For DENSO Authorized

ECD Service Dealer Only

Diesel Injection Pump

No. E-03-04

SERVICE MANUAL
Common Rail System for OPEL
4EE2 Type Engine Operation
August, 2003

00400028

-1
FORWARD
To meet the high pressurization requirements for the engine to deliver cleaner exhaust gas
emissions, lower fuel consumption and reduced noise, advanced electronic control technology
is being adopted in the fuel injection system.
This manual covers the electronic control model Common Rail system with HP3 pump for the
ISUZU 4EE2 type engine which is used to OPEL CORSA and MERIVA. Complex theories, spe-
cial functions and components made by manufacturers other than DENSO are omitted from this
manual.
This manual will help the reader develop an understanding of the basic construction, operation
and system configuration of the DENSO manufactured components and brief diagnostic infor-
mation.

TABLE OF CONTENTS
1. Product Application ----------------------------------------------------------------------------------- 1
1.1 Application ---------------------------------------------------------------------------------------------------------------- 1
1.2 System Components Parts Numbers ------------------------------------------------------------------------------ 1
2. Outline ---------------------------------------------------------------------------------------------------- 2
2.1 Features of System ----------------------------------------------------------------------------------------------------- 2
[1] System Characteristics --------------------------------------------------------------------------------------------- 2
[2] Comparison to the Conventional System ----------------------------------------------------------------------- 3
2.2 Outline of System ------------------------------------------------------------------------------------------------------- 4
[1] Composition ----------------------------------------------------------------------------------------------------------- 4
[2] Operation --------------------------------------------------------------------------------------------------------------- 4
[3] Fuel System ------------------------------------------------------------------------------------------------------------ 5
[4] Control System -------------------------------------------------------------------------------------------------------- 5
3. Construction and Operation------------------------------------------------------------------------- 6
3.1 Description of Main Components ----------------------------------------------------------------------------------- 6
[1] Supply Pump (HP3) -------------------------------------------------------------------------------------------------- 6
[2] Description of Supply Pump Components ---------------------------------------------------------------------- 11
[3] Rail ----------------------------------------------------------------------------------------------------------------------- 14
[4] Injector ------------------------------------------------------------------------------------------------------------------ 16
3.2 Description of Control System Components --------------------------------------------------------------------- 19
[1] ECU (Electronic Control Unit) ------------------------------------------------------------------------------------- 19
[2] Description of Sensors ---------------------------------------------------------------------------------------------- 19
[3] EGR Valve (Exhaust Gas Recirculation Valve) --------------------------------------------------------------- 21
3-3 Various Types of Controls --------------------------------------------------------------------------------------------- 22
[1] Outline ------------------------------------------------------------------------------------------------------------------- 22
[2] Fuel Injection Quantity Control ------------------------------------------------------------------------------------ 23
[3] Fuel Injection Timing Control -------------------------------------------------------------------------------------- 25
[4] Fuel Injection Rate Control ----------------------------------------------------------------------------------------- 26
[5] Fuel Injection Pressure Control ----------------------------------------------------------------------------------- 26
[6] Other Controls --------------------------------------------------------------------------------------------------------- 26
4. External Wiring Diagram ----------------------------------------------------------------------------- 27
4.1 ECU External Wiring Diagram --------------------------------------------------------------------------------------- 27
4.2 ECU Connector Diagram ---------------------------------------------------------------------------------------------- 29
[1] ECU Connector Terminal Layout --------------------------------------------------------------------------------- 29
[2] Terminal Connections ----------------------------------------------------------------------------------------------- 29

