Toyota Avensis DPF

00400034E

SERVICE BULLETIN FUEL INJECTION PUMP

ECD03-02E October, 2003

NEW PRODUCTS DENSO AUTHORIZED ECD SERVICE DEALERS ONLY

SUBJECT: New Common Rail System with DPNR for TOYOTA Avensis 1. Application Vehicle Name

Vehicle Model

Engine Model

Exhaust Volume

Start of Production

 Avensis

CDT-250

1CD-FTV

2.0L

Sept. 15, 2003

DENSO P/N

Manufacturer P/N

Remarks

Supply Pump

294000-0172

22100-27020

Injector

095000-5260

23670-27050

ECU

MB175800-6380

89661-05830

EDU

101310-5381

89870-20110

Rail Pressure Sensor

499000-6080

89458-60010

Pressure Discharge Valve

294290-0041

23990-27010

 Accelerator Pedal Position Sensor (RH)

198300-3020

89281-35020

 Accelerator Pedal Position Sensor (LH)

198300-3010

89281-47010

Coolant Temperature Sensor

179700-0160

89422-35010

Crankshaft Position Sensor

029600-1010

90919-05042

Cylinder Recognition Sensor

029600-0251

90919-05012

Intake Air Pressure Sensor

079800-5130

89421-20210

E-VRV

139700-0850

25819-27050

EGR Valve

135000-7110

25620-27100

Exhaust Fuel Addition Injector

297700-0010

23710-27010

For DPNR system

DPNR Element

069800-9690 069800-9700

 A9945-20514  A9945-21511

For DPNR system

 A/F Sensor 

192400-0390 192400-0400

89467-20040 89467-20050

For DPNR system

Exhaust Gas Temperature Sensor 

265600-0490 265600-0500

89425-20340 89425-20350

For DPNR system

Differential Pressure Sensor

104990-1000

89480-20020

For DPNR system

2. System Components Part Numbers Part Name

With flow damper  

SERVICE DEPARTMENT 0310-IT-146 Printed in Japan

3. Outline  A DPNR system has been added to the conventional Avensis common rail system. (Refer to Service Bulletin ECD 99-03 and E-ECD 02-03 section '3. Outline' for a general description of  the conventional Avensis common rail system.) DPNR is an abbreviation of Diesel Particulate and NOx Reduction, and the main alterations made to reduce PM (carbon particulate matter) and NOx are as follows. (1) Low Low tempera temperature ture combu combusti stion on contro controll Recirculating a large portion of the exhaust gas into the intake side reduces the combustion temperature: reduced NOx and PM emissions. (2) After-injection  An injection following the main injection raises the exhaust gas temperature: catalyst activation. (3) Exhaust gas fuel addition system Fuel is injected into the t he exhaust gas, enriching the catalyst A/F: NOx reduction. In addition, increasing the quantity of additional fuel raises the temperature of the t he catalyst: oxidizes PM (combustion). REFERENCE: DENSO supplies the interior DPNR carrier, and the DPNR body is manufactured by another  company.

2

4. Outline of System 4.1. Main System Components Differential pressure sensor  Pressure discharge valve

ECU

Camshaft position sensor 

Injector 

Glow plug Exhaust gas temperature sensor  (on up stream)

Exhaust fuel addition injector 

EDU Intake air temperature sensor  Rail pressure sensor  Crankshaft position sensor 

EGR valve position sensor  E-VRV

EGR valve  A/F sensor  Turbo pressure sensor 

Suction control valve Intake shutter position sensor  Intake shutter  Supply pump Engine coolant temperature sensor  Fuel temperature sensor  Exhaust temperature sensor (on down stream)

Q000182E

4.2. Outline of Composition and Operation (1) (1) Comp Compo ositio ition n  • The Common Rail System is comprised primarily primarily of a supply pump, rail, injectors, ECU ECU and EDU.  • The DPNR system is comprised primarily of an addition injector, differential pressure sensor, exhaust gas temperature sensor and DPNR. (2) Operation a. Common Rail System;  • The supply pump draws fuel from the fuel tank, pressurizes it to a high pressure, and pumps it to the rail. The volume of fuel discharged from the supply pump controls the pressure in the rail. The SCV (Suction control valve) in the supply pump effects this control in accordance with the command received from the ECU.

