, the fuel pressure is within +/-10000 kPa of the target fuel pressure. The ECM uses fuel pressure for feedback control of the target fuel pressure via the supply pump. The injection amount is determined based on the injection timing and fuel pressure.
   	Results of real-vehicle check: Ignition switch ON: 140 kPa Cranking: 21920 kPa Idling (warm up the engine): 25430 kPa (2 minutes after starting the vehicle) Running without load (2500 rpm): 35550 kPa Running without load (4500 rpm): 68990 kPa Driving with the accelerator fully open at 2000 rpm: 114950 kPa Driving with the accelerator fully open at 3000 rpm: 154320 kPa Driving with the accelerator fully open at 4500 rpm: 160280 kPa

   
   

   Target Pump SCV Current 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Target Pump SCV Current	1530 mA or less	Suction control valve malfunction Clogged fuel filter	ECU-calculated value for the suction control valve actuation target current. Value is large when a high fuel pressure is desired. Value becomes stuck at 1800 mA or more or operation is poor (poor movement due to deposits, etc.). When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure.
   	Results of real-vehicle check: Cranking: 1052 mA Idling: 1167 mA Running without load (2500 rpm): 1300 mA Running without load (4500 rpm): 1188 mA Driving with the accelerator fully open at 2000 rpm: 1102 mA Driving with the accelerator fully open at 3000 rpm: 934 mA Driving with the accelerator fully open at 4500 rpm: 920 mA

   
   

   Injection Feedback Val #1 (to #4) 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Injection Feedback Val #1 (to #4)	When idling after the engine is warmed up, the fuel quantity of each fuel injector is corrected to make each cylinder engine speed equal. Cylinders more than 2 mm3/st may have a fault. HINT: Read the value after one minute of idling after warm up (engine coolant temperature above 75°C (167°F)). This value is only calculated when idling.	Injector clogging Injector deterioration Decrease in cylinder compression Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle) With fuel injector faults, other than difficulty starting, there is a possibility of rough idling, lack of power, black smoke, white smoke and knocking.	When idling after warm up, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder. Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased. "Injection Feedback Val" more than 2.0 mm3/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

   
   

   Injection Volume 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Injection Volume	-	-	If injectors are clogged, fuel quality is poor, the fuel filter is clogged, or engine friction increases, then "Injection Volume" will increase.
   	Results of real-vehicle check: Cranking: 19.58 mm3/st Idling (warm up the engine): 4.19 mm3/st (at "Actual EGR Valve Pos." = 0.3%) Idling (warm up the engine): 4.58 mm3/st (at "Actual EGR Valve Pos." = 56%) Running without load (2500 rpm): 4.68 mm3/st Running without load (4500 rpm): 8.28 mm3/st Driving in 3rd gear 60 km/h (37 mph): 9.39 mm3/st Driving in 3rd gear 60 km/h (37 mph) during PM regeneration: 26.28 mm3/st Driving with the accelerator fully open at 2000 rpm: 36.48 mm3/st Driving with the accelerator fully open at 3000 rpm: 46.97 mm3/st Driving with the accelerator fully open at 4500 rpm: 37.89 mm3/st

3. Diesel Throttle
   
   

   Actual Throttle Position 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Actual Throttle Position	When the ignition switch is turned to ON (engine stopped), the diesel throttle is fully open. When the ignition switch is turned from ON to off, the diesel throttle is fully closed temporarily. With the diesel throttle stuck almost fully closed, there is a possibility of rough idling, engine stall, black smoke, difficulty starting and lack of power.	Diesel throttle body	Closing percentage of the throttle valve. Fully closed: 100% Fully open: 0% If there is a malfunction of the throttle actuator, compare the target and actual throttle position values for the troubleshooting.
   	Results of real-vehicle check: Ignition switch ON: -1% Cranking: -1% Idling (warm up the engine): -1% Running without load (2500 rpm): 0% Running without load (4500 rpm): 0% Driving in 3rd gear 60 km/h (37 mph): -1% Driving in 3rd gear 60 km/h (37 mph) during PM regeneration: 78% Driving with the accelerator fully open at 2000 rpm: 0% Driving with the accelerator fully open at 4500 rpm: 0% Soon after engine running to ignition switch off: 0% → 99% → 0%

4. Diesel EGR
   
   