0
1. Product Application
1.1 Application

Vehicle Name Vehicle Model Engine Model Exhaust Volume Reference

Corsa S-Car
4EE2 1.7L Made in Germany
Meriva S-Mono

1.2 System Components Parts Number

Vehicle Model DENSO Part Car Manufacturer

Part Name
Corsa Meriva Number Part Number

Supply Pump { { HU294000-0071 97313 862

Rail { { HU095440-0411 97313 863

Injector { { HU095000-5082 97313 861

{ 112500-0151 97300 097

Engine ECU { 112500-0161 97350 948

Supply use 112500-0170 97364 132

Crankshaft Position Sensor { { 949979-1200 97321 620

Cylinder Recognition Sensor { { 949979-1200 97321 620

EGR Valve { { HU135000-7040 97355 042

1
2. Outline
2.1 Outline of System
The common rail system was developed primarily to cope with exhaust gas regulations for die-
sel engines, and aimed for 1. further improved fuel economy; 2. noise reduction; and 3. high
power output.
[1] System Characteristics
The common rail system uses a type of accumulation chamber called a rail to store pressurized
fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized
fuel into the cylinders. Because the engine ECU controls the injection system (including the in-
jection pressure, injection rate, and injection timing), the injection system is unaffected by the
engine speed or load. This ensures a stable injection pressure at all times, particularly in the
low engine speed range, and dramatically decreases the amount of black smoke ordinarily
emitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emissions
are cleaner and reduced, and higher power output is achieved.
(1) Injection pressure control
• Enables high-pressure injection even at low engine speeds.
• Optimizes control to minimize particulate matter and NOx emissions.
(2) Injection timing control
Enables finely tuned optimized control in accordance with driving conditions.
(3) Injection rate control
Pilot injection control sprays a small amount of fuel before the main injection.

Common Rail System

Injection Pressure Control Injection Timing Control Injection Rate Control

Injection rate

Optimization, High pressurization Optimization Pilot injection

Common rail system Common rail system Main

injection
Injection pressure

Crankshaft angle
Injection timing
Particulate

Injection Quantity Control

NOx

Cylinder injection
Conventional Conventional volume correction
pump pump
Speed

Speed Injection Speed

pressure 㧝 㧟 㧠 㧞

QD0734E

2
[2] Comparison to the Conventional System
In-line, VE Pump Common rail system

High-pressure pipe
Momentary high pressure Rail
TWV
Timer Supply pump
Nozzle Usually high pressure
Governor
Delivery valve
System In-line pump
Feed pump SCV (suction control valve)

Injector
Fuel tank
VE pump
Injection quantity control Pump (governor) Engine ECU, injector (TWV)*1
Injection timing control Pump (timer) Engine ECU, injector (TWV)*1
Rising pressure Pump Engine ECU, supply pump
Distributor Pump Engine ECU, rail
Injection pressure control Dependent upon speed and injection quantity Engine ECU, supply pump (SCV)*2
*1 TWV: Two Way Valve *2 SCVSuction Control Valve QD2341E

3
2.2 Outline of System
[1] Composition
The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.

Fuel temperature sensor

Vehicle speed
Accelerator opening
Intake air pressure
Intake air temperature Engine ECU
Coolant temperature
Crankshaft position
Cylinder recognition sensor

Intake airflow rate

Rail Pressure
limiter Injector

Rail pressure
sensor

Fuel temperature
sensor SCV (suction
Supply pump Fuel tank
control valve)
Q000144E

[2] Operation
(1) Supply pump (HP3)
The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail.
The quantity of fuel discharged from the supply pump controls the pressure in the rail. The
SCV (Suction Control Valve) in the supply pump effects this control in accordance with the
command received from the ECU.
(2) Rail
The rail is mounted between the supply pump and the injector, and stores the high-pressure
fuel.
(3) Injector
This injector replaces the conventional injection nozzle, and achieves optimal injection by ef-
fecting control in accordance with signals from the ECU. Signals from the ECU determine
the length of time and the timing in which current is applied to the injector. This in turn, de-
termines the quantity, rate and timing of the fuel that is injected from the injector.
(4) Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the
injection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).

4
[3] Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank to the supply
pump, via the rail, and is injected through the injector, as well as the route through which the
fuel returns to the tank via the overflow pipe.
[4] Control System
In this system, the engine ECU controls the fuel injection system in accordance with the signals
received from various sensors. The components of this system can be broadly divided into the
following three types: (1) Sensors; (2) ECU; and (3) Actuators.
(1) Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
(2) Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends
them to the actuators in order to achieve optimal conditions.
(3) Actuators
Operate in accordance with electrical signals received from the ECU. Injection system con-
trol is undertaken by electronically controlling the actuators. The injection quantity and timing
are determined by controlling the duration and the timing in which the current is applied to
the TWV (Two-Way Valve) in the injector. The injection pressure is determined by controlling
the SCV (Suction Control Valve) in the supply pump.

