HYUNDAI D4GA - Fault Codes List. DTC

HD 65\72\78 FAULT CODES

D4DD DTC

D4GA DTC

FORKLIFT FAULT CODES

EXCAVATOR FAULT CODES

The D4GA engine is installed on cars:

Hyundai HD65 Hyundai Mighty

Engine displacement, cc 3933

Maximum power, h.p. 137 - 170

Maximum torque, N * m (kg * m) at rpm. 380 (39) / 1600

579 (59) / 1600

608 (62) / 1400

Fuel used Diesel fuel

Fuel consumption, l / 100 km 18

Engine type In-line, 4-cylinder

Add. engine information common rail direct injection

Maximum power, h.p. (kW) at rpm 137 (101) / 2700

140 (103) / 2700

170 (125) / 2500

Cylinder diameter, mm 104

Piston stroke, mm 115

Supercharger Turbine

Number of valves per cylinder 2 - 4

DTC

Malfunction

Description

Symptoms

Probable causes

P0072

Intake air temperature sensor IATS (with mass air flow sensor), the signal is too low.

Intake air temperature sensor IATS with integrated mass air flow sensor and boost pressure sensor, located on the intake manifold after the turbocharger. If the output voltage of the intake air sensor is detected by the ECM below 0.1 V. A DTC will set.

Loss of power, smoke.

Faulty intake air temperature sensor, damaged wiring, short circuit to terminal 37 of the ECM.

P0073

Intake air temperature sensor IATS (with mass air flow sensor), signal too high.

Loss of power, smoke.

Faulty air temperature sensor, wiring and resistance problem, open circuit at terminal 37 of the ECM connector (EFD-ECM) and short to power.

P0088

Common Rail pressure exceeds permissible values.

The pressure sensor is installed on the rail and is used to measure the pressure in the high pressure circuit. Used by the ECM (engine control module) to control the pressure regulator. When the pressure in the fuel rail is 2000 bar or more, a fault code is set. If the distributor pressure is normal and the sensor shows a voltage higher than 4.2 V to the ECM , a DTC will set.

Power loss, pressure limitation to 400 bar, fuel quantity limitation to 60 mm³ / st.

High pressure, pressure limiting valve defective, pressure sensor defective.

P0101

Faulty MAF sensor.

The mass air flow sensor (MAFS) consists of a mass air flow sensor and an air temperature sensor. MAFS measures the amount of air consumed by the engine. The ECM monitors EGR feedback with information received from the sensor. , (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injection is determined by the MAFS signal in a gasoline engine.) When the amount of EGR gas (oxygen-free) entering the combustion chamber increases, the air passing through the MAFS (oxygen-containing) decreases ... Thus, when the MAFS output is changed, followed by the EGR actuator drive, the ECM determines the amount of EGR amount to be recirculated. DTC P0101 sets when an abnormal signal from the MAF sensor is detected for more than 5,248 ms.

Possible causes are a short circuit or poor connection of the ECM 12 connector or a faulty MAF sensor. The MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.

P0102

MAF sensor signal too low.

The mass air flow sensor (MAFS) consists of a mass air flow sensor and an air temperature sensor. MAFS measures the amount of air consumed by the engine. The ECM monitors EGR feedback with information received from the sensor. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the amount of EGR (oxygen-free) gas entering the combustion chamber increases, the air passing through the MAFS (oxygen-containing) decreases. Thus, when the MAFS output is changed, followed by the EGR actuator drive, the ECM determines the amount of EGR amount to be recirculated. If the MAFS signal is detected below 0.15 V for above 3.016 ms, the ECM evaluates this as a malfunction and sets DTC P0102.

EGR control off, fuel limitation, cruise control off.

Poor MAFS output or poor contact, faulty wiring or sensor, short to ground, or open circuit in the ECM connector (EFD-ECM) are likely causes. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.

P0103

MAF sensor signal too high.

The mass air flow sensor (MAFS) consists of a mass air flow sensor and an air temperature sensor. MAFS measures the amount of air consumed by the engine. The ECM monitors EGR feedback with information received from the sensor. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the amount of EGR gas (oxygen-free) entering the combustion chamber increases, the air passing through the MAFS (oxygen-containing) decreases. Thus, when the MAFS output is changed, followed by the EGR actuator drive, the ECM determines the amount of EGR amount to be recirculated. If the MAFS signal is detected above 4.85 V for above 3.016 ms, the ECM evaluates this as a malfunction and sets DTC P0103.

EGR control off, fuel limitation, cruise control off.

Faulty wiring or sensor, short to ground or B + terminals on ECM connector (EFD-ECM). The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.

P0107

Atmospheric pressure sensor signal too low.

The barometric pressure sensor (BPS) built into the ECM is a sensor for detecting the atmospheric pressure at a vehicle location. The barometric pressure sensor calculates the air density (amount of oxygen) and is used to determine the exact amount of intake air using an intake air meter and an intake air temperature sensor. If the vehicle is under high altitude, it plays a key role in adjusting the fuel trim and EGR due to the difference in air density (oxygen amount). In the event of a security failure, it is monitored by 101.3 Kpa. If the output voltage is less than 1.6V for 1000ms or more during IG ON, cranking, idle, the ECM evaluates this as a malfunction and sets DTC P0107.

Loss of power, black smoke while driving in the highlands.

Defective barometric pressure sensor built into the ECM. The MIL turns on when the condition continues 2 times of driving. The MIL will turn off after 3 driving cycles when the system returns to normal.

P0108

Barometric pressure sensor signal is too high.

The barometric pressure sensor (BPS) built into the ECM is a sensor for detecting the atmospheric pressure at a vehicle location. The barometric pressure sensor calculates the air density (amount of oxygen) and is used to determine the exact amount of intake air using an intake air meter and an intake air temperature sensor. If the vehicle is under high altitude, it plays a key role in adjusting the fuel trim and EGR due to the difference in air density (oxygen amount). In the event of a security failure, it is monitored by 101.3 Kpa. If the sensor output voltage is detected above 4.4 V for more than 1000.1 ms when IG ON is turned on, the ECM evaluates this as a malfunction and sets a DTC.

Loss of power, black smoke while driving in the highlands.

P010A

MAF sensor value is invalid.

The mass air flow sensor (MAFS) consists of a mass air flow sensor and an air temperature sensor. MAFS measures the amount of air consumed by the engine. The ECM monitors EGR feedback with information received from the sensor. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the amount of EGR (oxygen-free) gas entering the combustion chamber increases, the air passing through the MAFS (oxygen-containing) decreases. Thus, when the MAFS output is changed, followed by the EGR actuator drive, the ECM determines the amount of EGR amount to be recirculated. DTC P010A sets when an abnormal signal is detected from the MAF sensor for more than 5,248 ms.

Limiting the amount of fuel (75% of the maximum torque).

Possible causes are short or poor connections at the ECM 12 or MAF connector. The MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.

P0112

Intake air temperature. Sensor signal too low.

The intake air temperature sensor is installed on the intake manifold and is combined with the charge air pressure sensor. Used to adjust the injection time and the amount of fuel injected. If the intake air temperature sensor output voltage is detected below 0.05 V for more than 3072 ms, the ECM evaluates this as a malfunction and sets a DTC.

Loss of power, black smoke.

Intake air temperature sensor defective, faulty wiring and resistance, short circuit to terminal 34 of the ECM connector (EFD-ECM). The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.

P0113

Intake air temperature. Sensor signal too high.

The intake air temperature sensor is installed on the intake manifold and is combined with the charge air pressure sensor. Used to adjust the injection time and the amount of fuel injected. If the output voltage of the intake air sensor is detected by the ECM above 4.85 V. A DTC will set.

Loss of power, black smoke.

P0116

Coolant temperature. Sensor operation error.

The ECTS (Engine Coolant Temperature Sensor) is located in the coolant passage of the cylinder head. ECTS uses a thermistor whose resistance changes with temperature. The electrical resistance ECTS decreases with increasing temperature and increases with decreasing temperature.
ECTS receives 5V voltage through a resistor from the ECM, and the resistor and thermistor are in series. The signal received by the ECM from the ECTS is used to control the injection timing, adjust the amount of fuel and automatic cooling by the fan.
A specially defective engine coolant temperature sensor has a large impact on cold starts and is one of the factors causing white smoke at start-up. If the output voltage of the engine coolant temperature sensor exceeds the target value by more than 5.248 ms, the ECM evaluates this as a malfunction and sets a DTC.

The coolant temperature is set at -20 ° C at startup. The coolant temperature is set at 80 ° C when idling and driving. The cooling fan runs continuously.

Defective wiring harness, coolant temperature sensor, or cooling system. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.

P0117

Coolant temperature. Sensor signal too low.

The ECTS (Engine Coolant Temperature Sensor) is located in the coolant passage of the cylinder head. ECTS uses a thermistor whose resistance changes with temperature. The electrical resistance ECTS decreases with increasing temperature and increases with decreasing temperature.
ECTS receives 5V voltage through a resistor from the ECM, and the resistor and thermistor are in series. The signal received by the ECM from the ECTS is used to control the injection timing, adjust the amount of fuel and automatically cool the fan.
A specially defective engine coolant temperature sensor has a large impact on cold starts and is one of the factors causing white smoke at start-up. If the output voltage of the engine coolant temperature sensor is found to be less than 0.1 V for 3.072 m or more, the ECM evaluates this as a malfunction and sets a DTC.

The coolant temperature is set at -20 ° C at startup. The coolant temperature is set at 80 ° C when idling and driving. Loss of power, white or black smoke, engine overheating.

Faulty ECTS, faulty wiring and resistance, or short to terminal 15 of the ECM connector (EFD-ECM). The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.

P0118

Coolant temperature. Sensor signal too high.

The ECTS (Engine Coolant Temperature Sensor) is located in the coolant passage of the cylinder head. ECTS uses a thermistor whose resistance changes with temperature. The electrical resistance ECTS decreases with increasing temperature and increases with decreasing temperature.
ECTS receives 5V voltage through a resistor from the ECM, and the resistor and thermistor are in series. The signal received by the ECM from the ECTS is used to control the injection timing, adjust the amount of fuel and automatic cooling by the fan.
A specially defective engine coolant temperature sensor has a large impact on cold starts and is one of the factors causing white smoke at start-up. If the output voltage of the engine coolant temperature sensor is detected above 4.92 V for 2.995.9 ms or more, the ECM evaluates this as a malfunction and sets a DTC.

The coolant temperature is set at -20 ° C at startup. The coolant temperature is set at 80 ° C when idling and driving. Loss of power, white or black smoke, engine overheating.

P0120

Accelerator pedal sensor # 1, not open.