3

 • Fuel stored under pressure in the common rail is fed f ed via the high-pressure pipe and injected at a high pressure (30 to 180 MPa) through the injector.  • The rate and timing of the fuel injected from the injector are determined by the length of time and the timing in which the current is applied to the injector by the EDU, in accordance with the signals from the ECU.  • While the ECU controls the injection of fuel through the injector, it monitors the internal pressure of the rail using the pressure sensor, in order to verify that the actual injection pressure matches the injection pressure commanded by the ECU. b. DPNR System;  • Fuel injection from the addition injector is controlled as follows. - While lean combustion and exhaust temperature is sufficient, the fuel addition injector injects fuel in order to deoxize NOx on the DPNR catalyst. (→ N2, H2O, CO2, O2) - When the differential pressure sensor detects PM accumulation on the DPNR catalyst, the fuel addition injector injects fuel to oxidize the PM. (→ CO2)  • Refer to page 18 to 19 for details. Intake air throttle valve In

 Inter-cooler  EGR valve

ECU EGR catalyst

EGR cooler 

EDU Rail Injector  Turbocharger 

Exhaust gas temperature sensor 

Exhaust gas fuel addition injector 

DPNR

Differential pressure sensor 

Supply pump Ex.  A/F sensor 

Oxidation catalyst Q000183E

4

5. Description of Main Components 5.1. Supply Pump (1) General Refer to the content in the previously published Service Bulletin E-ECD 02-03. Using the HP3 type supply pump as a base, a flow damper has been added. Because fuel is usually supplied to the addition injector at a pressure of 1 MPa, the purpose of the flow damper is to stabilize pressure and prevent abnormal pressure rises if an abnormality occurs on the addition injector side.

Flow damper (New installation)

Q000184E

(2) Specification  • Refer to page 7 of Service Bulletin E-ECD 02-03. (3) Construction  • Refer to page 8 of Service Bulletin E-ECD 02-03. (4) Function of Component  • Refer to page 8 of Service Bulletin E-ECD 02-03.  • Details on the newly added flow damper are as follows. When an abnormal amount of fuel flows, high-pressure is applied to the piston. As shown in the illustration, this cause the piston to move right until it reaches the seat and closes the fuel passage. [Open]

Piston

To exhaust fuel addition injector 

[Closed]

Spring Q000185E

(5) Construction of Supply Pump  • Refer to page 9-10 of Service Bulletin E-ECD 02-03. (6) Operation  • Refer to page 11 11 of Service Bulletin E-ECD 02-03. 5

5.2. SCV (Suction Control Valve)  • Refer to page 13 of Service Bulletin E-ECD 02-03. 5.3. Rail (Made by another manufacturer) (1) Outline  • Stores pressurized fuel (0 to 180 MPa) that has been delivered from the supply pump and distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure discharge valve are adopted in the rail. The pressure limiter has been discontinued.  • The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, while the pressure discharge valve controls the fuel pressure in the rail. This ensures optimum combustion and reduces combustion noise.

Rail pressure sensor 

Pressure discharge valve

Rail

Q000186E

(2) Pressure Discharge Dischar ge Valve If the rail pressure sensor detects that the rail pressure exceeds the target value, or if the engine ECU evaluates that pressure is likely to rise above the target value, current flows to t he solenoid coil. The armature is pulled to the right side, opening the valve passage and leaking fuel to control pressure to the target level. Flow Volume Characteristics

Pressure Discharge Valve Solenoid coil

Flow Volume (10Hz) (cm3/min)

180 MPa

123.6 ± 24.6

Below 6

 Armature

Spring

0

4 Energized Duration

(ms)

6

Q000187E

(3) Rail Pressure Sensor  This sensor detects fuel pressure in the rail and sends a signal to the ECU. It is a semi-conductor type pressure sensor that utilizes the characteristic whereby electrical resistance changes when pressure is applied to silicon. Refer to page 13 of previous Service Bulletin ECD 99-03 for details on sensor construction.