Sensor Actuator
Engine speed
Crankshaft Position Sensor (NE) Injector
•Injection quantity control
•Injection timing control
Cylinder recognition •Injection pressure control
Cylider recognition sensor (G)
Engine
ECU
Load
Accelerator position sensor Supply pump (SCV)
•Fuel pressure control
Other sensors and switches EGR, air intake control relay, light

Q000047E

5
3. Construction and Operation
3.1 Description of Main Components
[1] Supply Pump (HP3)
(1) Outline
• The supply pump consists primarily of the pump body (eccentric cam, ring cam, and plungers),
SCV (Suction Control Valve), fuel temperature sensor, and feed pump.

Fuel temperature sensor

SCV (Suction Control Valve)

Q000145E

• The two plungers are positioned vertically on the outer ring cam for compactness.
• The engine drives the supply pump at a ratio of 1:2. The supply pump has a built-in feed
pump (trochoid type), and draws the fuel from the fuel tank, sending it to the plunger
chamber.
• The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger
chamber and send it to the rail. The quantity of fuel supplied to the rail is controlled by the SCV,
using signals from the engine ECU. The SCV is a normally opened type (the intake valve
opens during de-energization).

6
 Intake pressure
Injector Intake valve Feed pressure
Rail Discharge valve
High pressure
Plunger
Return pressure

Return spring

Return
Fuel overflow
Regulating valve

Filter Feed pump

Camshaft Fuel inlet

Intake

Fuel tank Fuel filter (with priming pump)

QD0704E

7
 SCV

Feed pump

Pump body

Ring cam
Regulating valve

Filter

Drive shaft

Plunger

Q000146E

8
(2) Supply Pump Internal Fuel Flow
The fuel that is drawn from the fuel tank passes through the route in the supply pump as il-
lustrated, and is fed into the rail.

Supply pump interior

Regulating valve

Feed pump SCV (Suction Control Valve) Discharge valve Rail

Overflow
Intake valve Pumping portion (plunger)

Fuel tank
QD0705E

(3) Construction of Supply Pump

The eccentric cam is formed on the drive shaft. The ring cam is connected to the eccentric cam.

Drive shaft

Eccentric cam Ring cam

QD0706E

As the drive shaft rotates, the eccentric cam rotates in the eccentric state, and the ring cam
moves up and down while rotating.

Plunger

Eccentric cam

Ring cam

Drive shaft

QD0727E

9
 The plunger and the suction valve are mounted on top of the ring cam. The feed pump is con-
nected to the rear of the drive shaft.

Plunger A

Ring cam

Feed pump

Plunger B
QD0728E

(4) Operation of the Supply Pump

As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to
push Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction
to Plunger A. As a result, Plunger B draws in fuel, while Plunger A pumps it to the rail.

Suction valve Delivery valve

Plunger A
Eccentric cam

Ring cam

SCV
Plunger B

Plunger A: complete compression Plunger A: begin intake

Plunger B: complete intake Plunger B: begin compression

Plunger A: begin compression Plunger A: complete intake

Plunger B: begin intake Plunger B: complete compression
QD0707E

10
[2] Description of Supply Pump Components
(1) Feed Pump
The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel
tank and feeds it to the two plungers via the fuel filter and the SCV (Suction Control Valve).
The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump
draws fuel from its suction port and pumps it out through the discharge port. This is done in
accordance with the space that increases and decreases with the movement of the outer and
inner rotors.

Quantity decrease Quantity decrease (fuel discharge)

Outer rotor to Pump chamber

Inner rotor

Intake port
Discharge Quantity increase
port Quantity increase (fuel intake)
from Fuel tank QD0708E

(2) SCV: Suction Control Valve

• A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the length
of time that the current is applied to the SCV), in order to control the quantity of fuel that is
supplied to the high-pressure plunger.
• Because only the quantity of fuel that is required for achieving the target rail pressure is
drawn in, the drive load of the supply pump decreases.
• When current flows to the SCV, variable electromotive force is created in accordance with
the duty ratio, moving the armature to the left side. The armature moves the cylinder to the
left side, changing the opening of the fuel passage and thus regulating the fuel quantity.
• With the SCV OFF, the return spring contracts, completely opening the fuel passage and
supplying fuel to the plungers. (Full quantity intake and full quantity discharge)
• When the SCV is ON, the force of the return spring moves the cylinder to the right, closing
the fuel passage (normally opened).
• By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation
duty ratio, and fuel is discharged by the plungers.