Electronic fuel injection control is introduced by the engine control module (ECM) through ratios derived from various components. The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the acceleration state. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed characteristic curve. If the accelerator pedal sensor shows an idle state when the vehicle is accelerating (standby switch is off) and the accelerator signal is below 0.6V (short to ground), accelerator pedal sensor "1" outputs 0.6 ~ 1.2V and the accelerator pedal sensor "2" outputs 1.5 V or more for more than 1.056 ms, the ECM evaluates this as a malfunction and sets a DTC.

APS signal No.2 is selected.

Defective accelerator pedal sensor or wiring.

P0121	Accelerator pedal sensor # 1, not closed.	Electronic fuel injection control is introduced by the engine control module (ECM) through ratios derived from various components. The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the acceleration state. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed characteristic curve. If the accelerator pedal sensor does not indicate an idle state when the vehicle is not accelerating (standby switch is on), and accelerator pedal sensor “1” outputs 5V or more, and accelerator pedal sensor “2” outputs 0 ~ 5.0V for more than 1.056 ms, the ECM evaluates this as a malfunction and sets a DTC.	APS signal No.2 is selected.	Defective accelerator pedal sensor or wiring.
P0122	Accelerator pedal sensor # 1, low signal.	Electronic fuel injection control is introduced by the engine control module (ECM) through ratios derived from various components. The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the acceleration state. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed characteristic curve. When the accelerator pedal sensor "1" goes below 0.2 V for more than 1.056 msec, the ECM evaluates this as a malfunction and sets a DTC.	APS signal No.2 is selected.	Possible causes are a faulty sensor, a connection problem and an open in terminal 47.50 of the ECM connector (CFD-ECM), etc. the agent is restored to its normal state.
P0123	Accelerator pedal sensor # 1, high signal.	Electronic fuel injection control is injected by the engine control module (ECM) using ratios derived from various components. The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the acceleration state. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed characteristic curve. When the accelerator pedal sensor "1" outputs above 4.5 V for more than 528 ms, the ECM evaluates this as a malfunction and sets a DTC.	APS signal No.2 is selected.	The sensor is faulty, the wiring is damaged.
P0182	The signal from the fuel temperature sensor (pump) is too low.	The fuel temperature sensor is installed on the right side of the fuel pump. The fuel temperature sensor measures the fuel temperature and sends a signal to the ECM. The ECM adjusts the cold or hot fuel injection quantity using a signal. When the fuel temperature sensor goes below 0.1 V for more than 10.112 msec, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	Depending on the temperature of the fuel, loss of power and black smoke may occur.	Possible causes are a faulty sensor, a wiring problem, and a short to terminal 33 of the ECM connector (EFD-ECM).
P0183	The signal from the fuel temperature sensor (pump) is too high.	The fuel temperature sensor is installed on the right side of the fuel pump. The fuel temperature sensor measures the fuel temperature and sends a signal to the ECM. The ECM adjusts the cold or hot fuel injection quantity using a signal. When the fuel temperature sensor rises above 4.85 V for more than 10.112 msec, the ECM evaluates this as a malfunction and sets a DTC.	Depending on the temperature of the fuel, loss of power and black smoke may occur.	Possible causes are a faulty sensor, a wiring problem, and an open circuit at terminal 33 of the ECM connector (EFD-ECM).
P0192	Common Rail high pressure sensor , low signal.	The pressure sensor is installed on the rail and is used to measure the pressure in the high pressure circuit. Used by the ECM (engine control module) to control the pressure regulator. If the signal from the pressure sensor is below 0.7 V., a DTC is set.	The amount of fuel is set below 75% of the maximum torque. Decrease in engine power	Possible causes may be a malfunctioning rail pressure sensor, defective wiring and resistance, a short to terminals 13, 32 of the ECM connector (EFD-ECM), or terminal 68 of the ECM connector (EFD-ECM).
P0193	Common Rail high pressure sensor , high signal.	The pressure sensor is installed on the rail and is used to measure the pressure in the high pressure circuit. Used by the ECM (engine control module) to control the pressure regulator. If the signal from the pressure sensor is higher than 4.9 V., a DTC is set.	The amount of fuel is set below 75% of the maximum torque. Decrease in engine power.	Possible causes may be a faulty common rail pressure sensor, faulty wiring and resistance, an open circuit in terminals 13, 25, 32 of the ECM connector (EFD-ECM) and a short to terminal 68.
P0194	C / Rail pressure sensor signal, maintain mid range.	The pressure sensor is installed on the rail and is used to measure the pressure in the high pressure circuit. Used by the ECM (engine control module) to control the pressure regulator. Although the rail pressure is more than 10 MPa than the actual rail pressure when cranking, when the change in rail pressure sensor voltage is below 0.025 V or the difference between rail pressure and the actual pressure is more than 10 MPa after starting, the ECM evaluates this. as malfunction and DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	The sensor output is monitored by the target ECM. Decrease in engine power	Malfunction of the output value of the sensor. Check the output value of the sensor in the line.
P0195	Common Rail high pressure sensor , signal offset.	The pressure sensor is installed on the rail and is used to measure the pressure in the high pressure circuit. Used by the ECM (engine control module) to control the pressure regulator. The purpose of diagnosing an excessive line pressure bias is a function that allows the engine to start when the fault is stable due to the signal bias. If the vehicle is driven with an offset common rail pressure and then the engine stops, the ECM sees this and compensates for the moment to start the engine. The ECM considers this to be a malfunction and sets a DTC. Offset pressure means that the voltage at the pressure line sensor is out of a certain range. Offset state: 0.75 V (15.625 MPa) <Line pressure voltage (VPC) <1.25 V (15.625 MPa). The time of temperature drop is determined, which elapsed from the moment of stopping the engine until the vehicle was set in motion. Condition elapsed time: The current temperature between the previous shutdown and power-up of the ECM is less than 15 degrees. When the temperature difference is greater than 15 degrees and the line pressure sensor output voltage is less than 0.75 V. or greater than 1.25 V. for 2.048 seconds or more, a DTC will set. Conditions for diagnosing P0195: engine speed is less than 10 rpm, a working battery, the coolant temperature is above 7 degrees, the fuel temperature is above 7 degrees, the sensors are working properly, enough time has passed (the coolant temperature difference is 15 degrees).	The sensor output is monitored by the target ECM.	Defective line pressure sensor, poor contact in the connector. Check the output value of the sensor in the line.

P0196	Common Rail high pressure sensor , signal torque bias.	If the coolant temperature and the fuel temperature between before and after start is more than 7 ° C, and the pressure difference between the actual rail pressure and the previous rail pressure is less than the set value in the ECM, the ECM evaluates this as a malfunction and a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The MIL will turn off after 3 driving cycles when the system returns to normal.	The ECM controls the total line pressure below 100 MPa.	Defective line pressure sensor, poor contact in the connector. Check the output value of the sensor in the line.
P0201	Injector 1, open circuit of the solenoid coil.	The injector has the function of injecting the amount of fuel calculated by the ECM by distributing the diesel fuel with small particles into the high-pressure compressed combustion chamber. Fuel injection generates energy through the combustion process. The goal is to increase the fuel pressure in the common bus diesel engine to max. 1,800 bar is fine particle fuel, small fuel particles are associated with reduced smoke, high engine power, improved fuel consumption, etc. In addition, hydraulic servo is used to control 1800 bar fuel pressure by solenoid, injector solenoid controlled by current after increasing the excitation voltage of the solenoid to 135 V. The possibility of injection is possible by supplying fuel, which is not a mechanical injector, but has an electric control injector. The ECM injects fuel after dividing the pilot injection and the main injection into two stages, and the injection time and injection quantity can be controlled independently of each cylinder. Power, torque, exhaust gas, improved fuel consumption, etc. can be optimized by controlling the engine to the optimal amount of fuel injection. If the crank angle is 18,000 degrees or more due to an open circuit in the # 1 injector harness, the ECM evaluates this as a malfunction and sets a DTC.	A lack of engine power will occur as the amount of fuel is limited to 40 mm³ / in the event of a safety failure. Can cause engine damage if the vehicle is driven for an extended period with a faulty injector.	Possible causes are open circuit at terminal 66 of ECM connector (EFD-ECM), open circuit in injector coil, excessive injector pin resistance, poor wiring.
P0202	Injector 2, open circuit of the solenoid coil.	The injector has the function of injecting the amount of fuel calculated by the ECM by distributing the diesel fuel with small particles into the high-pressure compressed combustion chamber. Fuel injection generates energy through the combustion process. The goal is to increase the fuel pressure in the common bus diesel engine to max. 1,800 bar is fine particle fuel, small fuel particles are associated with reduced smoke, high engine power, improved fuel consumption, etc. In addition, hydraulic servo is used to control 1800 bar fuel pressure by solenoid, injector solenoid controlled by current after increasing the excitation voltage of the solenoid to 135 V. The possibility of injection is possible by supplying fuel, which is not a mechanical injector, but has an electric control injector. The ECM injects fuel after dividing the pilot injection and the main injection into two stages, and the injection time and injection quantity can be controlled independently of each cylinder. Power, torque, exhaust gas, improved fuel consumption, etc. can be optimized by controlling the engine to the optimal amount of fuel injection. If the crank angle is 18,000 degrees or more due to an open circuit in the # 2 injector harness, the ECM evaluates this as a malfunction and sets a DTC.	A lack of engine power will occur as the amount of fuel is limited to 40 mm³ / in the event of a safety failure. Can cause engine damage if the vehicle is driven for an extended period with a faulty injector.	Possible causes: open circuit at terminal 61 of the ECM connector (EFD-ECM), open circuit in the injector coil, excessive injector pin resistance, poor wiring.
P0203	Injector 3, open circuit of the solenoid coil.	The injector has the function of injecting the amount of fuel calculated by the ECM by distributing the diesel fuel with small particles into the high-pressure compressed combustion chamber. Fuel injection generates energy through the combustion process. The goal is to increase the fuel pressure in the common bus diesel engine to max. 1,800 bar is fine particle fuel, small fuel particles are associated with reduced smoke, high engine power, improved fuel consumption, etc. In addition, hydraulic servo is used to control 1800 bar fuel pressure by solenoid, injector solenoid controlled by current after increasing the excitation voltage of the solenoid to 135 V. The possibility of injection is possible by supplying fuel, which is not a mechanical injector, but has an electric control injector. The ECM injects fuel after dividing the pilot injection and the main injection into two stages, and the injection time and injection quantity can be controlled independently of each cylinder. Power, torque, exhaust gas, improved fuel consumption, etc. can be optimized by controlling the engine to the optimal amount of fuel injection. If the crank angle is 18,000 degrees or more due to an open circuit in the # 3 injector harness, the ECM evaluates this as a malfunction and sets a DTC.	A lack of engine power will occur as the amount of fuel is limited to 40 mm³ / in the event of a safety failure. Can cause engine damage if the vehicle is driven for an extended period with a faulty injector.	Possible causes are an open circuit at terminal 62 of the ECM connector (EFD-ECM), an open circuit in the injector coil, excessive injector pin resistance, poor wiring.

