Lesson 5: Denso-Common Rail System

Objectives
On completing this lesson, you will be able to:

* explain the task and function of the individual engine management components.

* draw conclusions about possible faults in the engine management system.

* name the components of the fuel and injection system and be familiar with their
purpose and function.

* interpret the symptoms of defects on the fuel system and draw conclusions.

* explain what factors must be taken into consideration when replacing certain
components.
Overview

1 CHT (Cylinder Head Temperature) sensor

2 MAPT (Manifold Absolute Pressure And Temperature) sensor
3 MAF (Mass Air Flow) sensor
4 APP (Accelerator Pedal Position) sensor
5 Oil level/temperature sensor (certain versions only)
6 Stoplamp switch
7 CKP (Crankshaft Position) sensor
8 CMP (Camshaft Position) sensor
9 Fuel pressure sensor
10 VSS (Vehicle Speed Sensor) (vehicles with no ABS (Anti-lock Brake System))
11 Oil pressure switch
12 Water-in-fuel sensor (certain markets only)
13 GEM (Generic Electronic Module)
14 Electric EGR (Exhaust Gas Recirculation) valve with position sensor
15 Ignition lock
16 High pressure pump (with fuel metering valve and fuel temperature sensor)
17 PCM (Powertrain Control Module) (BARO (Barometric Pressure) sensor integrated into
the control unit)
18 CAN (Controller Area Network)
19 DLC (Data Link Connector)
20 Electrical turbocharger guide vane adjustment actuator (certain versions only)
21 Fuel injectors
22 Sheathed-type glow plugs
23 Cooling fan module
24 Cooling fan
25 A/C cut-off relay (WAC)
26 A/C compressor clutch
Notes on this lesson

The components of the engine management as well as their function in the system
are to some extent similar to those in the Delphi common rail system.

For this reason, only the new or modified components and functions are discussed in
this lesson.

Components/functions which are not discussed here in detail can be found in "Lesson
2 - Delphi common rail system".

Characteristics

The following components originate from the Denso company:

• High pressure pump (with fuel metering valve and fuel temperature sensor),

• Fuel rail (with fuel pressure sensor and pressure limiting valve),

• Fuel injectors.

The engine management is performed by a Visteon PCM.

Service instructions

Fuel injectors

A 16-digit identification number is engraved on every fuel injector. After replacing

one or more fuel injector(s), the identification number of the corresponding fuel
injector must be entered with the aid of WDS ( Worldwide Diagnostic System).

After a new software version has been loaded, it is also necessary to enter the
identification numbers of all fuel injectors with the aid of WDS.

Exact instructions on the input of identification numbers can be found in the current
Service Literature.

Calibrating the high-pressure pump (fuel metering valve)

After replacing the high pressure pump and/or the PCM the fuel metering valve of
the high pressure pump must be calibrated with the aid of WDS.

High pressure system leak test

After working on the high-pressure system (e.g. after replacing a fuel injector or
after replacing the high pressure pump or the injector tubes) a high-pressure system
leak test must be conducted with the aid of WDS.

Fuel filter with water-in-fuel sensor (certain markets only)

After replacing the fuel filter, a parameter reset for the values of the water-in-fuel
sensor must be carried out with the aid of WDS.

PCM
C1 Connector C1(A) with 32 PIN
C2 Connector C2(B) with 48 PIN
C3 Connector C3(C) with 32 PIN
The PCM is the main component of the engine management system. It receives the
electrical signals from the sensors and set-point transmitters, evaluates them and
calculates the signals for the actuators (for example fuel injectors, boost pressure
control valve, EGR valve, etc.).

The control program (the software) is stored in a memory. The execution of the
program is carried out by a microprocessor.

In addition to the actuators, there are also sensors which form the interface between
the vehicle and the PCM as a processing unit.

Note: The further "function" is similar to that for the Delphi common rail system
(see relevant section in "Lesson 2").

Ford diesel vehicles with Delphi common rail injection systems are gradually being
fitted with just one PCM. A separate IDM is no longer installed.

The components and functions of the EEC V PCM and the IDM are integrated in the
Delphi PCM. This is referred to as a so-called single-module system.