SCV

Pump body

Exterior view of SCV Cross-section of SCV

Q000050E

11
[In case of short duty ON]
Short duty ON → large valve opening → maximum intake quantity

Feed pump

Plunger

SCV

Cylinder

Large opening
Cylinder

Q000051E

12
[In case of long duty ON]
Long duty ON → small valve opening → minimum intake quantity

Feed pump

Plunger

SCV

Cylinder

Small opening Cylinder

Q000052E

13
[3] Rail
(1) Outline
• Stores pressurized fuel (0 to 180 MPa) that has been delivered from the supply pump and
distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter are
adopted in the rail.
• The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal
to the engine ECU, while the pressure limiter controls the fuel pressure in the rail.

Pressure limiter

Rail pressure (Pc) sensor

Q000147E

(2) Rail Pressure (Pc) Sensor

This sensor detects fuel pressure in the rail and sends a signal to the ECU. It is a semi-con-
ductor type pressure sensor that utilizes the characteristic whereby electrical resistance
changes when pressure is applied to silicon.

Vcc
(supply voltage)
+5V Vout [V]
Vout
Pc (output voltage) 4.2
sensor ECU

GND (ground)
1.0

GND Vout Vcc 0 200

Rail pressure [MPa]
Q000053E

14
(3) Pressure Limiter
The pressure limiter relieves pressure by opening the valve if abnormally high pressure is
generated. The valve opens when pressure in rail reaches approximately 230 MPa, and
closes when pressure falls to approximately 50 MPa. Fuel leaked by the pressure limiter re-
turns to the fuel tank.

Spring
To the fuel tank
Ball (valve)

Pc

QC0020E

15
[4] Injector
(1) Outline
The injectors inject the high-pressure fuel from the rail into the combustion chambers at the
optimum injection timing, rate, and spray condition, in accordance with commands received
from the ECU.
(2) Characteristics
• A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been
adopted.
• QR codes displaying various injector characteristics are laser marked in the injector body,
and ID codes showing these in numeric form (22 alphanumeric figures) are laser marked on
the connector head.
• This system uses QR code information to optimize injection quantity control. When an injector
is newly installed in a vehicle, it is necessary to input the ID codes in the ECU.
(3) Construction

22-characters

QR code

to Fuel tank

Solenoid valve

High pressure fuel

(from Rail)

Command piston
Valve
spring

Leak
passage
Nozzle spring

Seat area

Nozzle needle

Q000148E

16
(4) Operation
The TWV valve opens and closes the outlet orifice to control the hydraulic pressure in the
control chamber, and the start and the end of injection.
[No injection]
• When no current is supplied to the solenoid, the valve spring force is stronger than the
hydraulic pressure in the control chamber. Thus, the TWV is pushed downward, effectively
closing the outlet orifice. For this reason, the hydraulic pressure in the control chamber is
applied to the command piston causes the nozzle spring to compress. This closes the nozzle
needle, and as a result, fuel is not injected.
[Injection]
• When the current is initially applied to the solenoid, the attraction of the solenoid pulls the
TWV up, effectively opening the outlet orifice and allowing the fuel to flow out of the control
chamber. After the fuel flows out, the hydraulic pressure in the control chamber decreases
pulling the command piston up. This causes the nozzle needle to rise and injection to start.
• The fuel that flows past the outlet orifice flows to the leak pipe and below the command
piston. The fuel that flows below the nozzle needle lifts the it upward, which helps to improve
the nozzle's opening and closing response.
• When current continues to be applied to the solenoid, the nozzle reaches its maximum lift,
where the injection rate is also at the maximum level. When current to the solenoid is turned
OFF, the TWV falls, causing the nozzle needle to close immediately and the injection to stop.

Leak pipe
Solenoid
Actuation Actuation Actuation
current current current
TWV Valve spring

Outlet orifice Rail

Inlet orifice
Control chamber Control chamber Control chamber
pressure pressure pressure
Command
piston

Nozzle Injection rate Injection rate Injection rate

needle

No injection Injection End of injection

Q000149E

17
(5) QR Code
QR (Quick Response) codes have been adopted to enhance the injection quantity precision
of the injectors. The adoption of QR codes enables injection quantity dispersion control
throughout all pressure ranges, contributing to improvement in combustion efficiency, reduc-
tions in exhaust gas emissions and so on.