P0204	Injector 4, open circuit of the solenoid coil.	The injector has the function of injecting the amount of fuel calculated by the ECM by distributing the diesel fuel with small particles into the high-pressure compressed combustion chamber. Fuel injection generates energy through the combustion process. The goal is to increase the fuel pressure in the common bus diesel engine to max. 1,800 bar is fine particle fuel, small fuel particles are associated with reduced smoke, high engine power, improved fuel consumption, etc. In addition, hydraulic servo is used to control 1800 bar fuel pressure by solenoid, injector solenoid controlled by current after increasing the excitation voltage of the solenoid to 135 V. The possibility of injection is possible by supplying fuel, which is not a mechanical injector, but has an electric control injector. The ECM injects fuel after dividing the pilot injection and the main injection into two stages, and the injection time and injection quantity can be controlled independently of each cylinder. Power, torque, exhaust gas, improved fuel consumption, etc. can be optimized by controlling the engine to the optimal amount of fuel injection. If the crank angle is 18,000 degrees or more due to an open circuit in the # 4 injector harness, the ECM evaluates this as a malfunction and sets a DTC.	A lack of engine power will occur as the amount of fuel is limited to 40 mm³ / in the event of a safety failure. Can cause engine damage if the vehicle is driven for an extended period with a faulty injector.	Possible causes: open circuit at terminal 65 of the ECM connector (EFD-ECM), open circuit in the injector coil, excessive injector pin resistance, poor wiring.
P0217	Coolant temperature. Exceeds the upper limit.	The ECTS (Engine Coolant Temperature Sensor) is located in the coolant passage of the cylinder head. ECTS uses a thermistor whose resistance changes with temperature. The electrical resistance ECTS decreases with increasing temperature and increases with decreasing temperature, which is negative. ECTS receives voltage 5 through a resistor from the ECM, and the resistor and thermistor are in series. The signal received by the ECM from the ECTS is used to control the injection timing, adjust the amount of fuel and automatically cool the fan. A specially defective engine coolant temperature sensor has a large impact on cold starts and is one of the factors causing white smoke at start-up. If the output voltage of the engine coolant temperature sensor exceeds 115 ° C for 2.112 ms or more, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	Fuel trim will not be controlled by the ECM based on the engine coolant temperature, but the vehicle can be driven. The maximum engine power is limited and the warning light comes on.	Malfunctions in the engine cooling system.
P0219	Engine overspeed mode.	The position of the engine piston is used to determine the fuel injection timing, all pistons are connected to the crankshaft via a connecting rod. After the CKP sensor detects the piston position, it sends a signal to the ECM to determine the fuel injection timing and engine speed. The camshaft position sensor is used to determine the top dead center of the compression stroke of each cylinder. The ECM uses these signals to determine the fuel injection timing and injection order of each cylinder. If the engine speed exceeds 3,800 rpm for 128 ms or more, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal. In the event that the engine speed exceeds 4000 rpm, to prevent damage due to engine overspeed, fuel injection is partially injected to reduce the engine speed. If the engine speed is below 3500 rpm, the injection will return to normal. The engine system will be protected as follows.	Fuel injection restriction to prevent engine damage.	Malfunction of the crankshaft position sensor, etc.
P0220	Accelerator pedal sensor # 2, not open.	The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the acceleration state. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed curve. The accelerator pedal sensor indicates the idle state even though the standby switch is off when the vehicle is driven. When accelerator pedal sensor “2” outputs 0.6 ~ 1.2 V and accelerator pedal sensor “1” outputs 1.5 V or more for more than 1.056 msec, the ECM evaluates this as a malfunction and sets a DTC.	APS signal No.1 is selected.	Possible reasons are faulty sensor, connection problem.
P0221	Accelerator pedal sensor # 2, not closed.	The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the acceleration state. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed characteristic curve. The accelerator pedal sensor does not indicate an idle state even though the idle switch is on when the vehicle is not accelerating. When the accelerator pedal sensor “2” goes above 1.5V and the accelerator pedal sensor “1” outputs 0.6 ~ 1.2V or more for more than 1.056ms, the ECM judges it as a malfunction and sets a DTC.	APS signal No.1 is selected.	Possible reasons are faulty sensor, connection problem.
P0222	Accelerator pedal sensor # 2, low signal.	The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the state of acceleration. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed characteristic curve. When the accelerator pedal sensor “2” goes below 0.2 V for more than 1.056 msec, the ECM evaluates this as a malfunction and sets a DTC.	When the accelerator pedal sensor # 2 is faulty, the ECM is controlled by the sensor # 1, the vehicle control is returned to normal.	Possible causes are a faulty sensor, a wiring problem, an open or short at terminal 67 of the ECM connector (CFD-ECM).
P0223	Accelerator pedal sensor # 2, high signal.	The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the state of acceleration. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed characteristic curve. When the accelerator pedal sensor "2" goes above 4.5 V for more than 528 msec, the ECM evaluates this as a malfunction and sets a DTC.	When the accelerator pedal sensor # 2 is faulty, the ECM is controlled by the sensor # 1, the vehicle control is returned to normal.	The sensor is faulty, the wiring is damaged.
P0225	The idle switch is closed.	Electronic fuel injection control is introduced by the engine control module (ECM) through ratios derived from various components. The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. The idle switch is installed in conjunction with the accelerator pedal position sensor, the ECM monitors the fuel injection quantity after the received ECM signal from the idle switch determines that the vehicle is in idle or acceleration mode. If the idle switch shows an idle position of 10,496 ms or more when the accelerator pedal is depressed, the ECM evaluates this as a malfunction and sets a DTC.		Defective idle switch, open circuit terminals 45 and 65 ECM (CFD-ECM), short circuit to terminal 76 ECM.

P0226	The idle switch is open.	Electronic fuel injection control is introduced by the engine control module (ECM) through ratios derived from various components. The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. The idle switch is installed in conjunction with the accelerator pedal position sensor, the ECM monitors the fuel injection quantity after the received ECM signal from the idle switch determines that the vehicle is in idle or acceleration mode. If the idle switch shows open position for 10,496 ms or more without depressing the accelerator, the ECM evaluates this as a malfunction and sets a DTC.		Faulty idle switch, open circuit of terminal 76 ECM.
P0237	Boost pressure sensor, low signal.	The engine control module (ECM) must determine the exact amount of air entering the engine in order to determine the main injection amount of fuel supplied to the engine. The boost pressure sensor is used to measure the amount of air entering the engine indirectly and measures the pressure in the intake manifold. It provides an analogue output signal comparable to absolute pressure according to the change in intake manifold pressure to the ECM. The ECM uses the signal as basic information to calculate the intake air amount along with the engine speed. A pressure boost pressure sensor is installed on the intake manifold to measure the pressure in the intake manifold. Intake air temperature sensor - built-in boost pressure sensor. The suction pressure sensor consists of a piezoelectric and hybrid IC amplification output of piezoelectricity. Piezoelectricity is a kind of silicon diaphragm type with piezoresistance effect, one part of which is made up of 100% vacuum chamber and the other part is made up of a structure in which intake manifold pressure is applied. The output value is obtained by changing the silicon in accordance with the change in the intake manifold pressure. If the turbocharging pressure sensor output is found to be less than 0.1 V for 10,496 ms, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	In the case of fail-safe, the vehicle can still be driven, but lack of engine power and smoke will occur as engine power is limited due to fuel trim and stopping point in accordance with the fact that the suction pressure is fixed to control from 100 kPa, and the amount of fuel limited below 40 mm³ / st.	Possible causes are an open circuit at terminal 14 of the ECM connector (EFD-ECM), an open circuit, or a short to ground.
P0238	Boost pressure sensor, high signal.	The engine control module (ECM) must determine the exact amount of air entering the engine in order to determine the main injection amount of fuel supplied to the engine. The boost pressure sensor is used to measure the amount of air entering the engine indirectly and measures the pressure in the intake manifold. It provides an analogue output signal commensurate with absolute pressure according to the change in intake manifold pressure to the ECM. The ECM uses the signal as basic information to calculate the intake air amount along with the engine speed. A pressure boost pressure sensor is installed on the intake manifold to measure the pressure in the intake manifold. Intake air temperature sensor - built-in boost pressure sensor. The suction pressure sensor consists of a piezoelectric and hybrid IC amplification output of piezoelectricity. Piezoelectricity is a kind of silicon diaphragm type with piezoresistance effect, one part of which is made up of 100% vacuum chamber and the other part is made up of a structure in which intake manifold pressure is applied. The output value is obtained by changing the silicon in accordance with the change in the intake manifold pressure. If the boost pressure sensor output is detected above 4.85 volts for 10,496 ms, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	In the case of fail-safe, the vehicle can still be driven, but lack of engine power and smoke will occur as engine power is limited due to fuel trim and stopping point in accordance with the fact that the suction pressure is fixed to control from 100 kPa, and the amount of fuel limited below 40 mm³ / st.	Possible causes are a short circuit at terminal 14 of the ECM connector (EFD-ECM) or a faulty sensor.
P0335	Crankshaft position sensor, no pulses.	The position of the engine piston is used to determine the fuel injection timing, all pistons are connected to the crankshaft via a connecting rod. After the crankshaft position sensor detects the piston position, it sends a signal to the ECM to determine the fuel injection timing and engine speed. The camshaft position sensor is used to determine the top dead center of the compression stroke of each cylinder. The ECM uses these signals to determine the fuel injection timing and injection order of each cylinder. If the number of NE pulses is detected below one time point per revolution (360 ° CA) for 3960 CA or more, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	Vehicles can still be driven normally, but starting performance is poor and exhaust brake operation to protect the engine system will be stalled due to a delay in starting as the ECM only receives a signal from the camshaft position (G) sensor pulse.	Possible causes are faulty crankshaft sensor, open or open for terminals 9 and 29 of the ECM connector (EFD-ECM).
P0336	Malfunction of the crankshaft position sensor.	The position of the engine piston is used to determine the fuel injection timing, all pistons are connected to the crankshaft via a connecting rod. After the CKP sensor detects the piston position, it sends a signal to the ECM to determine the fuel injection timing and engine speed. The crankshaft position sensor is used to determine the top dead center of the compression stroke of each cylinder. The ECM uses these signals to determine the fuel injection timing and injection order of each cylinder. If the number of NE pulses is detected differently or excessively once per revolution (360CA) for 3,960CA or more, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The MIL will turn off after 3 driving cycles when the system returns to normal.	The system is controlled by a pulse from the camshaft position sensor.	Possible causes are poor connection of the crankshaft position sensor, a defective sensor, or a defective tone wheel mounted on the flywheel.
P0340	Camshaft position sensor, no pulses.	The position of the engine piston is used to determine the fuel injection timing, all pistons are connected to the camshaft via a connecting rod. After the crankshaft position sensor detects the piston position, it sends a signal to the ECM to determine the fuel injection timing and engine speed. The camshaft position sensor is used to determine the top dead center of the compression stroke of each cylinder. The ECM uses these signals to determine the fuel injection timing and injection order of each cylinder. If the number of camshaft pulses is found to be less than one per revolution (360 ° CA) for 3960 CA or more, the ECM evaluates this as a malfunction and sets a DTC.	The vehicle can still operate normally, but the starting ability is poor and the exhaust brake to protect the engine system will be stalled due to a delay in starting as the ECM only receives a signal from the crankshaft position (NE) sensor pulse ...	Possible causes are a defective camshaft sensor, open or short circuit for terminals 8, 27 and 28 of the ECM connector (EFD-ECM).
P0341	Camshaft position sensor, performance, bank 1.	The position of the engine piston is used to determine the fuel injection timing, all pistons are connected to the camshaft via a connecting rod. After the crankshaft position sensor detects the piston position, it sends a signal to the ECM to determine the fuel injection timing and engine speed. The camshaft position sensor is used to determine the top dead center of the compression stroke of each cylinder. The ECM uses these signals to determine the fuel injection timing and injection order of each cylinder. If the number of camshaft pulses is different or too high per engine revolution, a DTC will set.	The system is controlled only by pulses from the crankshaft position sensor.	Possible causes are a poor connection to the camshaft position sensor, a defective sensor, or a defective tone wheel mounted on the flywheel.