The engine management and fuel injector actuation strategies are identical with
those of the engine management system with the EEC V PCM and IDM, the so-called
two-module system.

Diagnosis

The PCM performs self-monitoring to ensure correct operation. Malfunctions in the

hardware or software of the PCM are displayed by means of a DTC (Diagnostic
Trouble Code). Additional monitoring (see below) is also performed.

Reference voltage monitoring:

- In the case of reference voltage monitoring, so-called comparators compare the

individual reference voltages for the relevant sensors programmed in the PCM to
check if they are within limits.

- If a set reference voltage of 5 V falls below 4.7 V, a fault is stored and the engine is
stopped.

EEPROM (Electrically Erasable Programmable Read Only Memory)

monitoring:

• The engine adjustment data and freeze frame data are stored in the EEPROM.
• The freeze frame data forms part of the EOBD (European On-board Diagnostic).
Fault entries are detected appropriately and indicated by a DTC.

Vehicles with EOBD

Reference voltage monitoring:

• Since the engine is stopped in the event of a fault, this is non MIL active
monitoring.

EEPROM (Electrically Erasable Programmable Read Only Memory)

monitoring:

• Faults are MIL active, as the freeze frame data forms part of the EOBD.

MAF sensor

Function

The MAF sensor works according to the hot film principle.

The sensor's output signal is a digital square-wave signal with a variable

frequency.

The following generally applies: the frequency drops with increasing engine speed.

The MAF sensor is used to control the exhaust gas recirculation (closed-loop control).

Effects of faults

In the event of a fault, the EGR system is switched off.

Diagnosis

The monitoring system checks:

• if the values output by the sensor are within the limits,

• the sensor for short circuit to battery/ground,

• for intermittent faults.

Emissions-related component:

• Yes (MIL-active).

APP sensor

Function

For safety reasons, the APP sensor is designed as a breakerless double sensor.
1 PCM
2 Gateway (GEM)
3 APP sensor
In this system, the signal from APP sensor 1 is transmitted directly as a Pulse
Width Modulation signal to the PCM.

The APP sensor 2 signal is transmitted as an analog signal to the GEM.

In the GEM the APP 2 signal is digitized, then put onto the CAN data bus and
transferred to the PCM.

Effects of faults

If APP sensor 2 fails, the engine runs with decreased acceleration. However, it is still
possible to achieve top speed.

If APP sensor 1 or the entire APP sensor system fails, the engine is regulated to an
increased idling speed after the BPP (Brake Pedal Position) switch and the stoplamp
switch have been actuated once and a plausibility check has been carried out. It is
possible to continue driving but with greatly reduced power output.

Oil level/temperature sensor

1 Oil level/temperature sensor
2 Openings
3 Oil dipstick
The 135 PS version of the 2.4l Duratorq-TDCi in the Transit 2006.5 (at the time of
going to press) is equipped with an oil level/temperature sensor.

The quality of the engine oil is calculated using this sensor and a strategy
implemented in the PCM. This measure is also able to increase the oil change
intervals in this version.

Furthermore, the driver receives an indication via the driver information system
when the engine oil level has dropped below the limit.

Function
1 Electrical connector
2 Wire loop
3 Temperature sensor (NTC (Negative Temperature Coefficient))
4 Oil level/temperature sensor
The oil level/temperature sensor comprises a wire loop, which is immersed in the
engine oil to a greater or lesser extent corresponding to the oil level.

At the time of the oil level measurement, a regulator circuit in the PCM closes the
circuit of the wire loop. The regulator circuit regulates a constant current flow of 195
mA through the wire loop.

The constant current flow heats the wire loop in a specific way.

The voltage drop (U0) across the wire loop is measured immediately after the circuit
closes. Another measurement (U1) takes place approximately 1.75 seconds later.

Between the first measurement (U0) and the second measurement (U1) there is a
temperature drop at the wire loop. It is dependent on the extent to which the wire
loop is immersed in the engine oil.

The temperature drop results from the dissipation of heat from the wire loop to the
engine oil. This temperature drop causes a change in resistance of the wire loop and
thus also a change in the voltage drop.

The voltage drop is used by the PCM as an indicator for calculating the oil level and
the oil quality.