E2S

PR2

VC

VCS

+5V

VCS

Pc sensor 

PR, PR2 [V]

PR PR2

CPU CPU

E2 PR

PR PR2

1.4 0.85

E2S VC

4.4 3.9

E2

0

190 Rail pressure [MPa] Q000236E

7

5.4. Injector  (1) Outline The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing, rate, and spray condition, in accordance with commands received from the ECU. (2) Characteristics   • A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted.  • QR codes displaying various injector characteristics are laser marked on the connector head, and ID codes showing these in numeric form (30 alphanumeric figures) are laser marked on the connector head.  • This system uses QR code information to optimize injection quantity control. When an injector  is newly installed in a vehicle, it is necessary to input the ID codes in the ECU. (3) Construction ID Code (15 sets of 16 alphanumeric figures) Sixteen figure alphanumeric notations of fuel injection quantity correction information displayed for market service use.

Solenoid valve High pressure fuel (from rail)

QR code

To fuel tank

Command piston

Nozzle spring

Nozzle needle

Q000188E

8

(4) Operation The TWV valve opens and closes the outlet orifice to control the hydraulic pressure in the control chamber, and the start and end of injection. a. No injection  • When no current is i s supplied to the solenoid, the valve spring force is stronger than the hydraulic pressure in the control chamber. Thus, the TWV is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure in the control chamber is applied to the command piston and causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuel is not injected. b. Injection  • When the current is initially applied to the solenoid, the attraction of the solenoid pulls the TWV up, effectively opening the outlet orifice and allowing the fuel to f low out of the control chamber.  After the fuel flows out, the hydraulic pressure in the control chamber decreases, pulling the command piston up. This causes the nozzle needle to rise and injection to start.  • The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston. The fuel that flows below the nozzle needle lifts it upward, which helps to improve the nozzle's opening and closing response.   • When current continues to be applied to the solenoid, the nozzle reaches its maximum lift, where the injection rate is also at the maximum level. When current to the solenoid is turned OFF, OFF, the TWV falls, causing the nozzle needle to close immediately and injection to stop.

Leak pipe Solenoid

 Actuation current Valve spring

TWV

Outlet orifice

 Actuation current

 Actuation current

Rail

Inlet orifice Control chamber  pressure

Command piston Nozzle needle

Injection rate

No injection 

Injection

Control chamber  pressure

Control chamber  pressure

Injection rate

Injection rate

End of injection Q000149E

9

(5) QR Code QR (Quick Response) codes have been adopted to enhance the injection quantity precision of  the injectors. The adoption of QR codes enables injection quantity dispersion control throughout all pressure ranges, contributing to improvement in combustion efficiency, reductions in exhaust gas emissions and so on. QR Code Correction Point

160 MPa 135 MPa

P4-3 90 MPa

P5-2

Injection Quantity: Q

52 MPa P3-3 P5-1 P4-2

32 MPa

P2-1

P4-1 P3-2 P1-1 P3-1  Actuating Pulse Width: Tq

QR Code (

9.9 mm)

ID Code (15 sets of 16 alphanumeric figures) Contents of Printing Mod.