P0401	EGR. Insufficient flow (negative EGR deviation).	Receiving the ECM signal, the electronic linear solenoid EGR actuator controls the EEGR valve directly. The ECM performs EGR feedback control on the measured air mass flow information. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the EGR gas (oxygen free) entering the combustion chamber increases, the air passing through the MAFS (containing oxygen) decreases. Thus, when the MAFS output signal changes accompanied by the EEGR actuator drive, the ECM determines the amount of EGR quantity recirculated. DTC P0401 sets when the actual EGR value is less than the set value by more than 5,248 ms. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	Fuel limitation (below 75% of maximum torque).	Possible causes: Stuck exhaust gas recirculation valve, supply or limitation of air flow in the intake system, limitation of the exhaust gas system, etc.
P0403	EGR regulator. DC motor output 1, 2. Open motor load.	Receiving the ECM signal, the electronic linear solenoid EGR actuator controls the EEGR valve directly. The ECM performs EGR feedback control on the measured air mass flow information. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the EGR gas (oxygen free) entering the combustion chamber increases, the air passing through the MAFS (containing oxygen) decreases. Thus, when the MAFS output signal changes accompanied by the EEGR actuator drive, the ECM determines the amount of EGR quantity recirculated. If the output voltage of the EGR DC motor is less than 0.1 V and the EGR load is more than 50% for 1500 m or more, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The MIL will turn off after 3 driving cycles when the system returns to normal.	Unable to control EGR, limiting the amount of fuel.	Possible causes are an open circuit on terminals 60, 80 of the ECM connector (EFD-ECM) or a faulty DC motor.
P0404	EGR Control, DC motor output 1, 2, short circuit to BATT / GND, motor short circuit.	Receiving the ECM signal, the electronic linear solenoid EGR actuator controls the EEGR valve directly. The ECM performs EGR feedback control on the measured air mass flow information. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the EGR gas (oxygen free) entering the combustion chamber increases, the air passing through the MAFS (containing oxygen) decreases. Thus, when the MAFS output signal changes accompanied by the EEGR actuator drive, the ECM determines the amount of EGR quantity recirculated. If the EGR Load Target is less than 50% and the ECM Diagnostic Level exceeds the set value for 4ms or more, the ECM evaluates this as a malfunction and sets a DTC. The indicator lamp and the MIL flashes when the condition continues for 2 driving cycles. The MIL will turn off after 3 driving cycles when the system returns to normal.	Unable to control EGR, limiting the amount of fuel.	Possible causes are a short circuit or an internal malfunction of the EGR DC motor.
P0405	EGR, lift sensor 1, signal too low.	Receiving the ECM signal, the electronic linear solenoid EGR actuator controls the EEGR valve directly. The ECM performs EGR feedback control on the measured air mass flow information. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the EGR gas (oxygen free) entering the combustion chamber increases, the air passing through the MAFS (containing oxygen) decreases. Thus, when the MAFS output signal changes accompanied by the EEGR actuator drive, the ECM determines the amount of EGR quantity recirculated. If the valve position sensor output is below 0.2 V for more than 3.016 ms, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	Unable to control EGR, limiting the amount of fuel (75% of maximum torque).	Short circuit to ground terminals 36, 48 of the ECM connector (EFD-ECM), connection faulty.
P0406	EGR lift sensor 1 signal too high.	Receiving the ECM signal, the electronic linear solenoid EGR actuator controls the EEGR valve directly. The ECM performs EGR feedback control on the measured air mass flow information. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the EGR gas (oxygen free) entering the combustion chamber increases, the air passing through the MAFS (containing oxygen) decreases. Thus, when the MAFS output signal changes accompanied by the EEGR actuator drive, the ECM determines the amount of EGR quantity recirculated. If the valve position sensor output is higher than 4.8 V for more than 3.016 ms, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	Unable to control EGR, limiting the amount of fuel (75% of maximum torque).	Open, short to terminal 36 of the ECM connector (EFD-ECM), connection faulty.
P0501	Vehicle speed sensor (VSS) invalid signal.	A vehicle speed sensor, which is a type of Hall sensor, detects vehicle speed by measuring the revolution of the gearbox output shaft. If the vehicle speed sensor sends a signal to the ECM, the signal is used not only for the correction signal to calculate the optimal fuel amount by comparing the current engine revolution and vehicle speed, but also for the vehicle signal and vehicle information for ETACM. If a sudden change in vehicle speed is detected above 100 km / h for 1.056 ms or more, the ECM evaluates this as a malfunction and sets a DTC.	The vehicle speed will change rapidly and the ECM will not be able to detect the gear range. Unable to control PTO (if equipped).	A possible cause could be a malfunctioning vehicle speed sensor or input noise to terminal 14 of the ECM connector (CFD-ECM).

P0502	Vehicle speed sensor (VSS), short or open input.	A vehicle speed sensor, which is a type of Hall sensor, detects vehicle speed by measuring the revolution of the gearbox output shaft. If the vehicle speed sensor sends a signal to the ECM, the signal is used not only for the correction signal to calculate the optimal fuel amount by comparing the current engine speed and vehicle speed, but also for the vehicle signal and vehicle information for ETACS. If the vehicle speed sensor missing signal while driving is detected at 1.056 ms or more for the ECM, the ECM evaluates this as a malfunction and sets a DTC. At this point, the following conditions must be met: 1200 rpm or more from engine speed, 80 ° C or more from engine coolant temperature, not gearbox neutral, 60 mm³ / s or more from fuel quantity.	The ECM cannot detect the gear range because the speed signal is not being supplied.	The speed sensor is faulty, short circuit or open in the sensor circuit.
P0503	Vehicle speed sensor (VSS) frequency too high.	A vehicle speed sensor, which is a type of Hall sensor, detects vehicle speed by measuring the revolution of the gearbox output shaft. If the vehicle speed sensor sends a signal to the ECM, the signal is used not only for the correction signal to calculate the optimal fuel amount by comparing the current engine speed and vehicle speed, but also for the vehicle signal and vehicle information for ETACS. If the vehicle speed sensor signal is detected while driving above 200 km / h for 1.056 ms or more, the ECM evaluates this as a malfunction and sets a DTC.	The ECM cannot detect the gear range because the speed signal is greater than 200 km / h.	The speed sensor is faulty or an extraneous signal appears in the sensor circuit.
P0541	Air heater system failure.	An air heater (glow plug) heats the intake air and facilitates initial starting performance and works well for diesel injection at low temperatures. The ECM operates the preheat plug through the heater plug relay and controls the preheat time according to engine temperature. If no voltage is detected at terminal 40 of the ECM connector (EFD-ECM) in the spark plug relay 1 mode, the ECM evaluates this as a malfunction and sets a DTC.		Short to ground at terminal 40 of ECM connector (EFD-ECM), check harness and relay.
P0542	Air heater system failure.	An air heater (glow plug) heats the intake air and facilitates initial starting performance and works well for diesel injection at low temperatures. The ECM operates the preheat plug through the heater plug relay and controls the preheat time according to engine temperature. If voltage is detected at terminal 40 of the ECM connector (EFD-ECM) with the spark plug relay 1 inoperative, the ECM evaluates this as a malfunction and sets a DTC.		Short to voltage at terminal 40 of ECM connector (EFD-ECM), check harness and relay.
P0562	Low voltage in the system.	The battery voltage will fluctuate between 23.5V and 28.5V if the battery is normal. The cranking voltage will drop quickly. Actuators such as injectors, fuel pump and rail sensor request precise control and the value of the actuator characteristics changes according to the change in battery voltage. The ECM adjusts the drive response time based on the voltage change, monitoring the change in battery voltage for the correct drive performance in response to that voltage change. If the battery voltage is found to be below 15.2 V for 5.044 ms or more, the ECM evaluates this as a malfunction and sets a DTC.		A possible cause could be a faulty charging system (battery, alternator component and charging circuit) and incorrect voltage on terminals 1,18,21,38,58 and 78 of the ECM connector (CFD-ECM).
P0563	High voltage in the system.	The battery voltage will fluctuate between 23.5V and 28.5V if the battery is normal. The cranking voltage will drop quickly. Actuators such as injectors, fuel pump and rail sensor request precise control and the value of the actuator characteristics changes according to the change in battery voltage. The ECM adjusts the drive response time based on the voltage change, monitoring the change in battery voltage for the correct drive performance in response to that voltage change. If the battery voltage is detected above 32 V for 5.044 ms or more, the ECM evaluates this as a malfunction and sets a DTC.		A possible cause could be a faulty charging system (battery, alternator component and charging circuit) and incorrect voltage on terminals 1,18,21,38,58 and 78 of the ECM connector (CFD-ECM).
P0601	Block ECM, checksum error.	The ECM evaluates whether the vehicle is in good condition or not using a checksum algorithm. All data of the checksum of the algorithm consists of a combination of "0" and "1". Algorithm checksum means adding all values to the character string. The criteria for judging whether the ECM is good or not are perceived by comparing the stored values in the ECM and the values obtained by the algorithm. If a checksum discrepancy is detected 3 times in a row in 96.0 ms or more, the ECM evaluates this as a malfunction and sets a DTC.	In case of fail-safe, it is impossible to start the engine and control the PTO (if any), and the amount of fuel is limited to 40 mm³ / st.	A possible cause could be a defective CPU ECM.
P0602	QR data is not registered.	The ECM evaluates whether the vehicle is in good condition or not using a checksum algorithm. All data of the checksum of the algorithm consists of a combination of "0" and "1". Algorithm checksum means adding all values to the character string. The criteria for judging whether the ECM is good or not are perceived by comparing the stored values in the ECM and the values obtained by the algorithm. Using the EEPROM data, if the QR correction and at least one of the injectors are detected for 768.0 ms or more per day, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	In the event of a safety failure, the motor is controlled by the previous value. Possible unstable idling and loss of power.	A possible cause could be a mismatch between the QR correction value and the injector QR code correction or an internal ECM error using a scan tool. The QR correction value at the top of each injector connector must be entered into the ECM using a scan tool as the default value without the entered QR correction value is stored in the ECM.