   Target EGR Position 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Target EGR Position	-	-	Fully open: 100% Fully closed: 0% Used for comparison to "Actual EGR Valve Pos". HINT: If the time of engine idling is long (approximately 20 minutes or more), EGR will be cut off. At this time, if the vehicle is driven in 5th gear at 70 km/h for 10 minutes, EGR resumes.
   	Results of real-vehicle check: Ignition switch ON: 0% Cranking: 0% Idling with EGR off (warm up the engine): 0.3% Idling with EGR on (warm up the engine): 56% Running without load (2500 rpm): 57% Running without load (4500 rpm): 0% Driving with the accelerator fully open at 2000 rpm: 0% Driving with the accelerator fully open at 3000 rpm: 0% Driving with the accelerator fully open at 4500 rpm: 0%

   
   

   Actual EGR Valve Pos. 

   Data List	Judgment of Data List Values	Faulty Component	Diagnosis Note
   Actual EGR Valve Pos.	Generally Actual EGR Valve Pos. = Target EGR Position (Fully closed = 0%, Fully open = 100%) The EGR valve Active Test can be used to check whether the Actual EGR Valve Pos. = Target EGR Position	EGR valve assembly	Fully open: 100% Fully closed: 0% Inspect while comparing to "Target EGR Position". Check the valve movement via the Active Test. Sometimes the malfunction only occurs around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred. HINT: If the time of engine idling is long (approximately 20 minutes or more), EGR will be cut off. At this time, if the vehicle is driven in 5th gear at 70 km/h for 10 minutes, EGR resumes.
   	Results of real-vehicle check: Ignition switch ON: 0% Cranking: 0% Idling with EGR off (warm up the engine): 0% Idling with EGR on (warm up the engine): 56% Running without load (2500 rpm): 56% Running without load (4500 rpm): 0.3% Driving in 3rd gear 60 km/h (37 mph): 57% Driving in 3rd gear 60 km/h (37 mph) during PM regeneration: 0.3% Driving with the accelerator fully open at 2000 rpm: 0.3% Driving with the accelerator fully open at 3000 rpm: 0.3% Driving with the accelerator fully open at 4500 rpm: 0%

HINT:

1. The purpose of the following examples is to help you understand the relationship between each Data List item when a certain malfunction occurs. Understanding this relationship helps you find the root cause easier.
   
2. The following are examples of actual malfunctions of a common rail diesel engine.
   
3. Use them for reference when diagnosing malfunctions.
   
4. These are not data of IQ 1ND-TV.
   

1. Lack of power caused by overly low boost pressure
   

   
   
   
   





2. Lack of power caused by overly low MAF
   

   
   
   
   In this example, the MAF (Mass Air Flow) value decreases greatly due to foreign matter being stuck to the MAF sensor and causes a lack of power. The maximum fuel injection volume value is limited by the MAF value. As a result, there is a lack of power due to a lack of injection volume.
   In this case, even when the accelerator is fully open, the calculated load is low (Calculated Load = Injection Volume / Maximum Injection Volume at Current Engine Speed).
   Basically, the MAP (Manifold Absolute Pressure) is approximately equal to the Target Booster Pressure and this indicates that the turbocharger functions properly.
   





3. EGR valve stuck in open position
   

   
   
   
   In this example, the EGR valve is stuck in the open position. Even with the accelerator pedal fully depressed, the EGR does not fully close and the MAF signal is low.
   Therefore, the fuel injection volume becomes limited and there is a lack of power. Jerking is also evident. At this time, even while accelerating with the accelerator fully open, the calculated load is low (Calculated Load = Current Injection Volume / Maximum Injection Volume at Current Engine Speed).
   Basically, the MAP (Manifold Absolute Pressure) is approximately equal to Target Booster Pressure and this indicates that the turbocharger functions properly.
   

WIRING DIAGRAM

INSPECTION PROCEDURE

NOTICE:

When replacing the ECM, fuel injector and/or DPF catalyst, the ECM needs Registration and Initialization (Click here).