P1-1

P1-2

P2-1

P2-2

P3-1

P3-2

P4-1

  P4-2

P5-1

P5-2

0000

0000 Tim. BCC Mod.: Vehicle model code. •Correction takes a maximum 12 points, however the CDT-250 CDT-250 uses only 10 points with the remainder displayed as "0000". •Tim.: Injection timing correction code. •BCC: Check sum. Q000150E

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(6) Repair Procedure Changes Differences in comparison with the conventional adjusting correction resistor injectors are as shown below. CAUTION: When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes (QR codes) in the ECU. (If the ID codes of the installed injector are not registered correctly, rectly, engine failure such as rough idling and noise will result.) Conventional (Injector with Correction Resistor)

New (Injector with QR Codes) 10 sets of 5 levels 510 (9,765,625) combinations

2 sets of 5 levels 52 (25) combinations

ID Code

The correction value has 5 levels for each 1 point (2, 1, 0, -1, -2). The combination for a 10 point correction is 105. QD1533E

QD1532E

"Electrical recognition of correction resistance"

"No correction resistance, so no electrical recognition capability" Spare Injector 

Replacing the Injector 



Spare Injector 

Engine ECU * Necessary to record the injector ID codes codes in Engine Engine ECU ECU

Engine ECU

QD1534E

"Electrical recognition of correction resistance"

QD1536E

"No correction resistance, so no electrical recognition capability" Vehicle-side Injector 

Vehicle-side Injector 



Replacing the Engine ECU Spare Engine ECU

QD1535E

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Spare Engine ECU * Necessary to record the injector ID codes in the engine ECU QD1537E

(7) Circuit Diagram

EDU Constant current circuit Charging circuit High voltage Injector 

High voltage generating circuit

TWV#1 (Cylinder 1)

IJt TWV#2 (Cylinder 3) ECU TWV#3 (Cylinder 4)

Control circuit

IJf 

TWV#4 (Cylinder 2)

QC0026E

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5.5. Exhaust Fuel Addition Injector  The fuel addition injector receives signals from the engine ECU, and controls the catalyst A/F and temperature in accordance with the CPU program. It thus injects a pre-determined amount of fuel into the exhaust gas pipes during certain conditions. As shown below, the fuel addition injector is installed to the engine exhaust side, and fuel from the supply pump is sent through the pipe. The normal applied pressure is 1 MPa. The addition injector receives the output signal from the ECU (time variable pulse), and electromagnetic force is generated in the interior coil. This moves the needle left and right, thus moving the valve body integrated with the needle in the same way. As a result, fuel is injected from the nozzle. [Cross Section]

Rail

Exhaust gas fuel addition injector 

Valve holder  Needle Nozzle

Injector 

Spring

O-ring

Nozzle cover 

Valve body

Coil

Supply pump

13

Q000189E

6. Description of Control System Components 6.1. Engine Control System Diagram

Sensors

ECU

EDU

Rail Pressure discharge valve

Rail pressure sensor 

Injector  Fuel filter 

Fuel tank Suction control valve

Q000237E

 • A DPNR system has been added to the conventional common rail system. DPNR System (Additional) Fuel

Intake air control valve Inter-cooler 

EGR valve

Common rail system

Exhaust fuel addition injector  Exhaust gas temperature sensor   Air-fuel ratio sensor 

EGR cooler  DPNR catalyst converter 

Turbocharger  Intake airflow rate sensor 

Oxidation catalyst Differential pressure sensor 

14

Q000190E

6.2. ECU (Electronic Control Unit)  • Refer to page 19 of Service Bulletin ECD 99-03. 6.3. EDU (Electronic Driving Unit)  • Refer to page 19 of Service Bulletin ECD 99-03. 6.4. Description of Sensors  • Refer to page 19-22 of Service Bulletin ECD 99-03. (1) Accelerato Acceleratorr pedal pedal positio position n sensor sensor (changed (changed))  • This is an explanation of the construction and circuit changes. There are two main changes: - The idle switch (IDL) has been abolished. - The output signal is a double circuit. conventional system, system, the sensor is installed installed to the accelerator pedal. The accelerator  accelerator  •  As in the conventional receiver sub-assy rotates in conjunction with the vehicle accelerator pedal and the contact in the sensor (refer to the circuit diagram) slides, outputting a resistance signal (= voltage change) to the ECU. As shown in the operating characteristics graph, the output voltage changes throughout the 1.0-5.0V (approx.) range. [Construction Diagram]

[Circuit Diagram] DC5V VCP1

DC5V VCP2

[Characteristics Graph] Output Voltage (V) 5.0

Fully Open

VPA2

VPA1

Fully Closed

Contact VCP1 EP1

VPA1

VCP2 VPA2

EP2

1.0

EP1

EP2

Fully Open

Fully Closed

 Accelerator Opening Q000238E

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(2) A/F Sensor  The A/F sensor monitors the air-fuel ratio state in order to control the fuel injection quantity from the fuel addition injector to the DPNR catalyst.