P0603	Error in the QR code.	The ECM evaluates whether the vehicle is in good condition or not using a checksum algorithm. All data of the checksum of the algorithm consists of a combination of "0" and "1". Algorithm checksum means adding all values to the character string. The criteria for judging whether the ECM is good or not are perceived by comparing the stored values in the ECM and the values obtained by the algorithm. Using the EEPROM data, if the QR correction and at least one of the injectors are detected for 768.0 ms or more per day, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	In the event of a safety failure, the motor is controlled by the previous value. Possible unstable idling and loss of power.	A possible cause could be a mismatch between the QR correction value and the injector QR code correction or an internal ECM error using a scan tool. The QR correction value at the top of each injector connector must be entered into the ECM using a scan tool as the default value without the entered QR correction value is stored in the ECM.
P0604	QR detection error (definition relative to QR correction is incorrect).	The ECM evaluates whether the vehicle is in good condition or not using a checksum algorithm. All data of the checksum of the algorithm consists of a combination of "0" and "1". Algorithm checksum means adding all values to the character string. The criteria for judging whether the ECM is good or not are perceived by comparing the stored values in the ECM and the values obtained by the algorithm. Using the EEPROM data, if the QR correction and at least one of the injectors are detected for 768.0 ms or more per day, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	In the event of a safety failure, the motor is controlled by the previous value. Possible unstable idling and loss of power.	A possible cause could be a mismatch between the QR correction value and the injector QR code correction or an internal ECM error using a scan tool. The QR correction value at the top of each injector connector must be entered into the ECM using a scan tool as the default value without the entered QR correction value is stored in the ECM.
P0606	Malfunction of the main processor in the ECM.	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and the accelerator pedal position sensor, etc. Based on the input signals, the ECM controls the engine by controlling the injector, various solenoids and relays through a comparison algorithm between the micro controller and control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If RUN Pulse is detected 5 times in a row within 96.0ms after a power-on reset when it does not rotate within the specified time, the ECM evaluates it as a malfunction and sets a DTC.	In case of fail-safe, it is impossible to start the engine and control the PTO (if any), and the amount of fuel is limited to 40 mm³ / st.	A possible cause could be a faulty CPU in the ECM.
P0607	Malfunction of the main processor in the ECM.	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and the accelerator pedal position sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the micro controller and control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If the RUN Pulse of Watchdog IC output is detected for 96.0ms or more, if it does not rotate for 4ms ~ 12ms, the ECM evaluates it as a malfunction and sets a DTC.	In case of fail-safe, it is impossible to start the engine and control the PTO (if any), and the amount of fuel is limited to 40 mm³ / st.	A possible cause could be a faulty CPU in the ECM.
P0615	Starter switch, short to battery power.	The starting system consists of a battery, a starting engine, an electromagnetic switch, a start switch (ignition switch), connecting wiring and a battery cable, etc. When the ignition key is reset, the current activates the solenoid coil of the starting engine. The solenoid plunger and clutch shift lever operate and the engine rotates as the clutch gear engages with the cogwheel. If the voltage is detected above 0 V for 10 112 ms or more when the engine rpm exceeds 1200 rpm after starting the engine. The ECM evaluates this as a malfunction and sets a DTC.	In the event of a fault tolerance, the ECM will stop the engine after a certain amount of time to protect the starter motor from damage.	Probable causes may be a short to the battery side of terminal 12 of the ECM connector (CFD-ECM) or the soft start switch.
P0627	SCV (+, -), output, open load / short to ground.	The flow control valve (SCV) is a solenoid valve. The ECM monitors the open / close timing of the valve, which controls the amount of the fuel pump by controlling the current that must be supplied to the SCV to adjust the rail pressure. When the SCV is closed, the fuel line is shut off and the fuel is compressed. The compressed fuel is fed onto a common rail. If the fuel pressure decreases, the SCV opens and then the fuel is inhaled for the next pumping. The fuel pump relay is supplied with ECM fuel with a low fuel pump. When the ignition is turned on, the fuel pump relay relay operates for about 1.5 seconds. and stops to diagnose the fuel pump relay. If the engine speed is detected above 45 RPM, the ECM turns on the relay and supplies fuel to the high pressure pump. If the SCV load current is detected above 30% and the current is detected below 500mA for 832ms or more, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	In the event of fault tolerance, care should be taken to cause damage to the overall CR system . Thus, the ECM limits engine power and abnormal high pressure if there is an open circuit for the fuel pump at startup, pressure limiter, etc.	Possible causes may be a short to ground on terminals 51, 52, 71 and 72 of the ECM connector (EFD-ECM), an open circuit in the ECM or SCV wiring, or an SCV pin resistance.
P0629	SCV (+, -), output, short circuit to battery power.	The flow control valve (SCV) is a solenoid valve. The ECM monitors the open / close timing of the valve, which controls the amount of the fuel pump by controlling the current that must be supplied to the SCV to adjust the rail pressure. When the SCV is closed, the fuel line is shut off and the fuel is compressed. The compressed fuel is fed onto a common rail. If the fuel pressure decreases, the SCV opens and then the fuel is inhaled for the next pumping. The fuel pump relay is supplied with ECM fuel with a low fuel pump. When the ignition is turned on, the fuel pump relay relay operates for about 1.5 seconds. and stops to diagnose the fuel pump relay. If the engine speed is detected above 45 RPM, the ECM turns on the relay and supplies fuel to the high pressure pump. If the SCV current is detected between 30% and 50% and the current is detected above 1.160 mA for 832 ms or more, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	In the event of fault tolerance, care should be taken to cause damage to the overall CR system . Thus, the ECM limits engine power and abnormal high pressure if there is an open circuit for the fuel pump at startup, pressure limiter, etc.	Probable causes may be a short to power (16V or more) of terminals 51, 52, 71 and 72 of the ECM connector (EFD-ECM), an open circuit in the ECM or SCV wiring.
P0642	5V Power Supply, Ref. 1 Circuit Low (VCC1L).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If the sensor 1 supply voltage (5V) is detected below 2V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	Acceleration limit (30%), target pressure limit (70MPa), stop PTO control , cruise control does not work.	A short to ground in the sensor power supply circuit or an internal ECM malfunction.

P0643	5V Power Supply, Ref. 1 Circuit High (VCC1H).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If sensor 1 (5V) supply is detected above 3V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	Acceleration limit (30%), target pressure limit (70MPa), stop PTO control , cruise control does not work ..	A power supply short to a higher voltage, a short to ground in the sensor supply circuit, or an internal ECM malfunction.
P0652	5V Power Supply, Ref. 2 Circuit Low (VCC2L).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If the sensor 2 supply voltage (5V) is detected below 2V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	Acceleration limit (30%), target pressure limit (70MPa), stop PTO control , cruise control does not work.	A short to ground in the sensor power supply circuit or an internal ECM malfunction.
P0653	5V Power Supply Link 2 High Circuit (VCC2H).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If the sensor 2 supply voltage (5V) is detected above 3V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	Acceleration limit (30%), target pressure limit (70MPa), stop PTO control , cruise control does not work.	A power supply short to a higher voltage, a short to ground in the sensor supply circuit, or an internal ECM malfunction.
P0698	5V Power Supply, Ref. 3 Circuit Low (VCC11L = VCC3L).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If sensor 3 (5V) supply voltage is detected below 2V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	Acceleration limit (30%), target pressure limit (70MPa), stop PTO control , cruise control does not work.	A short to ground in the sensor power supply circuit or an internal ECM malfunction.
P0699	5V Power Supply Ref. 3 High Circuit (VCC11H = VCC3H).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If the sensor 3 supply voltage (5V) is detected above 3V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.	Acceleration limit (30%), target pressure limit (70MPa), stop PTO control , cruise control does not work.	A power supply short to a higher voltage, a short to ground in the sensor supply circuit, or an internal ECM malfunction.