HINT:

1. Before troubleshooting, conduct the following:
   
1. Check the fuel quality.
   
2. Check the fuel line for air.
   
3. Check the fuel system for blockages.
   
4. Check the air filter.
   
5. Check the engine oil.
   
6. Check the engine coolant.
   
7. Check the engine idling speed and maximum engine speed.
   

1. Connect the intelligent tester to the DLC3.
   

2. Turn the ignition switch to ON and turn the tester on.
   

3. Enter the following menus: Powertrain / Engine and ECT / DTC.
   

4. Read pending DTCs.
   

   Result 

   Result	Proceed to
   No DTCs are output	A
   Engine related DTCs are output	B

B	GO TO DTC CHART (Click here)

A

1. Connect the intelligent tester to the DLC3.
   

2. Start the engine and turn the tester on.
   

   HINT:

   The shift lever should be in neutral and the A/C switch and all accessory switches should be off.

3. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data.
   

4. Take a snapshot of the following Data List items with the intelligent tester during lack of power.
   

   CAUTION:

   Obey all laws and regulations, and pay attention to driving conditions while driving the vehicle.

   HINT:

   1. A snapshot can be used to compare vehicle data from the time of the malfunction to normal data and is very useful for troubleshooting. The data in the illustration below is that of a normal vehicle, but as the data varies between individual vehicles, this data should only be used for reference.
      
   2. Detailed graphs can be displayed by transferring the stored snapshot data from the tester to a PC (personal computer) with Intelligent Viewer installed.
      
   3. Move the shift lever to 2nd or 3rd gear and accelerate the vehicle with the accelerator fully open. Then, check the Data List with the engine warmed up and idling.
      
   
   

   Reference Values with Engine Speed at 2000 rpm 

   Data List	Value	Unit
   Vehicle Speed	29	km/h
   Engine Speed	2000	rpm
   Accel Position	99.60	%
   Target Booster Pressure	216.85	kPa
   MAP	183	kPa
   MAF	43.94	gm/sec
   Calculate Load	86.6	%
   Target Common Rail Pressure	114330	kPa
   Fuel Press	114950	kPa
   Target Pump SCV Current	1102.0	mA
   Injection Volume	36.48	mm3/st
   VN Turbo Command	88	%
   Actual EGR Valve Pos.	0.3	%
   Actual Throttle Position	0	%

   
   

   Reference Values with Engine Speed at 3000 rpm 

   Data List	Value	Unit
   Vehicle Speed	44	km/h
   Engine Speed	3000	rpm
   Accel Position	99.60	%
   Target Booster Pressure	215.85	kPa
   MAP	217	kPa
   MAF	72.47	gm/sec
   Calculate Load	100.0	%
   Target Common Rail Pressure	156460	kPa
   Fuel Press	154320	kPa
   Target Pump SCV Current	934.0	mA
   Injection Volume	46.97	mm3/st
   VN Turbo Command	32	%
   Actual EGR Valve Pos.	0.3	%
   Actual Throttle Position	0	%

   
   

   Reference Values with Engine Speed at 3500 rpm (Point A) 

   Data List	Value	Unit
   Vehicle Speed	52	km/h
   Engine Speed	3500	rpm
   Accel Position	99.60	%
   Target Booster Pressure	213.45	kPa
   MAP	216	kPa
   MAF	79.02	gm/sec
   Calculate Load	100.0	%
   Target Common Rail Pressure	160000	kPa
   Fuel Press	160030	kPa
   Target Pump SCV Current	922.0	mA
   Injection Volume	46.19	mm3/st
   VN Turbo Command	19	%
   Actual EGR Valve Pos.	0.3	%
   Actual Throttle Position	0	%

   
   

   Reference Values with Engine Speed at 4000 rpm 

   Data List	Value	Unit
   Vehicle Speed	59	km/h
   Engine Speed	4000	rpm
   Accel Position	99.60	%
   Target Booster Pressure	206.95	kPa
   MAP	207	kPa
   MAF	83.22	gm/sec
   Calculate Load	100.0	%
   Target Common Rail Pressure	160000	kPa
   Fuel Press	160480	kPa
   Target Pump SCV Current	919.0	mA
   Injection Volume	40.87	mm3/st
   VN Turbo Command	14	%
   Actual EGR Valve Pos.	0.3	%
   Actual Throttle Position	0	%

HINT:

Actual Examples of Malfunction (See "Diagnostic Help" menu)

1. Lack of power caused by overly low boost pressure
   
2. Lack of power caused by overly low MAF
   
3. EGR valve stuck in open position
   

NEXT

1. Check the condition of the vehicle using the snapshot taken during the lack of power.
   
   

   Result 

   Result	Proceed to
   None of the conditions below apply	A
   Fuel Press is less than "Target Common Rail Pressure - 15000 kPa" when accelerating with accelerator fully open	B
   Target Pump SCV Current 1530 mA or more	C
   One of the Injection Feedback Val #1 to 4 values is outside the range of +/-2 mm3/st when idling after warm up	D
   Injection Feedback Val #1 to #4 is within the range of +/-2 mm3/st and Injection Volume is more than 8 mm3/st when idling after warm up	E*

   HINT:

   1. *: When case "E" occurs, usually symptoms may be noticeable, such as difficult starting, rough idling, knocking or black smoke at high common rail pressure.
      