The integral temperature sensor measures the current engine oil temperature and
is used as a correction factor for the oil level calculation.

Prerequisites for the measurement

Two conditions must be satisfied in order to ensure the measurement is correct:

• The engine must be stopped for a certain period of time (the planned period is up
to two minutes – detailed information was not available at the time of going to
press). This provides an adequate return flow of engine oil into the oil pan. In this
time, the power supply of the PCM is maintained (Power Latch Phase).

• The vehicle must be standing on a horizontal surface.

After completing the second measurement, the PCM calculates the oil level. The
calculated value is stored.

Strategy for determining a horizontal surface

Vref Reference voltage

S Signal to the GEM
1 Instrument cluster
2 PCM
3 GEM
4 Fuel pump and level indicator module
In order to ensure a correct measurement of the oil level, the strategy of the PCM
must be certain that the vehicle is standing on a horizontal surface. It assumes that
the pump area of a filling station has this type of surface.

For this purpose, the signal from the fuel pump and level indicator module is used.

If, following "ignition ON", the fuel level is significantly higher than at the last
"ignition OFF", the PCM assumes that the vehicle is at a filling station and, therefore,
is standing on a level surface.

The last oil level measurement, that was stored at the last "ignition OFF", is classified
as a valid measurement.

Only this oil level measurement is used for the calculation.

Registering an oil level that is too low

If the PCM has detected refilling of the vehicle fuel tank, the last oil level
measurement is compared with the map data.

If the measured values indicate an oil level which is too low, a corresponding
indicator/text message is displayed on the message center.

The indicator/text message illuminates/appears immediately after "ignition ON" and

remains active until the next "ignition OFF".

For the next "ignition ON" the lamp/text message is then no longer active.
Note: Even if the engine oil has not been topped up, the indicator/text message is
not active again.

Calculation of the oil quality

A strategy is implemented in the PCM that calculates the optimal time for an oil
change.

This calculation is based on the continuous detection of the engine operating

conditions as well as the last valid oil level measurement.

If this data reveals an oil change is necessary, then this is indicated via an
indicator/text message in the instrument cluster.

Note: After every oil change, the parameters for the oil quality calculation must be
reset (see the current Service Literature).

Electrical turbocharger guide vane adjustment actuator

Function

1 Electrical turbocharger guide vane adjustment actuator

2 Variable geometry turbocharger
In this system, a simplified electrical turbocharger guide vane adjustment actuator
is used.

The integral electronics in the actuator unit are no longer required.

This means

• that the DC motor is actuated directly by the PCM.

• that the position of the guide vanes is detected directly via the position sensor by
the PCM.
1 Connection 1: DC motor (+)
2 Connection 2: DC motor (–)
3 Connection 3: Position sensor (–)
4 Connection 4: PWM (Pulse Width Modulation) position sensor output signal
5 Connection 5: Position sensor reference voltage
6 PCM
7 DC motor
8 Position sensor (breakerless)
9 Electrical turbocharger guide vane adjustment actuator
The inductive (breakerless) position sensor transmits PWM signals to the PCM. The
duty cycle is determined by the position of the guide vanes.

Duty cycle of the position sensor:

• with minimum opening of the guide vanes (maximum boost pressure): approx. 90
%

• with maximum opening of the guide vanes (minimum boost pressure): approx. 10
%

Fuel metering valve

A Fuel metering valve opened to maximum

B Fuel metering valve opened to minimum
V Voltage
a Low duty cycle
b High duty cycle
1 Transfer pump
2 Fuel metering valve
3 Fuel flow to the high-pressure chambers
Function

• NOTE:The fuel metering valve operates together with the fuel pressure sensor
(on the fuel rail) in a closed control loop.
• NOTE:The fuel metering valve is fully open when de-energized.
The fuel quantity that passes to the high pressure chambers of the high pressure
pump is dependent on the opening cross section of the fuel metering valve.

The opening cross-section is determined by the PCM via the duty cycle of the PWM
signal:

• Low duty cycle: large aperture cross-section

• High duty cycle: small aperture cross-section

Effects of faults

In the event of malfunctions: Injected quantity = 0 (engine cuts out or cannot be

started.)