QR Code Correction Point

180 MPa
140 MPa

P4-3

P5-2 90 MPa

Injection
Quantity: Q 64 MPa

P3-3
P5-1

P4-2 P2-1 25 MPa

P4-1
P3-2

P1-1
P3-1

Actuating Pulse Width: Tq

QR Code ( 9.9 mm)

ID Code
(22 sets of 16 alphanumeric figures)
Contents of Printing
TP1-1 TP2-1 TP3-1
TP3-2 TP3-3 TP4-1
TP4-2 TP4-3 TP5-1
TP5-2 BCC

Q000150E

18
3.2 Description of Control System Components
[1] ECU (Electronic Control Unit)
This is the command center that controls the fuel injection system and engine operation in
general.

[Outline Diagram]

Sensor Engine ECU Actuator

Detection Calculation Actuation

Q000152E

[2] Description of Sensors

(1) Crankshaft Position Sensor (NE sensor)
The NE sensor is an MRE (Magnetic Resistance Element) type sensor. It is positioned above
the crankshaft to detect the crankshaft position. The pulsar gear is composed of 56 gears with
4 gears missing (per 1 revolution), and the sensor outputs 56 pulses for each 1 revolution of
the crankshaft (360°CA).

Exterior Drawing Circuit Diagram

ECU
Vcc
Vcc Vcc
NE+
NE input circuit
NE- NE-

NE+

Q000154E

(2) Cylinder Recognition Sensor (G sensor)

The cylinder recognition sensor (G sensor) is an MRE (Magnetic Resistance Element) type
sensor. It detects the engine cylinders, and outputs 5 pulses for every two revolutions of the
engine (720°CA).

Exterior View Diagram Circuit Diagram

ECU
Vcc
Vcc Vcc
G+
G input circuit
G-
G-

G+

Q000155E

19
(3) Fuel temperature sensor (THF)
Detects the fuel temperature and sends a corresponding signal to the engine ECU. Based on
this information, the engine ECU calculates the injection volume correction that is appropriate
for the fuel temperature.

Resistance Value Characteristics

Temperature Resistance value
(°C) (kΩ)
-30 (25.4)
-20 15.0±1.5 Fuel temperature sensor
-10 (9.16)
0 (5.74)
Thermistor 10 (3.70)
20 2.45±0.24
30 (1.66)
40 (1.15)
50 (0.811)
60 (0.584)
70 (0.428)
80 0.318±0.031
90 (0.240)
100 (0.1836)
110 (0.1417)
120 (0.1108)
Q000156E

20
[3] EGR Valve (Exhaust Gas Recirculation Valve)
(1) EGR Valve Construction
An EGR valve is utilized as the system actuator for the electric exhaust gas recirculation (E-
EGR) system. It is constructed of an upper section and a lower section. The upper section
receives output signals from the engine ECU, and contains a solenoid that generates elec-
tromagnetic force. The lower section is constructed of a nozzle that moves up and down in
response to the electromagnetic force, and a valve with an opening that alters in response to
the nozzle position.
(2) EGR Valve Operation
The E-EGR system electronically controls the EGR. The EGR system reduces NOx by low-
ering the combustion temperature. This is done recirculating a portion of the exhaust gases
through the intake manifold. Because this system also reduces the engine output and affects
driveability, the E-EGR system effects computer control to achieve an optimal EGR volume
in accordance with the driving conditions.

Exterior View

Solenoid

Nozzle

Valve

Q000153E

21
3.3 Various Types of Controls
[1] Outline
This system effects fuel injection quantity and injection timing control more appropriately than
the mechanical governor and timer used in the conventional injection pump.The engine ECU
performs the necessary calculations in accordance with the sensors installed on the engine and
the vehicle. It then controls the timing and duration of time in which current is applied to the
injectors, in order to realize both optimal injection and injection timing.
(1) Fuel Injection Quantity Control Function
The fuel injection quantity control function replaces the conventional governor function. It
controls the fuel injection to an optimal injection quantity based on the engine speed and ac-
celerator position signals.
(2) Fuel Injection Timing Control Function
The fuel injection timing control function replaces the conventional timer function. It controls
the injection to an optimal timing based on the engine speed and the injection quantity.
(3) Fuel Injection Rate Control Function
Pilot injection control injects a small amount of fuel before the main injection.
(4) Fuel Injection Pressure Control Function (Rail Pressure Control Function)
The fuel injection pressure control function (rail pressure control function) controls the dis-
charge volume of the pump by measuring the fuel pressure at the rail pressure sensor and
feeding it back to the ECU. It effects pressure feedback control so that the discharge volume
matches the optimal (command) value set in accordance with the engine speed and the in-
jection quantity.