+B HT +B  HT  AF AF

-

+

Q000191E

 As shown on the right, voltage is generated between the AF+ and AF- in accordance with the A/F (air-fuel ratio). When the applied voltage is below 0.3V, 0.3V, the A/F is 18 and approximately 5mA (approximately 4mA when the A/F is 13) are output to the ECU.

 Applied Voltage: Voltage: 0.3V

Output Current 5 mA

13

18

-4 mA

 A/F Q000192E

(3) Differential Pressure Sensor  In order to prevent the accumulation of PM (particulate matter), the differential pressure sensor  detects differential pressure prior to and following the DPNR, and outputs a start signal to the ECU for fuel injection to the DPNR catalyst.  A piezo element is used in the sensor part to convert the pressure received by the diaphragm into micro electric potential. It I t also amplifies the voltage through the IC circuit in the body. body.

VC

VP GND

Q000193E

16

The output characteristics are shown on the right. The output voltage changes in accordance with the difference in exhaust gas pressure.

Output Voltage Vp (V) 4.65

1.53 0.75 0.55 -5 0

20

Pressure (kPa)

100 Q000194E

(4) Exhaust Gas Temperature emperatur e Sensor  There are 2 exhaust gas temperature sensors located before and after the DPNR catalyst. In order to reduce NOx and PM regeneration (oxidation), the exhaust gas temperature sensor  detects the catalyst temperature, and inputs a voltage signal to the ECU that varies according to the temperature.

Q000195E

The sensor is made of a thermistor, and its features are as shown in the diagrams on the right. The installation position of the two exhaust gas temperature sensors is as shown in the diagram below. below.

Resistance Value (Ω) 106k

Resistance Value Specifications

346 287 50

650

700

Exhaust Gas Temperature (° (°C) Q000196E

Exhaust gas temperature sensor (upper)

Exhaust gas temperature sensor (lower) Q000239E

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7. Control Systems 7.1. Various Types of Controls  • Refer to page 26 of Service Bulletin ECD 99-03. 7.2. Fuel Injection Quantity Control  • Refer to pages 28-30 of Service Bulletin ECD 99-03. 7.3. Fuel Injection Timing Control  • Refer to page 31 of Service Bulletin ECD 99-03. 7.4. Fuel Injection Rate Control  • Refer to pages 27-28 of Service Bulletin ECD 99-03. 7.5. Fuel Injection Pressure Control  • Refer to page 32 of Service Bulletin ECD 99-03. 7.6. DPNR Control (1) (1) What What is is DPN DPNR R con contro trol? l? DPNR control is a control system that adds fuel to the DPNR catalyst, controlling the catalyst temperature and the exhaust gas A/F. The DPNR system reduces NOx and PM by controlling the A/F ratio and exhaust temperature at the DPNR catalyst. The ECU monitors signals from the A/F sensor, exhaust temperature sensor and differential pressure sensor, and sends a signal to the fuel addition injector to inject fuel t o DPNR catalyst. Intake air throttle valve  Inter-cooler 

In

EGR valve

ECU EGR catalyst EDU

EGR cooler 

Rail Injector 

Turbocharger  Exhaust gas temperature sensor 

DPNR

Differential pressure sensor 

Supply pump

Exhaust gas fuel addition injector 

Ex.