   2. If the value of Injection Volume is more than 8 mm³/st and the value of all of the Injector Feedback Val. #1 to #4 is within the threshold, replace the fuel injectors for all cylinders.
      

   In this case, there is a possibility that too much recirculated exhaust gas enters into the engine. Therefore, you should compare the Target EGR Position with the Actual EGR Valve Pos. by entering the following menus using the intelligent tester: Powertrain / Engine and ECT / Data List / Target EGR Position and Actual EGR Valve Pos.

   If the difference between Target EGR Position and Actual EGR Valve Pos. exceeds +/-10%, the EGR system may have a malfunction.

B	Go to step 14
C	Go to step 18
D	Go to step 30
E	Go to step 40

A

1. Check the condition of the vehicle using the snapshot taken during the lack of power.
   
   

   Result 

   Result	Proceed to
   MAP is less than "Target Booster Pressure - 15 kPa" (MAF is normal) when the engine speed is 3000 rpm or more with accelerator fully open	A
   MAF is low when accelerating with accelerator fully open (MAP is normal) 3000 rpm: 61 gm/sec or less 3500 rpm: 67 gm/sec or less 4000 rpm: 70 gm/sec or less HINT: If MAF (Mass Air Flow) decreases, Calculate Load will be 80% or less when accelerating with the accelerator fully open.	B
   MAP and MAF are both low when accelerating with the accelerator fully open	C
   None of the above conditions apply	D

B	Go to step 7
C	Go to step 9
D	Go to step 23

A

1. Check the vacuum hose connection (turbo pressure sensor).
   

   OK:

   Vacuum hose is connected securely.
   

NG	REPLACE VACUUM HOSE

OK

1. Connect the intelligent tester to the DLC3.
   

2. Turn the ignition switch to ON and turn the tester on.
   

3. Enter the following menus: Powertrain / Engine and ECT / Data List / MAP and Atmosphere Pressure.
   

4. Compare MAP to Atmosphere Pressure when the ignition switch is ON (do not start the engine).
   

   Standard:

   Difference between the MAP and the Atmosphere Pressure is less than 7 kPa.
   

   HINT:

   1. If MAP and Atmosphere Pressure have the same value, both are normal. If there is a difference of 7 kPa or more, compare the values to the atmospheric pressure for that day. The sensor whose deviation is the greatest is malfunctioning.
      
   2. Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by 1 kPa. Varies by weather (high atmospheric pressure, low atmospheric pressure).
      

B	REPLACE TURBO PRESSURE SENSOR (Click here)
C	Go to step 9

A
REPLACE ECM (Click here)

1. Inspect the mass air flow meter (Click here).
   

NG	REPLACE MASS AIR FLOW METER (Click here)

OK

1. Remove the electric EGR valve assembly.
   

2. Connect the electric EGR valve assembly connector.
   

3. Connect the intelligent tester to the DLC3.
   

4. Turn the ignition switch to ON and turn the tester on.
   

5. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the EGR Step Position / Data List / Actual EGR Valve Pos.
   

6. When changing the Active Test value from 0 to 100%, check that Actual EGR Valve Pos. smoothly changes to the set opening angle.
   

   OK:

   Value smoothly changes to the set opening angle.
   

7. Visually check the electric EGR control valve for deposits. If there are deposits, clean the electric EGR control valve.
   

   NOTICE:

   1. When cleaning the electric EGR control valve, make sure the valve is completely closed.
      
   2. Do not forcibly open the valve, as it may be damaged or deformed.
      
   3. When cleaning the EGR valve and the diesel throttle body, use a piece of cloth with cleaning solvent. Spraying the solvent directly onto these parts or soaking the parts in the solvent may damage the parts.
      

8. Hold the electric EGR control valve up to a light, and then from the side indicated by the arrow in the illustration, visually check that there is no clearance between the valve and body.
   