22
[2] Fuel Injection Quantity Control
(1) Outline
This control determines the fuel injection quantity by adding coolant temperature, fuel tem-
perature, intake air temperature, and mass airflow corrections to the basic injection quantity
is calculated by the engine ECU, based on the engine operating conditions and driving con-
ditions.
(2) Injection Quantity Calculation Method
The basic injection quantity is obtained through the governor pattern
Accelerator position

Injection quantity
calculated from the accelerator position and the engine speed.
The basic injection quantity is then compared to the maximum
injection quantity obtained from the engine speed, to which various
types of corrections are made. The smallest injection quantity is then
used as the basis for the final injection quantity.

Engine speed

Accelerator position Basic injection

Smaller quantity
quantity
Final injection
quantity after Driver actuation
Engine speed correction timing calculation
Maximum injection
quantity
Individual cylinder correction
Injection pressure correction
Injection quantity

Mass airflow correction

Intake air temperature correction
Atmospheric pressure correction
Cold operation maximum injection quantity correction

Engine speed Q000061E

(3) Basic Injection Quantity

The basic injection quantity is determined by the engine speed (NE) and the accelerator po-
sition. The injection quantity is increased when the accelerator position signal is increased
while the engine speed remains constant.

Basic injection quantity

Accelerator position

Engine speed
QC0038E

23
(4) Maximum Injection Quantity
The maximum injection quantity is calculated by adding the mass airflow correction, intake
air temperature correction, atmospheric pressure correction and the cold operation maxi-
mum injection quantity correction to the basic maximum injection quantity that is determined
by the engine speed.

Basic maximum injection quantity

Engine speed
QC0039E

(5) Starting Injection Quantity

When the starter switch is turned ON, the injection quantity is calculated in accordance with
the starting base injection quantity and the starter ON time. The base injection quantity and
the inclination of the quantity increase/decrease change in accordance with the coolant tem-
perature and the engine speed.

Injection quantity Coolant temperature

Injection quantity
High Low

Base injection
quantity

STA ON duration STA ON duration

STA/ON Starting STA/ON Starting

QC0040E

(6) Idle Speed Control (ISC) System

This system controls the idle speed by regulating the injection quantity in order to match the
actual speed to the target speed that is calculated by the engine ECU.
The target speed varies according to the type of transmission (manual or automatic), whether
the air conditioner is ON or OFF, the shift position, and the coolant water temperature.
(7) Idle Vibration Reduction Control
To reduce engine vibrations during idle, this function compares the angle speeds (times) of
the cylinders and regulates the injection quantity for the individual cylinders if there is a large
the difference, in order to achieve a smooth engine operation.

Angle
speed
#1 #3 #4 #2 #1 #3 #4 #2

Correction
Crankshaft angle Crankshaft angle
QC0043E

24
[3] Fuel Injection Timing Control
(1) Outline
Fuel injection timing is controlled by varying the timing in which current is applied to the in-
jectors.
(2) Main and Pilot Injection Timing Control
[Main Injection Timing]
The engine ECU calculates the basic injection timing based on the engine speed the final
injection quantity, and adds various types of corrections in order to determine the optimal
main injection timing.
[Pilot Injection Timing (Pilot Interval)]
Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The
pilot interval is calculated based on the final injection quantity, engine speed, coolant tem-
perature (map correction). The pilot interval at the time the engine is started is calculated
from the coolant temperature and speed.
Main injection
Top deadcenter

Pilot injection

Interval
QC0044E

(3) Injection Timing Calculation Method

[Outline of Control Timing]

0 1 Actual TDC

NE pulse

Pilot injection Main injection

Solenoid valve
control pulse
Pilot Main
injection injection
timing timing
Nozzle needle lift