P069E	5V power supply, link 4 low circuit (VCC10 / 12L = VCC4L).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If sensor 4 (5V) supply voltage is detected below 2V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.		A short to ground in the sensor power supply circuit or an internal ECM malfunction.
P069F	5V Power Supply Ref 4 High Circuit (VCC10 / 12H = VCC4H).	The ECM receives power, activates and receives signals from various sensors such as the crankshaft position sensor and rail pressure sensor, etc. Based on the input signals, the ECM controls the engine after starting the injector, various solenoids and relays through a comparison algorithm between the microcontroller and the control logic stored in the EEPROM. In addition, to improve reliability, the ECM performs self-test diagnostics on the ECM itself, various sensors and actuators, and informs the driver of information problems to protect a serious drive ability problem, and performs a system shutdown function to protect a dangerous condition if mismanaged. If sensor 4 ( 5V) supply voltage is detected above 3V for more than 80ms, the ECM evaluates this as a malfunction and sets a DTC. The warning lamp and the MIL come on together when the condition continues for 2 driving cycles. The warning lamp goes out after 3 driving cycles when the system returns to normal.		A power supply short to a higher voltage, a short to ground in the sensor supply circuit, or an internal ECM malfunction.
P0704	Faulty clutch switch circuit (manual transmission only).	The clutch is located between the engine and the gearbox. The friction disc disconnects the flywheel and pressure plate during operation and is locked by the flywheel. When the clutch pedal is depressed, the friction disc is disengaged by the clutch fork and disconnected from engine power. Disengage from the transmission of torque allows you to change gears safely and easily. The clutch switch is installed at the top of the clutch pedal, and the ECM detects the clutch condition through the clutch switch signal. The vehicle speed repeats from 0 km / h (stop) to 80 km / h (driving) and 0 km / h (stop). But if a change in the clutch switch input is not detected, the ECM evaluates it as a malfunction and sets a DTC.	Engine brake, PTO and cruise control inoperative.	Likely causes could be a short to terminal 55 power of the ECM connector (CFD-ECM), an open circuit in the ECM, or a faulty clutch switch component.
P0850	Neutral switch circuit malfunction (manual transmission only).	The neutral switch is located in the upper control housing of the transmission, the switch sends a signal to the ECM, the ECM decides the fuel injection amount after the ECM judges the vehicle to be neutral. The vehicle speed repeats from 0 km / h (stop) to 80 km / h (driving) and 0 km / h (stop). However, if a change in the switch input is not detected, the ECM evaluates this as a malfunction and sets a DTC.	Engine brake and PTO inoperative.	Possible causes may be a short to power at terminal 11 of the ECM connector (CFD-ECM), an open wiring, or a defective neutral switch.
P1120	Accelerator pedal sensor, signal is incorrect.	Electronic fuel injection is carried out by various factors in the ECM, including the position of the accelerator pedal. The accelerator pedal position sensor detects the pedal position and sends a signal to the ECM. It consists of two potentiometers (with two variable resistors). Power supply is provided separately to accurately determine the acceleration state. The accelerator pedal position sensor voltage is generated by a potentiometer, and the accelerator pedal position is calculated using a preprogrammed curve. The accelerator pedal sensor indicates the idle state even though the standby switch is off when the vehicle is driven. When accelerator pedal sensors "1" and "2" have problems for more than 528 ms at the same time, the ECM evaluates this as a malfunction and sets a DTC.	The accelerator open signal is set to 50%.	Possible causes are an open wiring or a short to terminal 47.67 of the ECM connector (CFD-ECM), a faulty sensor, connection problems, etc.
P1132	ASC (PTO) Accelerator pedal sensor signal too low.	The remote accelerator pedal sensor has been adopted to control the engine speed in PTO mode . Using the potentiometer method, the accelerator pedal sensor changes the voltage supplied to the ETCM according to the sensor opening. Approximately 0.2 V is detected when the pedal is open 0% and approx. 4.5V is detected when the pedal is open 100%. The ETCM calculates engine speed by varying the amount of voltage injected from the sensor. The DTC sets when the accelerator pedal sensor output voltage is below 0.2 V for more than 1.056 ms.	PTO control stopped .	Probable causes are open circuit, short to ground on ECM connector terminals 68.71 (CFD-ECM), loss of signal, or poor connector connection.
R1133	ASC (PTO) Accelerator pedal sensor signal too high.	The remote accelerator pedal sensor has been adopted to control the engine speed in PTO mode . Using the potentiometer method, the accelerator pedal sensor changes the voltage supplied to the ETCM according to the sensor opening. Approximately 0.2 V is detected when the pedal is open 0% and approx. 4.5V is detected when the pedal is open 100%. The ETCM calculates engine speed by varying the amount of voltage injected from the sensor. The DTC sets when the accelerator pedal sensor output voltage is higher than 4.5 V for more than 1.056 ms.	PTO control stopped .	Possible causes are insufficient watering for terminals 68.71 of the ECM connector (CFD-ECM) or poor connection of the connector.
P1190	High actual rail pressure.	The flow control valve (SCV) is a solenoid valve. The ECM monitors the open / close timing of the valve, which controls the amount of the fuel pump by controlling the current that must be supplied to the SCV to adjust the rail pressure. When the SCV is closed, the fuel line is shut off and the fuel is compressed. The compressed fuel is fed onto a common rail. If the fuel pressure decreases, the SCV opens and then the fuel is inhaled for the next pumping. The fuel pump relay supplies power to the low pressure pump and is controlled by the ECM. When the ignition is turned on, the fuel pump relay operates for about 1.5 seconds. and stops to diagnose the fuel pump relay. If the engine speed is detected above 45 RPM, the ECM turns on the relay and supplies fuel to the high pressure pump. If the difference between the target fuel pressure and the actual fuel pressure of the SCV is detected above 10 MPa for 22.496 ms or more, the ECM evaluates this as a malfunction and sets a DTC.		Defective SCV valve .

P1218	Abnormal high pressure mode No. 3	The flow control valve (SCV) is a solenoid valve. The ECM monitors the open / close timing of the valve, which controls the amount of the fuel pump by controlling the current that must be supplied to the SCV to adjust the rail pressure. When the SCV is closed, the fuel line is shut off and the fuel is compressed. The compressed fuel is fed onto a common rail. If the fuel pressure decreases, the SCV opens and then the fuel is inhaled for the next pumping. The fuel pump relay supplies power to the low pressure pump and is controlled by the ECM. When the ignition is turned on, the fuel pump relay operates for about 1.5 seconds. and stops to diagnose the fuel pump relay. If the engine speed is detected above 45 RPM, the ECM turns on the relay and supplies fuel to the high pressure pump. If the pump pressure exceeds 197 MPa for 15 seconds or 230 MPa for 3 seconds continuously, the ECM evaluates it as a malfunction and sets a DTC.	In the event of fault tolerance, care should be taken to cause damage to the overall CR system . Limiting the amount of fuel (75% of the maximum torque).	Possible causes could be a stuck SCV or an open circuit in the SCV.
P1219	Abnormal high pressure mode No. 1.	The flow control valve (SCV) is a solenoid valve. The ECM monitors the open / close timing of the valve, which controls the amount of the fuel pump by controlling the current that must be supplied to the SCV to adjust the rail pressure. When the SCV is closed, the fuel line is shut off and the fuel is compressed. The compressed fuel is fed onto a common rail. If the fuel pressure decreases, the SCV opens and then the fuel is inhaled for the next pumping. The fuel pump relay supplies power to the low pressure pump and is controlled by the ECM. When the ignition is turned on, the fuel pump relay operates for about 1.5 seconds. and stops to diagnose the fuel pump relay. If the engine speed is detected above 45 RPM, the ECM turns on the relay and supplies fuel to the high pressure pump. If the difference in the amount of difference in fuel consumption between the plungers is 170 ㎣ / 3 strokes more than 500 times, the ECM evaluates this as a malfunction and sets a DTC.	Fuel limitation (75% of maximum torque), engine may shut off, EGR and cruise control impossible.	The pump may damage the high pressure plunger, generating abnormally high pressure. If an abnormally high pump pressure develops, the probable causes are an open circuit in the SCV, a clogged fuel line and fuel filter.
P1221	The actual rail pressure was less than the target pressure.	The rail pressure sensor must detect instantaneous rail pressure in order to send a voltage signal commensurate with the pressure applied to the ECM. If the fuel flows up to the rail pressure through the rail inlet, its end is sealed with a sensor diaphragm. Fuel under pressure reaches the sensor diaphragm through a blind hole, the sensor-sensor (semiconductor device) is connected to this diaphragm to convert the pressure into an electrical signal, the signal generated by the sensor amplifies the measurement signal and is introduced into the view circuit for sending to the ECM. The signal plays a very important role not only for determining the fuel quantity and injection timing in the ECM, but also for the feedback rail pressure regulator to monitor the target fuel pressure in the ECM.	If the actual pressure of the common signal is less than 30 MPa compared to the target pressure of more than 6.016 ms, the ECM evaluates this as a malfunction and sets a DTC.	Dirty fuel filter or fuel tank, faulty fuel rail pressure sensor.
P1222	Fuel filter, diagnostics, level 1.	If the pressure limiter detects an abnormal high pressure in the Common Rail system, it works and plays a role to return fuel to the fuel tank to protect the system. If the engine is started with a disconnected SCV connector, the vehicle is driven with a clogged fuel line, or the engine is started with no fuel in the fuel line, it is possible to display this code. Therefore, the fuel filter should be replaced according to the service interval. When the car makes an initial start, be sure to try starting the engine by replacing it with a new one and supplying fuel to the fuel pump with the fuel priming pump. If the pressure between pump and filter is detected as -36 ~ -28 kPa for more than 58 256 ms, the ECM evaluates it as a malfunction and sets a DTC and the fuel filter warning light blinks.		Check the low pressure fuel lines for blockages, check the fuel filter for blockages, make sure the SCV connector is connected.
P1223	Fuel filter, diagnostics, level 2.	If the pressure limiter detects an abnormal high pressure in the Common Rail system, it works and plays a role to return fuel to the fuel tank to protect the system. If the engine is started with a disconnected SCV connector, the vehicle is driven with a clogged fuel line, or the engine is started with no fuel in the fuel line, it is possible to display this code. Therefore, the fuel filter should be replaced according to the service interval. When the car makes an initial start, be sure to try starting the engine by replacing it with a new one and supplying fuel to the fuel pump by the fuel priming pump. If the pressure between pump and filter is detected -36 ~ -28 kPa for 5 hours continuously or 50 times, the ECM will evaluate the malfunction and set a DTC. In this case, the amount of fuel is limited to below 40 ㎣ / st. and the fuel filter warning light flashes.	Fuel limitation (40 ㎣ / st.), Cruise control does not work.	Check the low pressure fuel lines for blockages, check the fuel filter for blockages, make sure the SCV connector is connected.
P1231	Exhaust brake MV1, output open load / short to GND.	The exhaust brake system, which is a service brake (accessory), is a vacuum type using negative pressure. The exhaust system consists of an exhaust brake valve in the middle of the exhaust pipe, an exhaust brake switch of the multifunction switch, a three-way magnet, a vacuum reservoir and an intake valve equipped in the intake manifold to reduce intake noise. When the exhaust brake switch is operated under an exhaust gas operating condition, if the exhaust brake valve closes the butterfly valve, the pressure in the exhaust pipe rises and this pressure is applied to the piston crown and receives the braking force. At this point, the shutter is also closed. When the clutch pedal, accelerator pedal or exhaust brake switch is released, the electrical circuit is disconnected and the exhaust brake is released. Under conditions where the exhaust brake does not work, if the exhaust brake is recognized as working for 3,004.5 ms or more, the ECM judges it as a malfunction and sets a DTC.	The exhaust brake does not work.	Possible causes are open or shorted to ground at terminal 4 of the ECM connector (CFD-ECM).
P1232	Exhaust brake MV1, short to power.	The exhaust brake system, which is a service brake (accessory), is a vacuum type using negative pressure. The exhaust system consists of an exhaust brake valve in the middle of the exhaust pipe, an exhaust brake switch of the multifunction switch, a three-way magnet, a vacuum reservoir and an intake valve equipped in the intake manifold to reduce intake noise. When the exhaust brake switch is operated under an exhaust gas operating condition, if the exhaust brake valve closes the butterfly valve, the pressure in the exhaust pipe rises and this pressure is applied to the piston crown and receives the braking force. At this point, the shutter is also closed. When the clutch pedal, accelerator pedal or exhaust brake switch is released, the electrical circuit is disconnected and the exhaust brake is released. Under exhaust brake operating conditions, if the exhaust brake is detected as inoperative for 3.004.5 ms or more, the ECM evaluates it as a malfunction and sets a DTC.	The exhaust brake does not work.	Possible causes are a short to terminal 4 of the ECM connector (CFD-ECM) or a short to power.