Diagnosis

The monitoring system checks:

• the circuit for short circuits and open circuit.

• the fuel metering valve for correct function; the values of the fuel pressure sensor
are used for this purpose. The currently measured values from the fuel pressure
sensor are continuously compared with the map data. Slight deviations are indicated
as control faults whereupon:

- the quantity of fuel injected is reduced and

- the pilot injection is deactivated.
• whether serious deviations exist. They are indicated as a malfunction whereupon

- the quantity injected is set to 0 and the engine is stopped.

Note: Control faults do not necessarily mean a defective fuel metering valve or a
defective high pressure pump. A blocked fuel low pressure system or defective fuel
injectors could (among other things) also be the cause.

Emissions-related component (vehicles with EOBD):

• Yes (MIL-active), with control faults

• No (Non MIL active), with malfunctions.

Fuel injector solenoid valve

Function

1 PCM
2 Coil
3 Solenoid armature
4 Solenoid valve
The fuel injectors are each fitted with one solenoid valve. Actuation for fuel metering
is carried out by the PCM.

Current is applied to the solenoid valves in two stages.

At the beginning of an injection process, the solenoid valve is actuated with a higher
pick-up current so that it opens quickly.

After a short period of time, the pick-up current is reduced to a low holding current.

Effects of faults

rough engine running,

increased emissions of black smoke,

loud combustion noise

reduced power output

Diagnosis

The monitoring system is able to identify two types of malfunctions via several
electrical tests.

• Fuel metering fault of all fuel injectors,

• Fuel metering fault of a single fuel injector.

The PCM detects malfunctions based on the power consumption of the solenoid
valves.

Deviations from the tolerance range result in uncontrollable fuel metering. This
means that the injected quantity and the injection timing cannot be determined
exactly (see Possible consequences of faults).
In addition, the fuel injectors are checked for short circuit and open circuit.

Components significant for emissions:

• Yes (MIL-active), if engine continues to run.

• No (Non MIL active), if the engine is stopped.

Overview

A Fuel return from high-pressure pump

B High pressure line
C Fuel injection line
D Leak-off pipe
E Fuel return to fuel tank
F Fuel feed
1 High pressure pump
2 Fuel rail
3 Fuel injector
4 Pressure limiting valve
5 T-piece
6 Fuel tank
7 Fuel pump and filling level sensor unit
8 Fuel filter
General

Function

The fuel is drawn from the fuel tank via the fuel filter by means of the transfer pump
integrated in the high pressure pump.

The high-pressure pump compresses the fuel and forces it into the fuel rail.

The fuel pressure required for any given situation is available for the fuel injectors
for each injection process.

Oil leaking from the fuel injectors and/or returning fuel from the high pressure pump
are fed back into the fuel tank.

Possible causes of defects in fuel pipes and the fuel tank

Fuel lines may be blocked due to foreign bodies or bending.

In addition, blocked parts and lines of the low-pressure system can cause air to enter
the low-pressure system on account of the increased vacuum in the system.

Air can also enter the low pressure system through loose or leaking pipe
connections.

Faulty valves or pipes in the tank venting system can impair the flow of fuel through
the low-pressure system.

Effects in case of faults (low pressure system contains air or is blocked)

Poor engine starting when warm or cold

Irregular idling

Engine does not start.

Engine starts, but cuts out again immediately afterwards.

Engine has insufficient power.

Note: At a certain residual fuel amount, the PCM causes the engine to judder. The
intention is to draw the driver's attention to the fact that the vehicle must urgently
be refueled.

Diagnostic information: If the system causes the engine to judder because the
fuel tank is empty, the EOBD is deactivated during this phase. This prevents
apparent faults from being displayed.

Fuel filter

Function
The fuel heater functions in a similar way to
that in the Delphi common rail system (see
relevant section in "Lesson 2 – Delphi
common rail system") via a bi-metal
controlled control valve.

1 Fuel return (to the fuel filter)

2 Fuel return (to the fuel tank)
3 Fuel feed (to the high-pressure pump)
4 Air cleaner element minder gauge
5 Water-in-fuel sensor (certain markets
only)
6 Water drain screw
7 Water-in-fuel sensor wiring harness
8 Fuel feed (from the fuel tank)
Fuel filter with water-in-fuel sensor (certain markets only)

After replacing the fuel filter, a parameter reset for the values of the water-in-fuel
sensor must be carried out with the aid of WDS.