Pilot interval QD0382E

[Injection Timing Calculation Method]

Engine speed
Basic injection Main injection
Corrections timing
timing
Injection quantity

Intake air temperature correction

Coolant temperature correction
Atmospheric pressure correction
Q000062E

25
[4] Fuel Injection Rate Control
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition
lag, which is the delay from the start of injection to the beginning of combustion, cannot be
shortened to less than a certain value. As a result, the quantity of fuel that is injected until main
ignition occurs increases, resulting in an explosive combustion at the time of main ignition. This
increases both NOx and noise. For this reason, pilot injection is provided to minimize the initial
injection rate, prevent the explosive first-stage combustion, and reduce noise and NOx.

Normal Injection Pilot Injection

Injection
rate

Large first-stage
combustion
(NOx and noise)
Small first-stage
combustion

Heat release
rate

-20 TDC 20 40 -20 TDC 20 40

Crankshaft angle (deg) Crankshaft angle (deg)

QC0046E

[5] Fuel Injection Pressure Control

A value that is determined by the final injection quantity, the water temperature and the engine
speed is calculated. During the starting of the engine, the calculation is based on the water tem-
perature and the atmospheric pressure.

Rail pressure
Final injection quantity

Engine speed
QC0047E

[6] Other Controls

a: Limit maximum injection quantity b: Gradual acceleration injection quantity
c: Gradual deceleration injection quantity d: Post-acceleration damping injection quantity
e: Reference injection quantity f: Fuel cutoff
g: Turbo control h: Glow plug relay
i: EGR control

26
4. External Wiring Diagram
4.1 ECU External Wiring Diagram

Twist pair
(Engine side) (Vehicle Side)
Injector (COMMON1)
E55:12V-REF
CLY1 (TWV1)
E52:O-PL-INVV1
(BATT)
V50:BATT
CLY4 (TWV3) Main relay
E50:O-PL-INVV3
(+B)
V56:P-S-PROTBATT
(+B)
V52:P-S-PROTBATT

Injector (COMMON2) (M-REL)

E51:12V-REF V25:O-SL-MPR
CLY3 (TWV2)
E56:O-PL-INVV2 (IG-SW) Key switch
V13:P-S-IGN
(IG-SW)
CLY2 (TWV4) V37:P-S-IGN
E53:O-PL-INVV4
(STA-SW)
Twist pair E54 V39:I-SL-STARTER
Starter switch
E49
(GND)
Shield wire V49:GSFGND

(G+) (GND)
E40:I-F-CAM V53:GSFGND
(G-) (P-GND)
CAM E3:S-R-5VRTN V51:HSGGND
(G-VCC)
E28:S-S-5VREF (P-GND)
V55:HSGGND

Electronic control unit

(NE+)
E27:CRANK
(NE-)
D
CRANK E15:S-R-5VREF (SPD) Vehicle speed
V15:I-F-VSS
(NE-VCC) sensor
E39:S-S-5VREF
(SH-GND)
E16:GSFGND
Shield wire
(ACCP1-VCC)
V44:S-S-5VREF
(ACCP1) Pedal
V7:I-A-PPS1 position
(ACCP1-GND) sensor 1
V32:S-R-5VRTN
(PATM-VCC)
E18:S-S-5VREF
Atmospheric (PATM)
E31:I-AH-BAROT
pressure (ACCP2-VCC)
(PATM-GND) V43:S-S-5VREF
E6:S-R-5VRTN Pedal
(ACCP2)
(THW-GND) V6:I-A-PPS2 position
E17:S-R-5VRTN (ACCP2-GND) sensor 2
Coolant temp. V31:S-R-5VRTN
(THW)
E30:I-AH-CLT

(THF-GND)
E5:S-R-5VRTN (THA)
Fuel temp. (THF) V19:I-A-MAT
(MAF-VCC)
E43:I-AH-FUELT V41:S-S-5VREF
(MAF) Air mass flow to IG
V17:I-A-MAF
(PIM-VCC) (MAF-GND)
E9:S-S-5VREF V29:S-R-5VRTN
(PIM1)
Boost pressure 1 E44:I-A-BOOSTP
(PIM-GND) (PAC-VCC)
E22:S-R-5VRTN V42:S-S-5VREF
(PAC)
V5:I-A-A/C AC pressure
(PAC-GND)
V30:S-R-5VRTN