P1383	Air heater [glow switch] output open load / short circuit to power.	Glow plugs heat the intake air and make initial starting performance easy and work well for diesel injection at low temperatures. The ECM controls the pre-heater plugs through the heater relay and monitors the warm-up time according to engine temperature. If a tripping of the glow plug is detected for 3000 µs with the relay inoperative, the ECM evaluates this as a malfunction and sets a DTC.		Possible causes may be a short to terminal 24 (power) of the ECM connector (CFD-ECM) or a faulty relay.
P1384	Air heater [glow switch], short to ground.	Glow plugs heat the intake air and make initial starting performance easy and work well for diesel injection at low temperatures. The ECM controls the pre-heater plugs through the heater relay and monitors the warm-up time according to engine temperature. If operation of the glow plug is not detected for 3000.2 ms under the condition of relay operation, the ECM evaluates this as a malfunction and sets a DTC.		Possible causes may be a short in terminal 24 of the ECM connector (CFD-ECM), a defective relay, or a short to ground.
P1616	Main relay, diagnostics.	The main relay operates when the ignition is turned on and supplies battery power to the ECM. It has the function of supplying battery power to various switches and actuators, and to disconnect battery power through a junction box. When the ignition key is turned on, the main relay operates and controls various solenoids, relays, switch as well as the ECM. Therefore, the main relay must be checked in detail. And it prevents the danger due to improper control and has a power cut-off function to protect the system. Even when the ignition key is turned off, if the main relay is operating and a voltage of 16 V or more is detected at terminals 1, 18, 21, 38, 58 and 78 ECM (CFD-ECM) for 2112 ms or more, the ECM evaluates this as a malfunction and sets DTC.		Probable causes may be a short to power on terminals 1,18,21,38,58 and 78 of the ECM connector (CFD-ECM) or a faulty main relay.
R1642	MAF sensor power failure, short circuit to battery.	The mass air flow sensor (MAFS) consists of a mass air flow sensor and an air temperature sensor. MAFS measures the amount of air consumed by the engine. The ECM monitors EGR feedback with information received from the sensor. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the amount of EGR (oxygen-free) gas entering the combustion chamber increases, the air passing through the MAFS (oxygen-containing) decreases. Thus, when the MAFS output is changed, followed by the EGR actuator drive, the ECM determines the amount of EGR amount to be recirculated. If MAFS power is interrupted, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	The vehicle can be driven, but black smoke may appear and engine power is limited as fuel trim and injection timing cannot be controlled based on intake air temperature.	Faulty wiring, sensor, short circuit to terminal 69 of the ECM connector (EFD-ECM).
R1643	MAF sensor power failure, short to ground.	The mass air flow sensor (MAFS) consists of a mass air flow sensor and an air temperature sensor. MAFS measures the amount of air consumed by the engine. The ECM monitors EGR feedback with information received from the sensor. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the amount of EGR (oxygen-free) gas entering the combustion chamber increases, the air passing through the MAFS (oxygen-containing) decreases. Thus, when the MAFS output is changed, followed by the EGR actuator drive, the ECM determines the amount of EGR amount to be recirculated. If MAFS power is interrupted, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	The vehicle can be driven, but black smoke may appear and engine power is limited as fuel trim and injection timing cannot be controlled based on intake air temperature.	Faulty wiring, sensor, short circuit to terminal 69 of the ECM connector (EFD-ECM).
P2002	(PMC) Particulate Catalyst Diagnostic.	PMC (particulate matter catalyst). P2002 is set when the regeneration lasts longer than the specified duration.		PMC.
P2146	Output current COM1 (both TWV 1 and TWV 3) open load.	If the ECM detects an open in the # 1 and # 4 injector circuit, a DTC will set.	Engine power is limited.	Possible causes are an open circuit at terminals 47, 65, 66, 67 of the ECM connector (EFD-ECM), a connection problem, etc.

P2147	Output current COM1 (both TWV 1 and TWV 3), short to ground.	If the ECM detects a short to ground on the # 1 and # 4 injector circuits, a DTC will set.	Engine power is limited.	Short to ground on ECM (EFD-ECM) terminals 47, 67 or defective wiring.
P2148	Output current COM1 (both TWV 1 and TWV 3), short to battery.	If the ECM detects a short to B + on the # 1 and # 4 injector circuits, a DTC will set.	Engine power is limited.	Short circuit to B + of terminals 47, 67 of the ECM connector (EFD-ECM) or the wiring is faulty.
P2149	Output current COM2 (both TWV 2 and TWV 4) open load.	If the ECM detects an open in the # 2 and # 3 injector circuit, a DTC will set.	Engine power is limited.	Possible causes are an open circuit at terminals 43, 61, 62, 63 of the ECM connector (EFD-ECM), a connection problem, etc.
P2150	Output current COM2 (both TWV 2 and TWV 4), short to ground.	If the ECM detects a short to ground in injectors # 2 and # 3, a DTC will set.	Engine power is limited.	Short circuit to ground on terminals 43, 61, 62, 63 of ECM connector (EFD-ECM) or defective wiring.
P2151	Output current COM2 (both TWV 2 and TWV 4), short to battery.	If the ECM detects a short to B + on the # 2 and # 3 injector circuits, a DTC will set.	Engine power is limited.	Short to B + of terminals 43,61,62,63 of the ECM connector (EFD-ECM) or the wiring is faulty.
P2293	Pressure limiter activated.	If the pressure limiter detects an abnormal high pressure in the Common Rail system, it works and plays a role to return fuel to the fuel tank to protect the system. If the engine is started with a disconnected SCV connector, the vehicle is driven with a clogged fuel line, or the engine is started with no fuel in the fuel line, it is possible to display this code. Therefore, the fuel filter should be replaced according to the service interval. When the car makes an initial start, be sure to try starting the engine by replacing it with a new one and supplying fuel to the fuel pump with the fuel priming pump. If the common rail pressure sensor is defective or the fuel rail pressure is detected above 191 MPa for 16.0 ms or more, the ECM evaluates this as a malfunction and sets a DTC.	Fuel pressure limit (60 MPa), EGR control and cruise control .	Check the low pressure fuel lines for blockages, check the fuel filter for blockages, make sure the SCV connector is connected.
P2413	AGR valve stuck open or closed.	Receiving the ECM signal, the electronic linear solenoid EGR actuator controls the EEGR valve directly. The ECM performs EGR feedback control on the measured air mass flow information. (The role of MAFS in a diesel engine is different from that of a gasoline engine. The amount of fuel injected is determined by the MAFS signal in a gasoline engine.) When the EGR gas (oxygen free) entering the combustion chamber increases, the air passing through the MAFS (containing oxygen) decreases. Thus, when the MAFS output signal changes accompanied by the EEGR actuator drive, the ECM determines the amount of EGR quantity recirculated. If the gap between the actual EGR volume and the target EGR volume is greater than 15%, the ECM evaluates this as a malfunction and sets a DTC. The test lamp comes on and the MIL flashes when the condition continues 2 times driving. The MIL will turn off after 3 driving cycles when the system returns to normal.	Limiting the amount of fuel (75% of maximum torque) EGR control and cruise control .	Open circuit at terminals 60, 80 of the ECM connector (EFD-ECM). Faulty connection or exhaust gas recirculation valve.

P2454	Differential pressure sensor signal too low.	A differential pressure sensor is mounted on the top of the PMC and measures the pressure difference before and after the PMC. If the differential pressure is higher or lower than the specified value, the ECM considers the accumulated soot inside the PMC to be excessive. It also has the purpose of controlling that the PMC is arbitrarily removed by the user. If the output value of the differential pressure sensor is detected below 0.3 V for 3.008 ms or more, the ECM evaluates this as a malfunction and sets a DTC.		Faulty wiring harness, open or short at terminal 70 of the ECM connector (CFD-ECM).
P2455	Differential pressure sensor signal too high.	A differential pressure sensor is installed on the top of the PMC and measures the pressure difference before and after the PMC. If the differential pressure is higher or lower than the specified value, the ECM considers the accumulated soot inside the PMC to be excessive. It also has the purpose of controlling that the PMC is arbitrarily removed by the user. If the output value of the differential pressure sensor is detected above 4.8 V for 3.008 ms or more, the ECM evaluates this as a malfunction and sets a DTC.		Faulty wiring harness, short to voltage on terminal 70 circuit of the ECM connector (CFD-ECM).
P2503	Charging circuit malfunction (insufficient charge).	If a “No Charge” circuit within the ECM is detected for 96 ms or more, the ECM evaluates this as a malfunction and sets a DTC.	The amount of fuel is set below 40 ㎣ / st., The fuel pressure is 60 MPa., Stop PTM control , cruise control.	Defective alternator, charging wiring, or internal ECM malfunction .
P2504	Charging circuit malfunction (overcharging).	If the charging current in the ECM circuit is high, a DTC will set.	The engine stops.	Defective alternator, charging wiring, or internal ECM malfunction .
U0001	CAN1 BUS / Node error (500K).	There are various vehicle control modules for in-vehicle computerization. These modules receive a lot of information through a variety of sensors or switches and a control system to optimize the vehicle. It became necessary to use together and exchange sensor information between each control unit. The CAN communication method has been adopted to control the vehicle's powertrain (engine, ABS, EGR, etc.) to enable high-speed communication. The ECM performs active control after sharing with signals such as engine speed, throttle position sensor, range shifting, torque reduction, etc. via CAN communication. The ECM and ABS control modules perform active control after being shared with signals such as braking and engine rpm via CAN communication. DTC sets when CAN 1 communication is not possible for more than 1312 ms due to open or short to ground in CAN 1 communication.	Can't send messages on CAN 1.	Open circuit at terminals 16, 36 ECM (CFD-ECM), short circuit CAN1 to ground, short circuit CAN1 to power, poor connection in connectors.
U0010	CAN2 BUS / Node error (250K).	There are various vehicle control modules for in-vehicle computerization. These modules receive a lot of information through a variety of sensors or switches and a control system to optimize the vehicle. It became necessary to use together and exchange sensor information between each control unit. The CAN communication method has been adopted to control the vehicle's powertrain (engine, ABS, EGR, etc.) to enable high-speed communication. The ECM performs active control after sharing with signals such as engine speed, throttle position sensor, range shifting, torque reduction, etc. via CAN communication. The ECM and ABS control modules perform active control after being shared with signals such as braking and engine rpm via CAN communication. DTC sets when CAN 2 communication is not possible for more than 1312 ms due to open or short to ground in CAN 2 communication.	Can't send messages on CAN 2.	Open circuit at terminals 17, 37 ECM (CFD-ECM), short circuit CAN2 to ground, short circuit CAN2 to power, poor connection in connectors.