DPNR system  A/F sensor 

Oxidation catalyst

18

Q000198E

The following is an outline of the NOx and PM reduction mechanism.  • NOx deoxidization: During lean combustion, NOx is captured in the DPNR catalyst. As a result of the fuel addition, rich gas containing HC and CO deoxidizes NOx to CO2, and H2O and O2.  • PM oxidization:  Active oxygen oxidizes oxidizes the PM captured on the DPNR catalyst catalyst into CO2. As a result of the f uel addition operation, the DPNR catalyst temperature rises and completes oxidization. (2) DPNR control flow  As shown in the following following control chart, the A/F, A/F, exhaust gas temperature temperature and differential prespressure are monitored in order to trigger fuel addition. When the exhaust gas temperature is 210600 degrees celsius and the A/F is lean, fuel is added for NOx deoxidization. When the differential pressure exceeds exceeds the specified value, value, the ECD judges that PM is clogged in the DPNR catalyst. Fuel is then added to raise the temperature of the catalyst for PM oxidization.

Normal

Control Mode

NOx Reduction

PM Reduction

Lean

 A/F Rich 800 600

Exhaust Gas Temperature

NOx Reduction Starts

210

PM Block Judgement

0

Differential Pressure

PM Regeneration Complete

Start injection

Injection

End injection

Fuel Addition

Q000199E

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8. EGR Control System 8.1. EGR Operating Range and Level  As shown in the diagram below, EGR operation does not fall below the medium load range of  the governor characteristic curve, which is determined by the engine speed and the injection quantity. quantity. The lower the t he engine speed and the smaller the injection quantity, the lower the level of EGR operation. In addition, a lift sensor built into the EGR valve transmits to the ECU whether or not the EGR valve is operating properly in accordance with the t he ECU signals. 70 60 50

Injection Quantity (mm3/st)

40 30 20

EGR Operating Range

10 0

0

1000

2000

3000

4000

5000

6000

Engine Speed (rpm) Q000200E

8.2. EGR Valve  As shown in the diagram below, electromotive force is continuously generated in the solenoid by the ECU current variation signal, and this force moves the shaft position up and down accordingly, accordingly, closing and opening the valve. As a result, the amount of exhaust gas returned to the engine suction side alters continuously. continuously. Two EGR valves are used because one valve balances the operating instability resulting from the exhaust gas pressure.

Solenoid

Gas seal Shaft

Out

Valve

In Out Q000201E

20

9. Other Controls 9.1. Gradual Acceleration Injection Quantity  As a countermeasure to acceleration shock, controls injection quantity to produce gradual acceleration (damping the reaction). Control is continued until the condition drops outside the control control paramet parameters ers (e.g. (e.g. Governor Governor pattern pattern injection injection quanti quantity ty Basic injection injection quantit quantity). y). Control Control is not started from the beginning of acceleration, but is applied when a certain range is reached. This ensures both low acceleration shock and good drivability. drivability. 9.2. Gradual Deceleration Injection Quantity  As a countermeasure to deceleration shock, controls injection quantity to produce gradual deceleration. It basically functions in the same way as gradual acceleration injection quantity control, except that the control quantity is changed when it enters a certain range. 9.3. Post-acceleration Damping Injection Quantity Performs physical model control (estimates the vibration from the actual vehicle speed, gear  positions, etc.), and calculates the injection quantity corr ection value. This calculated value helps to determine the injection quantity. quantity. 9.4. Restriction of Fuel Injection Quantity During Abnormalities If the ECU picks up a fail signal from the control modules, it restricts the position of t he accelerator (for example by 10%). After a set amount of time to enable the vehicle to be driven to a safe place, the ECU releases an engine stall request and stops the engine. 9.5. Turbo Control The target turbo boost pressure is calculated from the 2-D MAP made up from the engine speed and injection quantity command value. By controlling the turbo system, it controls the boost pressure. 9.6. Glow System Control Refer to page 35 of Service Bulletin ECD 99-03.

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10. Diagnostic Code Refer to pages 39-46 of E-ECD 02-03. The following are newly added and discontinued DTCs. (1) (1) Newly wly Add Added ed DTC No.