Overview – high-pressure system

The illustration shows the system in the 2.4L Duratorq-TDCi

1 High pressure line
2 Leak-off pipe
3 Fuel injection line
4 Fuel injector
5 Pressure limiting valve
6 Fuel rail
7 Fuel metering valve
8 Fuel pressure sensor
9 Fuel temperature sensor
10 High pressure pump
11 Fuel return

High-pressure line and injector tubes

• NOTE:The bending radii are exactly matched to the system and must not be
changed.
• NOTE:After disconnecting one or more high pressure fuel lines, these must
always be replaced. Reason: The reason for this is that leaks can occur when re-
tightening, due to distortion of the connections of the old lines.
The high-pressure fuel lines connect the high-pressure pump to the fuel rail and the
fuel rail to the individual fuel injectors.

Fuel pressure sensor

The fuel pressure sensor must not be replaced separately in the event of a fault. The
whole fuel rail must always be replaced in the event of a fault.

Fuel injectors

When replacing one (or more) fuel injector(s) this must be signaled to the PCM
through the input of a 16-digit code. This code is located in the head area of the fuel
injector.

High pressure system leak test

After working on the high-pressure system (e.g. after replacing a fuel injector or
after replacing the high pressure pump or the injector tubes) a high-pressure system
leak test must be conducted with the aid of WDS.

High pressure pump

The diagram shows the high pressure pump in the 2.4L Duratorq-TDCi

A High pressure fuel to fuel rail

B Fuel return
C Fuel feed
1 High-pressure chamber outlet valve
2 High-pressure chamber inlet valve
3 Pump plunger
4 Fuel metering valve return spring
5 Fuel metering valve
6 Pre-pressurize control valve (pump interior pressure)
7 Transfer pump (rotor pump)
8 Fuel inlet
9 Fuel filter
10 Eccentric cam ring
11 Eccentric cam
12 Drive shaft
13 Fuel tank
14 Overflow throttle valve
Design

The high-pressure pump provides the interface between the low and the high
pressure systems. Its function is to always provide sufficient compressed fuel under
all operating conditions and for the entire service life of the vehicle.

Low-pressure zone:

• The transfer pump draws fuel out of the fuel tank via the fuel inlet.

• The pump internal pressure is adjusted via the admission-pressure control valve.
This ensures that sufficient lubrication and cooling are always provided for the high
pressure pump components. Excess fuel is transferred to the inlet side of the
transfer pump via the admission-pressure control valve.

• A portion of the fuel is transferred to the fuel metering valve from the transfer
pump. The fuel quantity delivered to the high pressure chambers is determined by
the opening cross-section of the fuel metering valve.

• The small restriction bore in the overflow throttle valve provides for automatic
bleeding of the high pressure pump. The entire low-pressure system is designed to
allow a defined quantity of fuel to flow back into the fuel tank via the overflow
throttle valve. This assists cooling of the high pressure pump.

High-pressure zone:

- A total of two high pressure chambers, each with one pump plunger, are used for
high pressure generation.

- The drive for the pump plungers is via an eccentric cam, which is in turn driven by
the drive shaft (principle similar to the Bosch common rail system, see relevant
section in this Student Information).

- The high pressure pump permanently generates the high system pressure for
the fuel rail.

Principle of high pressure generation

A Pump plunger 1
B Pump plunger 2
C To fuel rail
1 Inlet valve
2 Outlet valve
3 Eccentric cam
4 Eccentric cam ring
5 Fuel metering valve
6 Drive shaft
The rotary movement of the drive shaft is converted to a reciprocating movement by
the eccentric cam. The eccentric cam ring transfers the reciprocating movement to
the pump plungers.

The pump plungers are offset by 180 degrees. This means, that during a
reciprocating movement, pump plunger 1 performs exactly the opposite movement
to pump plunger 2.

The eccentric cam produces an "upward" stroke:

• Pump plunger 1 moves in the direction of TDC (Top Dead Center), thus
compressing the fuel and delivering it to the fuel rail via the outlet valve. The inlet
valve is pressed into its seat by the delivery pressure.