   
   
   
   

   OK:

   No light passes through (there is no clearance between the valve and body).
   

   If light passes through (there is a clearance between the valve and body), replace the electric EGR control valve assembly.
   

   HINT:

   Light passes through part A shown in the illustration even if the valve is completely closed, this is not a problem.

9. Remove the diesel throttle body assembly, intake air connector and EGR pipe connector.
   

10. Remove the deposits from those parts and clean them.
    

    NOTICE:

    1. When cleaning the EGR valve and the diesel throttle body, use a piece of cloth with cleaning solvent. Spraying the solvent directly onto these parts or soaking the parts in the solvent may damage the parts.
       
    2. Extreme care must be taken to prevent the removed deposits from falling into the engine unit during cleaning.
       

    HINT:

    1. Remove the intake manifold from the cylinder head when it has to be cleaned.
       
    2. Do not leave any deposits in the EGR valve assembly when cleaning the valve.
       

11. Reinstall the electric EGR valve assembly, diesel throttle body assembly, intake air connector and EGR pipe connector.
    

NG	REPLACE ELECTRIC EGR VALVE ASSEMBLY (Click here)

OK

1. Connect the intelligent tester to the DLC3.
   

2. Turn the ignition switch to ON and turn the tester on.
   

3. Enter the following menus: Powertrain / Engine and ECT / Data List / Accel Position.
   

4. Read the value.
   
   

   Standard Value:

   
   

   Condition	Standard Value
   Accelerator pedal released	0%
   Accelerator pedal depressed	95% or more
   Accelerator pedal released → depressed HINT: Make sure the Accel Position opening angle changes smoothly.	0 to 95% or more

NG	REPLACE ACCELERATOR PEDAL ASSEMBLY (Click here)

OK

1. Inspect the diesel throttle body assembly (Click here).
   

NG	REPLACE DIESEL THROTTLE BODY ASSEMBLY (Click here)

OK

1. Check for air leakage and blockage between the air cleaner and turbocharger, and between the turbocharger and intake manifold.
   

   HINT:

   1. Check that the intercooler is not clogged with foreign matter.
      
   2. Check that there are no disconnected, pinched or leaking hoses or pipes.
      
   3. Check that there are no modifications made by the user.
      

   OK:

   No leakage or blockage.
   

NG	REPAIR OR REPLACE MALFUNCTIONING PARTS

OK

1. Inspect the turbocharger sub-assembly (Click here).
   

NG	REPLACE TURBOCHARGER SUB-ASSEMBLY (Click here)

OK

1. Check whether the lack of power has been successfully repaired.
   

   OK:

   Malfunction has been repaired successfully.
   

   HINT:

   Symptoms may have appeared due to carbon deposits, etc.

NG	Go to step 38

OK
END

1. Bleed the air from the fuel system (Click here).
   

NEXT

1. Check whether the lack of power has been successfully repaired.
   

   HINT:

   Fuel Press is within +/-10000 kPa of Target Common Rail Pressure.

   OK:

   Malfunction has been repaired successfully.
   

NG	Go to step 16

OK
END

1. Check the following items, and repair or replace the malfunctioning part if necessary.
   

   1. Check for fuel filter clogging.
      

   2. Check for fuel freezing in the fuel line.
      

   3. Check for clogging or leaks in the fuel pipe and hose between the fuel tank and fuel supply pump.
      

NEXT

1. Connect the intelligent tester to the DLC3.
   

2. Turn the ignition switch to ON and turn the tester on.
   

3. Enter the following menus: Powertrain / Engine and ECT/ Active Test / Test the Fuel Leak / Data List / Fuel Press, Target Common Rail Pressure and Target Pump SCV Current.
   

4. Take a snapshot with the tester during the Active Test.
   

   HINT:

   Detailed graphs can be displayed by transferring the stored snapshot data from the tester to a PC (personal computer) with Intelligent Viewer installed.

5. Maintain the engine speed of 3500 rpm, and then press the "Start" button.
   

6. Measure the difference between the target fuel pressure (Target Common Rail Pressure) and the actual fuel pressure (Fuel Press) when the Active Test / Test the Fuel Leak is performed.
   

   
   
   
   

   HINT:

   1. The EPS, ABS and SRS warning lights may blink when the engine speed exceeds 3500 rpm during this test.
      
   2. To ensure accurate measurements, perform the Active Test with measurements 5 times or more.
      

   Standard:

   The difference between the target fuel pressure and the actual fuel pressure is less than 15000 kPa when the target fuel pressure reaches the maximum value approximately 2 seconds after the Active Test starts.
   