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Comments: 64

#64
Sergo (Tuesday, 30 April 2024 07:34)

Ищу таблицу ошибок вилочного погрузчика heli CPCD80
#63
Booss (Sunday, 10 March 2024 23:25)

Ищу схему проводки ДФА 1045
#62
kash (Thursday, 07 March 2024 00:58)

looking for diagram for suspension right height
#61
andy (Wednesday, 06 March 2024 17:01)

hi i looking fault code on 145 excavator,
hcespn 841 fmi 2
hcespn 171fmi4
#60
Юрий (Monday, 08 January 2024 02:50)

Есть руководство по обслуживанию и эксплуатации комацу форвардер 865
#59
Diego (Friday, 22 December 2023 00:03)

Both ECX 25 & ECX 30 with the same problem:
30:VMN LOW
223:WAITTRAC
#58
linz (Wednesday, 25 October 2023 14:47)

error code 22/00 on a te32 transmission of a kalmar drt 450.need help to fix it.
#57
Andrey (Wednesday, 25 October 2023 14:04)

Good day. Do you have SHACMAN X6000 wiring diagram?
#56
Dmitry (Monday, 23 October 2023 14:51)

I am looking for excavator Shantui SE750LC. Could anyone help me!
#55
Mohd Taif (Sunday, 15 October 2023 20:18)

Wairing daigaram
#54
Nguyen Vu LONG (Tuesday, 03 October 2023 13:39)

I am looking for a hydraulic and electric diagram of XCMD XR280D. That is a drilling rig one.
Could anyone help me!
Thanks a lot!
#53
Oleg (Wednesday, 27 September 2023 11:03)

Do you have a parts manual for CLARK DPM 17
#52
Dmitry (Thursday, 21 September 2023 12:17)

I need Operation and Shop manual for SHANTUI SR12-5
#51
Mick Masterson (Monday, 18 September 2023 05:12)

Please quote:
1x HT-S5LN04E07E ENGINE MANUAL 300 SERIES 036A
1x HT-S1-LXZE05H CHASSIS MANUAL SET 300 XJC7#
#50
yuri (Friday, 01 September 2023 10:59)

ki
#49
Nobert Chinedu (Wednesday, 05 July 2023 12:47)

Email:Nobert4real2007@yahoo.com
I'm electric forklift technician from Nigeria,this morning am working hangcha products electric forklift, the forklift showing fault code 7.3 stall detected when you accelerated and truck cannot go front or back, what i do?
#48
ASEEM S VAHORA (Thursday, 29 June 2023 17:22)

I have code error -139
#47
arnel mabutol (Monday, 15 May 2023 03:09)

What is the meaning of Fault Code 331 and 322? Can you gave us exact details and what should we do regarding with that Fault Code??
#46
Joe Hasselberger (Wednesday, 22 March 2023 13:54)

do you have a service/parts manual for a Yale GLC050?
#45
Emmanuel (Tuesday, 14 February 2023)

What is RPM control unit diagram Mercedes actros mp1
#44
Christos Chalvatzis (Tuesday, 31 January 2023 17:42)

Manual for Renault Kerax 320dci Model 33DVB2, engine serie 83m0571943?
#43
CHARLES FLETCHER (Sunday, 15 January 2023 01:57)

COULD YOU PLEASE SEND ME THE MANUALS FOR A KUBOTA KC 50LZ CARRIER TRACK DUMPER AS I CAN GET FREE DOWN LOADS fletcherchadwmic18agmail.com thank you regards Charles. its a old one in need of TLC
#42
Anthony bell (Tuesday, 06 December 2022 18:06)

code 172 on electric lift
#41
PT (Monday, 17 October 2022 05:10)

Volvo codes
#40
mahdi noroozi (Sunday, 16 October 2022 20:36)

Hello, I need the service and repairs of the air conditioning fan system inside the cabin of the Actros mp5 truck, please
#39
Eduardo Miranda (Friday, 14 October 2022 14:44)

I have s740
There is a wrong code h2607
#38
marcelo ustarez (Friday, 07 October 2022 03:51)

gracias y ya envio mis manuales
#37
Javier dominguez (Thursday, 06 October 2022 00:42)

buenas tardes, podrian publicar el manual electrico del camion EXZ 2010
#36
Operations Assistant LSG (Thursday, 15 September 2022 18:47)

Need an electrical drawing of a Ferrari F32 Forklift please.
#35
Gopi (Monday, 12 September 2022 05:22)

Hi
#34
Raju (Friday, 09 September 2022 18:59)

MDraju
#33
Roshan (Tuesday, 06 September 2022 17:53)

i want tata super ace wiring diagram
#32
mhedi (Friday, 02 September 2022 23:49)

Ecu o46336 help me
#31
Leigh Thompson (Thursday, 01 September 2022 06:55)

Hi, after a service manual for a 1985 Hino Bus model CG277A.
Can you help or point me in the right direction. Thanks.
#30
Md. Rasel Uzzaman (Thursday, 18 August 2022 03:33)

Dear Sir,
We are a Trade company for fort equipment. Now required Parts p/n 635068. We have won a transport facility and they will receive the parts from your office.

Best Regards
Yours sincerely

MUNTAQIM INTERNATIONAL
Chittagong Office: 3B, Aktar Building, Chairman Lane, Still Mill,Chittagong-4204
Contact: +88096962278225,+8801713250709
Email: muntaqim.international@gmail.com, info@muntaqiminternational.com
Website: www.muntaqiminternational.com
#29
Gamal (Sunday, 14 August 2022 19:50)

I want installation manual and service manual for empty containers model ECH 10.6
gmlalhag@balhafsolutions.com
#28
brendon (Thursday, 11 August 2022 00:16)

Atego fault code mr1818 discharge circuit faulty
#27
TATA LPT 1212/48 (Wednesday, 10 August 2022 11:56)

I WANT TO ABS WARING DYAGRAM
#26
Aung Ko (Tuesday, 09 August 2022 05:50)

Can I get DCE120-6 spare parts book?
#25
Julia (Saturday, 30 July 2022 20:35)

Error code E50
#24
Candido Martinez Aponte (Wednesday, 27 July 2022 22:00)

How can I adjust the speed on an HYSTER EXNS Forklift? I just need help on how to do this .
#23
Ta Quang Tuan (Tuesday, 19 July 2022 03:29)

198147 EF750 Hino EF750 Engine for Heavy Duty Trucks and Buses Workshop (Repair) Manual. Additional information for service and repair.
#22
Joanne Coates (Monday, 18 July 2022 23:48)

I have a Heli Forklift. I need to get a part number for a radiator that needs replacing. Heli CPYD25 Serial number 23025A6021 / Cascade S1 ? DESHI FT. Can you please let me know and if possible where I can purchase this radiator? Thanks : o)
#21
Allam (Sunday, 17 July 2022 00:55)

send me Mercedes actros mp4 troubleshouts manual please .
omarabdelsalam104@gmail.com
#20
Will (Thursday, 14 July 2022 08:02)

Chasing a part number for the steering wheel shaft bearing, I believe the bearing is in the bottom of the tube that tilts the steering wheel back and forth. the forklift is a goodsense 40
#19
Eng. Abdel Rahman (Thursday, 07 July 2022 12:41)

I have an error code for Kalmar Forklift
(2 / year 6420 - / 2)
What is the cause of the problem and what is the solution?
specification of forklift
M:DCG250-12 LB
S/N: B20700252
#18
omar pasin (Thursday, 07 July 2022 04:12)

We need the work shop manual for the Wiechai WP12.420E32 Euro 2 .
Can you supply it?
Thanks
tallerlaurezca@gmail.com
#17
Alan (Saturday, 02 July 2022 01:24)

Oh, my email addy is a.h.1060@gmail.com
#16
Alan (Saturday, 02 July 2022 01:22)

I need the Wiring Diagram/Schematic fora 1995 Freightliner Flatbed FL80
Would Like to be able to Rewire all Lights, Backup Beeper, Horns and Interior Lighting
#15
Abudaud khan (Thursday, 30 June 2022 06:26)

Bobcat t40.180slp start problem
#14
Paul WamurPaul (Monday, 20 June 2022 03:49)

Can someone help me with a wiring diagrams for Isuzu fyj 300 350
Have a problem with tacho not working vss malfunction
#13
Nate (Friday, 17 June 2022 19:32)

I keep getting an H8 software error coming up. I need help with the corrective action.
#12
Adria Octopus d.o.o. (Wednesday, 01 June 2022 11:53)

Dear Sirs,
i need parts to repair a Jungheinrich forklift
Type: TFG 16 AK G 115 DZ 450
Serial number: 100032398
Year of manufacture : 2002

1. TFG divorce cap for T4T66674 1piece
2.Rotor 1
3. Rotor 1
4. Ignition cables for T4T66674 timing caps 1
5.Valve cover gasket 1
6.Plastic protective distributor TFG 16 AK 1piece
7. Evaporator 1
8. Service set (oil, air filter …) 1 piece
Thank you,
Josip Zagorac
General Menager

Adria Octopus doo
Plitvicka 6
23210 Biograd na moru
CROATIA
OIB: 71682257664
Vat no: HR71682257664
T +385 (023)385585
T +385 (023)386450
E josip.zagorac@adria-octopus.hr
E adria-octopus@h-1.hr
M +385(099)2050721
Fishing Gear Supplier & Fishing & Sales & Seafood Processing
#11
mostafa (Monday, 23 May 2022 09:21)

hi ,I request a repair file for the 1104A and 404D engines.
Thank you for your kindness
mostafanoh2551361@yahoo.com
#10
Mark Ripper (Wednesday, 18 May 2022 14:29)

Looking for instructions on how to remove the heater core on a 2010 cab over 6cyl diesel
#9
Michael Atwell (Wednesday, 11 May 2022 11:22)

Heli model CPCD30-KU11 parts catalogue.
Do you have a manual for this forklift?
I am looking for the forward / reverse lever switch
#8
Rosalind Seclier (Wednesday, 04 May 2022 09:30)

Hello, I am trying to find and Operating Manual for a Dalian Forklift CPCD150QFB.
Can you please help me?
Thanks
#7
Rick Graham (Thursday, 28 April 2022 13:49)

Hyundai 25 forklift Error Code 1. PF 7 can busko 2. PF B Waiting Trac 3. T 13 Logic Failure #1
#6
RANJITH SINGH (Friday, 08 April 2022 23:40)

HI LOOKING FOR A ELECTIC FAN CLUTCH
FOR DOOSAN D110-S-5 SERIAL # fdc01-1880-00827
#5
clarel (Wednesday, 06 April 2022 11:09)

HI..NOTE THAT I'M ENCOUNTING AN ERROR CODE 4.185 ON MY REACH TRUCK BT. SERIAL 6536907
#4
Gerogi (Thursday, 24 February 2022 14:06)

Hi Looking for a gear box manual/spares for Duetz Torpedo RX 120, made in Rijeka 1984
#3
Ciska (Thursday, 10 February 2022 15:58)

Good Day,
Can you please send us the PDF for 8FD18 Parts Manual.

Kind Regards Ciska
#2
ilqar (Wednesday, 09 February 2022 08:31)

catalogue
#1
swannie (Tuesday, 25 January 2022 16:45)

hi how do you adjust the gearlinks after replacing the tie rods on the gearbox.

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