• Pump plunger 2 is moved by the tension spring force in the direction of BDC
(Bottom Dead Center). Due to the high pressure in the fuel rail, the outlet valve is
pressed into its seat. The pump internal pressure opens the inlet valve and fuel flows
into the high pressure chamber.

The eccentric cam produces a "downward" stroke:

• The process is the reverse to that previously described.

Calibrating the high-pressure pump (fuel metering valve)

After replacing the high pressure pump and/or the PCM the fuel metering valve of
the high pressure pump must be calibrated with the aid of WDS.

Fuel rail (common rail)

Structure and task

The fuel rail performs the following
functions:

• stores fuel under high pressure and

• minimizes pressure fluctuations.

Pressure fluctuations are induced in the

high-pressure fuel system due to the
operating movements in the high-pressure
chambers of the high-pressure pump and
the opening and closing of the solenoid
valves on the fuel injectors. 1 Fuel pressure sensor
2 Pressure limiting valve
Consequently, the fuel rail is designed in 3 Fuel rail
such a way that, on the one hand, it
possesses sufficient volume to minimize
pressure fluctuations, but, on the other
hand, the volume in the fuel rail is
sufficiently low to build up the fuel
pressure required for a quick start in the
shortest time possible.
Function

The fuel supplied by the high pressure pump passes through a high pressure line to
the high pressure accumulator. The fuel is then sent to the individual fuel injectors
via the four injector tubes which are all the same length.

When fuel is taken from the fuel rail for an injection process, the pressure in the fuel
rail is kept almost constant.

Pressure limiting valve

The pressure limiting valve opens at a fuel pressure of approx. 2000 bar. It serves as
a safety device in the case of malfunctions in the high-pressure system. Thus,
damage due to excessive pressure in the high-pressure system is prevented.

The pressure limiting valve operates as a disposable valve. This means that
it must be replaced after a single triggering, as the valve can no longer be
guaranteed leak-free.

Triggering of the pressure limiting valve is detected by the PCM, whereupon a

corresponding DTC is set and the MIL (Malfunction Indicator Lamp) is actuated.

For removal and installation, please follow the instructions in the current service
literature.

Fuel injectors

A Fuel injector nozzle

B Hydraulic servo system
C Solenoid valve
1 Combustion chamber seal
2 Electrical connection - solenoid valve
3 High pressure fuel line connection
• NOTE:The combustion chamber sealing rings must not be reused.
The exact procedure for the correct installation of the fuel injectors can be found in
the current service literature.
Start of injection and injected fuel quantity are adjusted via the fuel injectors.

In order to achieve the optimal injection timing and precise injected fuel quantity,
special fuel injectors with a hydraulic servo system and electrical actuator unit
(solenoid valve) are used.

The injectors are actuated directly by the PCM.

The PCM specifies the injected quantity and the injection timing.

The fuel injectors are divided into different function blocks:

• injector nozzle,

• hydraulic servo system,

• solenoid valve.

Operating principle of the fuel injectors

The operating principle of the fuel injectors is similar to that of the fuel injectors in
the Bosch common rail system (see relevant section in this Student Information).

Fuel injector solenoid valve

Function
The fuel injectors are each fitted with one
solenoid valve. Actuation for fuel metering
is carried out by the PCM.

The electrical supply of the solenoid valves

occurs in several phases:

1. Opening phase,

2. Pickup current phase,

3. Transition to holding current phase

4. Holding current phase,

5. Turn-off phase,

6. Recharge phase 1 Solenoid armature

2 Wiring harness connector connection
3 Solenoid valve needle

A Solenoid valve current

B Solenoid valve needle lift
C Injected fuel quantity
t Time
1 Opening phase
2 Pickup current phase
3 Transition to holding current phase
4 Holding current phase
5 Turn-off phase
6 Recharge phase
In the opening phase the current has to increase initially to approximately 20A with
a steep edge to achieve a low tolerance and therefore high repeatability for
calculation of the injected quantity.

This is achieved by using an amplifier voltage of up to 100 V which is generated in

the PCM and stored in a capacitor.