7. Read the value of Target Pump SCV Current in the Data List when the "Test the Fuel Leak" Active Test is performed.
   

   Standard current :

   Target Pump SCV Current is less than 1530 mA.
   

   HINT:

   If the value of Target Pump SCV Current stored in the snapshot is higher than the standard, the intermittent suction control valve is probably stuck.

NG	Go to step 18

OK
END

1. Disconnect the suction control valve connector.
   

2. Disconnect the ECM connector.
   

3. Measure the resistance according to the value(s) in the table below.
   

   Standard Resistance (Check for Open):

   Tester Connection	Condition	Specified Condition
   B42-2 - B9-12 (PCV)	Always	Below 1 Ω

   Standard Resistance (Check for Short):

   Tester Connection	Condition	Specified Condition
   B42-2 or B9-12 (PCV) - Body ground	Always	10 kΩ or higher

4. Reconnect the suction control valve connector.
   

5. Reconnect the ECM connector.
   

NG	REPAIR OR REPLACE HARNESS OR CONNECTOR

OK

1. Disconnect the inlet hose from the fuel supply pump.
   

2. Operate the priming pump and check that fuel is being supplied to the fuel supply pump.
   

   OK:

   Fuel is properly supplied to the fuel supply pump when the priming pump is operated.
   

   HINT:

   1. When there is a lack of fuel, fuel pressure drops.
      
   2. Check for fuel filter clogging.
      
   3. Check for fuel freezing in the fuel line.
      
   4. Check for clogging or leaks in the fuel pipe and hose between the fuel tank and fuel supply pump.
      

NG	Go to step 44

OK

1. Replace the fuel supply pump (Click here).
   

NEXT

1. Bleed the air from the fuel system (Click here).
   

NEXT

1. Check whether the lack of power has been successfully repaired.
   

   HINT:

   Fuel Press is within +/-10000 kPa of Target Common Rail Pressure.

NEXT
END

1. Drive the vehicle at a constant engine speed of 2000 rpm or more (shift position: 3rd) and a vehicle speed within 60 to 100 km/h (37 to 62 mph) for 5 minutes or more.
   

   CAUTION:

   Obey all laws and regulations, and pay attention to driving conditions while driving the vehicle.

2. Connect the intelligent tester to the DLC3.
   

3. Turn the ignition switch to ON and turn the tester on.
   

4. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or more.
   

5. Enter the following menus: Powertrain / Engine and ECT / Data List / PM Accumulation Ratio.
   

6. Check the PM Accumulation Ratio at an engine speed of 4000 rpm without load.
   

   HINT:

   1. When reading the values of Data List, confirm that PM regeneration is not activating (value of "After Injection Period" is 0) by entering the following menus: Powertrain / Engine and ECT / Data List / After Injection Period.
      If PM regeneration is activating (value of "After Injection Period" is not 0), drive the vehicle until the PM regeneration is complete (value of "After Injection Period" becomes 0).
      
   2. Detailed graphs can be displayed by transferring the stored snapshot data from the tester to a PC (personal computer) with Intelligent Viewer installed.
      

   Standard:

   PM Accumulation Rate is less than 40%.
   

7. Fully depress the accelerator pedal for 5 seconds and then release it when the vehicle is stopped (A).
   

8. Repeat procedure A 10 times (B).
   

9. Check for black smoke emission during the above procedures A and B.
   

   OK:

   Black smoke is emitted less than 5 times.
   

   HINT:

   Even if the black smoke is very thin, count the black smoke emission if there is any visible smoke.

   
   

   Result 

   Differential Pressure (kPa)	Note	Proceed to
   Except below	-	A
   Black smoke is emitted 5 times or more	The DPF catalyst cannot trap PM because it is melted or cracked, and therefore must be replaced. Also, if a piece of the catalyst breaks off, due to melting or another condition, and enters the exhaust pipe downstream, the exhaust pipe could be blocked, possibly causing a different malfunction. Therefore, when replacing the DPF catalyst, visually inspect the rear surface of the DPF filter substrate to determine if replacement of the exhaust pipe is necessary.	B
   PM Accumulation Rate 40% or more at 4000 rpm (No engine load)	An extremely large amount of PM (Particulate Matter) has accumulated in the DPF catalyst. If DPF catalyst regeneration is performed in this condition, the heat generated will be excessive, possibly causing another malfunction. Therefore, replace the DPF catalyst.	C

   HINT:

   1. If the PM Accumulation Rate is more than about 135% at an engine speed of 4000 rpm without load, DTC P2463 (Diesel Particulate Filter Restriction - Soot Accumulation) will be present.
      