Detection Item

P003 P0031 1

Oxyg Ox ygen en sens sensor or heat heater er cont contro roll cir circu cuit it low low (Ba (Bank nk 1 Sen Senso sorr 1) 1)

P012 P0120 0

Thro Thrott ttle le / ped pedal al posi positi tion on sens sensor or /swi /switc tch h “A” “A” circ circui uitt

P012 P0122 2

Thro Thrott ttle le / ped pedal al pos posit itio ion n sens sensor or /sw /swit itch ch “A” “A”ci circ rcui uitt low low inpu inputt

P0123 P0123

Throt Throttl tle e / pedal pedal posi positi tion on sens sensor or /swi /switc tch h “A” “A” cir circu cuit it high high inpu inputt

P040 P0405 5

Exha Exhaus ustt gas gas reci recirc rcul ulat atio ion n sens sensor or “A” “A” circ circui uitt low low

P040 P0406 6

Exha Exhaus ustt gas gas reci recirc rcul ulat atio ion n sens sensor or “A” “A” circ circui uitt high high

P054 P0544 4

Exha Exhaus ustt gas gas temp temper erat atur ure e sen senso sorr cir circu cuit it (Ban (Bank k 1 Sens Sensor or 1)

P054 P0545 5

Exha Exhaus ustt gas gas tem tempe pera ratu ture re sens sensor or circ circui uitt low low (Ban (Bank k 1 Sen Senso sorr 1)

P054 P0546 6

Exha Exhaus ustt gas gas temp temper erat atur ure e sens sensor or cir circu cuit it hig high h (Ban (Bank k 1 Sens Sensor or 1) 1)

P138 P1386 6

Cont Contro roll cir circu cuit it for for exh exhau aust st fuel fuel addi additi tion on inje inject ctor  or 

P142 P1425 5

Dif Differe ferent ntia iall pres pressu sure re sens sensor or circ circui uitt

P142 P1426 6

Dif Differe ferent ntiial pre pres ssure sure sen senso sorr (Ins (Insttalla allati tion on))

P142 P1427 7

Dif Differe ferent ntia iall pre pres ssure sure sens sensor or circ circui uitt low low

P142 P1428 8

Dif Differe ferent ntia iall pre press ssur ure e sen sens sor cir circuit cuit high high

P200 P2002 2

Part Partic icul ulat ate e tra trap p eff effic icie ienc ncy y bel below ow thre thresh shol old d (Ba (Bank nk 1)

P203 P2031 1

Exha Exhaus ustt gas gas temp temper erat atur ure e sen senso sorr cir circu cuit it (Ban (Bank k 1 Sens Sensor or 2)

P203 P2032 2

Exha Exhaus ustt gas gas tem tempe pera ratu ture re sens sensor or circ circui uitt low low (Ban (Bank k 1 Sen Senso sorr 2)

P203 P2033 3

Exha Exhaus ustt gas gas temp temper erat atur ure e sens sensor or cir circu cuit it hig high h (Ban (Bank k 1 Sens Sensor or 2) 2)

P204 P2047 7

Exha Exhaus ustt fue fuell add addit itio ion n inje inject ctor or circ circui uitt / ope open n (Ba (Bank nk 1 Uni Unitt 1) 1)

P2237 P2237

Oxyg Ox ygen en sens sensor or pum pumpi ping ng cur curren rentt circ circui uitt / open open (for (for A/F A/F sens sensor) or) (Bank (Bank 1 Senso Sensorr 1)

P2238 P2238

Oxyg Ox ygen en sens sensor or pumpi pumping ng curre current nt circ circui uitt low low (for (for A/F senso sensor) r) (Ba (Bank nk 1 Sens Sensor or 1)

P2239 P2239

Oxyg Ox ygen en sens sensor or pum pumpin ping g curre current nt circ circui uitt high high (fo (forr A/F A/F sens sensor or)) (Ban (Bank k 1 Sens Sensor or 1) 1)

(2) Discontinued DTC No. P040 P0403 3

Detection Item EGR EGR gas gas reci recirc rcul ulat atio ion n cont contro roll circ circui uitt

22