By applying this high voltage to the solenoid valve, the current rises several times
steeper than when battery voltage is applied.

In the pickup current phase the solenoid valve is supplied by battery voltage. This
supports rapid opening of the solenoid valve.

Current control limits the pickup current to approximately 20A.

In the holding current phase the current is reduced to approx. 12A. Unnecessary
heat generation in the PCM is prevented in this way.

When lowering the pickup current to holding current, energy is released. It is

supplied to the capacitor (amplifier voltage storage) for recharging.

In the turn-off phase the current is switched off to close the solenoid valve. This
releases energy which is also supplied to the capacitor.

The recharge phase takes place between injections. For this purpose, an unused
solenoid valve is supplied with a saw-tooth current. The current level is so low,
however, that the solenoid valve is not opened.

The energy stored in the solenoid valve is also supplied to the capacitor so that it is
fully charged for the next opening phase.

Effects of faults

rough engine running,

increased emissions of black smoke,

loud combustion noise

Diagnosis

The monitoring system is able to identify two types of malfunctions via several
electrical tests.

• Fuel metering fault of all fuel injectors,

• Fuel metering fault of a single fuel injector

This works by monitoring the staged power supply (current phases) of the fuel
injectors (as described previously).

The power consumption of the solenoid valve coil (in relation to a defined time)
indicates whether the solenoid valve is working within its tolerances.
Deviations from the tolerance range result in uncontrollable fuel metering. This
means that the injected quantity and the injection timing cannot be determined
exactly (see Possible consequences of faults).

In addition, the fuel injectors are checked for short circuit and open circuit.

Fuel injector faults are MIL active if continued engine running is permitted.

Possible diagnostic trouble codes: P0201 to P0204 (MIL active); P1201 to

P1204, P1551 to P1554 (non MIL active)

Identification number (fuel injector correction factor)

Illustration shows top view of fuel injector

1 Electrical connection - solenoid valve

2 16-digit identification number
3 Connection - leak-off pipe
Inside the hydraulic servo system there are various restrictions with extremely small
diameters which have specific manufacturing tolerances.

These manufacturing tolerances are given as part of an identification number, which

is located on the housing of the fuel injector.

To ensure optimum fuel metering, the PCM must be informed of a change of injector.

Furthermore, once new PCM software has been loaded via WDS, the fuel injectors
must also be configured.

This is achieved by entering the 16-digit identification number into the PCM using the
WDS, taking into account the relevant cylinder.

Note: If the identification numbers are not entered properly with WDS, the following
faults can occur:

• Increased black smoke formation,

• Irregular idling

• Increased combustion noise.

Effects of faulty fuel injector(s) (mechanical faults)

Increased black smoke production

Fuel injector leaks

Increased combustion noise as a result of coked injector needles

Irregular idling

Test questions
Tick the correct answer or fill in the gaps.

1. Which of the following statements about the oil level/temperature sensor is

correct?

a. During engine operation the engine oil level is measured continuously via a wire
loop.

b. For a correct measurement, the engine must be running and have reached a
temperature of at least 60 °C.

c. For a correct measurement, the engine must have cooled down to a temperature
of 40 °C.

d. For a correct measurement, the vehicle must be on a horizontal surface.

2. Which statement regarding the fuel metering valve is incorrect?

a. high duty cycle = small opening cross-section of the fuel metering valve

b. low duty cycle = small opening cross-section of the fuel metering valve

c. In the case of malfunctions, the engine is stopped.

d. The fuel metering valve is fully open when de-energized.

3. The pressure limiting valve

a. regulates the fuel pressure in the fuel rail.

b. must be replaced after being triggered once.

c. reduces the fuel pressure after the engine is stopped.

d. may not be replaced as a separate component.

4. Which of the following statements about the APP (Accelerator Pedal Position)
sensor is true?

a. PWM (Pulse Width Modulation) signal: The frequency decreases with

increasing engine speed.

b. PWM signal: The frequency increases with increasing engine speed.

c. The APP sensor transmits the PWM signal (APP 1) and the analogue signal (APP 2)
directly to the PCM (Powertrain Control Module),
 d. The APP sensor transmits the PWM signal (APP 1) and the analogue signal (APP 2)
to the gateway first.