   2. If the Differential Pressure outputs a negative value when the engine is maintained at an engine speed of 3000 rpm with no load, the hose and pipe connections may be incorrect.
      

B	REPLACE EXHAUST TAIL PIPE ASSEMBLY (DPF CATALYTIC CONVERTER) (Click here)
C	Go to step 47

A

1. Check the temperature when the lack of power occurs.
   
   

   Result 

   Result	Proceed to
   Poor acceleration only when engine is cold	A
   Poor acceleration when engine is cold and warm	B

B	Go to step 27

A

1. Inspect the engine coolant temperature sensor (Click here).
   

   HINT:

   Confirm that the engine coolant temperature is 60°C or more using the intelligent tester, and then leave the vehicle overnight (7 hours or more). The actual engine coolant temperature and atmosphere temperature should be very similar.

NG	REPLACE ENGINE COOLANT TEMPERATURE SENSOR (Click here)

OK

1. Check the pre-heating control circuit (Click here).
   

NG	REPAIR OR REPLACE MALFUNCTIONING PARTS

OK

1. Read the injector compensation codes (Click here).
   

   OK:

   Compensation codes stored in the ECM match the compensation codes of the installed fuel injectors.
   

NG	Go to step 49

OK

1. Check that fuel with a low cetane number is used.
   

NEXT

NEXT
END

1. Read the injector compensation codes (Click here).
   

   OK:

   Compensation codes stored in the ECM match the compensation codes of the installed fuel injectors.
   

NG	Go to step 49

OK

HINT:

Use this Active Test to determine the malfunctioning cylinder.

1. Connect the intelligent tester to the DLC3.
   

2. Start the engine and turn the tester on.
   

3. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Cylinder #1 to #4 Fuel Cut.
   

   HINT:

   1. DTCs may be output after this Active Test. Make sure to check for DTCs after this Active Test. If any DTCs are output, make sure to clear them (Click here).
      
   2. If the engine idle speed does not change when a fuel injector is disabled, the cylinder being tested is malfunctioning.
      
   3. If the cylinder being tested is normal, there will be a significant change in idle speed when the fuel injection is stopped for that cylinder.
      

NEXT

HINT:

The speed of each cylinder can be measured (compression test) by using the intelligent tester.

1. Warm up the engine.
   

2. Turn the ignition switch off.
   

3. Connect the intelligent tester to the DLC3.
   

4. Turn the ignition switch to ON and turn the tester on.
   

5. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression / All Data / Engine Speed of Cyl #1, Engine Speed of Cyl #2, Engine Speed of Cyl #3, Engine Speed of Cyl #4 and Av Engine Speed of All Cyl.
   

6. Push the snapshot button to turn the snapshot function on.
   

   HINT:

   Using the snapshot function, data can be recorded during the Active Test.

7. While the engine is not running, press the RIGHT or LEFT button to Change the Cylinder Compression to ON.
   

   HINT:

   After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode.

8. Crank the engine for about 10 seconds.
   

9. Monitor the engine speed (Engine Speed of Cyl #1 to #4, Av Engine Speed of All Cyl) displayed on the tester.
   

   HINT:

   After approximately 10 seconds of engine cranking, the engine speed measurement of each cylinder will change to the actual engine speed.

   NOTICE:

   1. Do not crank the engine continuously for 20 seconds or more.
      
   2. If Check the Cylinder Compression needs to be performed after it is turned ON and performed once, press Exit to return to the Active Test menu screen. Then perform Check the Cylinder Compression again.
      
   3. Use a fully-charged battery.
      

10. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
    

    NOTICE:

    If the Active Test is changed to OFF while the engine is being cranked, the engine will start.

11. Push the snapshot button to turn the snapshot function off.
    

12. Select the recorded data and display the data as a graph.
    

13. Check the change in engine speed values.
    
    

    Result 

    Result	Proceed to
    Except below	A
    The values of Engine Speed Cyl #1 to #4 are within +/-10 rpm of each other.	B

    HINT:

    When cranking, if the speed of a cylinder is approximately 100 rpm more than the other cylinders, there is probably a complete loss of compression in that cylinder.

B	Go to step 34

A

1. Check the cylinder compression pressure (Click here).
   

NG	CHECK ENGINE TO DETERMINE CAUSE OF LOW COMPRESSION

OK

HINT:

The injector assembly is determined to be faulty as the corresponding cylinder is malfunctioning but has no compression loss.

1. Replace the injector assembly of the malfunctioning cylinder (Click here).
   

NEXT

1. Register the injector compensation code (Click here).
   

2. Perform Pilot Quantity Learning Values Reset (Click here).
   

NEXT

1. Bleed the air from the fuel system (Click here).
   

NEXT

NEXT
END

1. Check if 3 mm (0.12 in.) or more of carbon is accumulating on the intake manifold, cylinder head, etc. and if so, clean it off.
   

NEXT

NEXT
END

1. Replace the injector assemblies (Click here).
   

NEXT

1. Register the injector compensation code (Click here).
   

2. Perform Pilot Quantity Learning Values Reset (Click here).
   

NEXT

1. Bleed the air from the fuel system (Click here).
   

NEXT

NEXT
END

1. Check and replace the clogged fuel pipe.
   

NEXT

1. Bleed the air from the fuel system (Click here).
   

NEXT

NEXT
END

1. Connect the intelligent tester to the DLC3.
   

2. Start the engine and turn the tester on.
   

3. Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the DPF Rejuvenate (PM) / Data List / Exhaust Temperature B1S1, Exhaust Temperature B1S2 and DPNR/DPF Status Reju(PM).
   

4. Perform the Active Test and then drive the vehicle at a constant engine speed of 2000 rpm or more (shift position: 3rd) and a vehicle speed within 60 to 100 km/h (37 to 62 mph).
   

   CAUTION:

   Obey all laws and regulations, and pay attention to driving conditions while driving the vehicle.

   HINT:

   While the Active Test / Activate the DPF Rejuvenate (PM) is performing, the accelerator pedal opening angle should be kept as constant as possible.

5. Confirm that both Exhaust Temperature B1S1 and Exhaust Temperature B1S2 reach 250°C (482°F) or more and the DPNR/DPF Status Reju(PM) turns from "Ready" to "Operate".
   

   HINT:

   1. If the DPNR/DPF Status Reju(PM) does not turn from "Ready" to "Operate", drive the vehicle again with increased engine or vehicle speed until both Exhaust Temperature B1S1 and Exhaust Temperature B1S2 reach 250°C (482°F) or more.
      
   2. Perform Active Test / Activate the DPF Rejuvenate(PM) until the DPNR/DPF Status Reju(PM) displays "Compl".
      

NEXT

1. Connect the intelligent tester to the DLC3.
   

2. Start the engine and turn the tester on.
   

3. Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the DPF Rejuvenate (PM) / Data List / Exhaust Temperature B1S1, Exhaust Temperature B1S2 and DPNR/DPF Status Reju(PM).
   

4. Perform the Active Test and then drive the vehicle at a constant engine speed of 2000 rpm or more (shift position: 3rd) and a vehicle speed within 60 to 100 km/h (37 to 62 mph).
   

   CAUTION:

   Obey all laws and regulations, and pay attention to driving conditions while driving the vehicle.

   HINT:

   While the Active Test / Activate the DPF Rejuvenate (PM) is performing, the accelerator pedal opening angle should be kept as constant as possible.

5. Confirm that both Exhaust Temperature B1S1 and Exhaust Temperature B1S2 reach 250°C (482°F) or more and the DPNR/DPF Status Reju(PM) turns from "Ready" to "Operate".
   

   HINT:

   1. If the DPNR/DPF Status Reju(PM) does not turn from "Ready" to "Operate", drive the vehicle again with increased engine or vehicle speed until both Exhaust Temperature B1S1 and Exhaust Temperature B1S2 reach 250°C (482°F) or more.
      
   2. Perform Active Test / Activate the DPF Rejuvenate(PM) until the DPNR/DPF Status Reju(PM) displays "Compl".
      

NEXT
END

1. Register the injector compensation code (Click here).
   

2. Perform Pilot Quantity Learning Values Reset (Click here).
   

NEXT

NEXT
END