(BK2-SW)
Brake switch 2 (N.C)
V16:I-SL-BRAKE2
(CL-SW)
Clutch switch (N.C)
V40:I-SL-GEARPOSN
(BK1-SW)
(LOIL-SW) V3: I-SL-BRAKE1
E25:I-SH-LOWOIL Brake switch 1 (N.O)
Low oil level switch

Q000158E

27
 (LEGR-VCC)
E19:S-S-5VREF
(LEGR)
EGR position E45:I-A-EGRP
(LEGR-GND)
E7:S-R-5VRTN A
(MIL) MIL
V24:O-SL-DIAGLAMP to IG
EGR solenoid
(EGR) Fan control relay 1
E48:O-PL-EGR
(FAN1-REL)
V23:O-SL-FAN1
Fan control relay 2

(FAN2-REL)
V35:O-SL-FAN2
VSS solenoid
(VSS) Fan control relay 3
E12:O-PL-VSS

(FAN3-REL)
V47:O-SL-FAN3
(Joint to) Turbo solenoid Available only with AC
(VNT)
D E35:O-PL-Turbo A/C cut off relay
(ACT-REL)
V48:O-SL-ACCRLY
(I/T-ST) (GL-ST)
Inatake valve E38:I-PL-I/T V11:O-SL-GLOWRLY
(I/T) (GLOW-DI)
controller E23:O-PL-I/T V27:I-SL-GLOWDIAG
BATT (+)
E +B

Electronic control unit to IG

Shield wire
Glow
(PFUEL-VCC) controller
E8:S-S-5VREF

(PFUEL)
E21:I-A-RAILPS
Rail pressure (PFUEL)
E33:I-A-RAILPS

(PFUEL-GND)
E20:S-R-5VRTN

High pressure pump solenoid

(SCV+)
E11:12V-REF

(SCV-)
E24:O-PL-PRESSURE

Twist pair ABS/TC

(CAN-H)
V21:C-CANHI
(CAN-L) BCM
V33:C-CANLO
IP-cluster

SVS Glow
(NEOUT)
V14:O-PL-TN EPS

(FUELOUT) MID
V1:O-PL-FC Oil level Oil press.
LED warning
(ISO-K)
V2:S-DATA1 K-line
Immobilizer
SAE1962
A

Q000159E

28
4.2 ECU Connector Diagram
[1] ECU Connector Terminal Layout

Vehicle Side (V)

V12 V11 V10 V9 V8 V7 V6 V5 V4 V3 V2 V1 V50 V49
V24 V23 V22 V21 V20 V19 V18 V17 V16 V15 V1 4 V13 V52 V51
V36 V 35 V34 V 33 V32 V 31 V30 V 29 V28 V 27 V26 V 25 V54 V 53
V48 V47 V46 V45 V44 V43 V42 V41 V40 V39 V3 8 V37 V56 V55

Engine Side (E)

E12 E11 E10 E9 E8 E7 E6 E5 E4 E3 E2 E1 E50 E49
E24 E23 E22 E21 E20 E19 E18 E17 E16 E15 E1 4 E13 E52 E51
E36 E 35 E34 E 33 E32 E 31 E30 E 29 E28 E 27 E26 E 25 E54 E 53
E48 E47 E46 E45 E44 E43 E42 E41 E40 E39 E3 8 E37 E56 E55
Q000160E

[2] Terminal Connections

(1) Vehicle Side (V)
Wire Wire
Pin Name Pin Name Pin Name Pin Name
Pin Cross-section Pin Cross-section
(ISUZU) (DENSO) (ISUZU) (DENSO)
(proposal) (proposal)
V1 O-PL-FC FUELOUT 0.75mm2 V29 S-R-5VRTN MAF-GND 0.75mm2
V2 S-DATA1 ISO-K 0.75mm2 V30 S-R-5VRTN PAC-GND 0.75mm2
V3 I-SL-BRAKE1 BK1-SW 0.75mm2 V31 S-R-5VRTN ACCP2-GND 0.75mm2
V4 V32 S-R-5VRTN ACCP1-GND 0.75mm2
V5 I-A-A/C PAC 0.75mm2 V33 C-CANLO CAN-L 0.75mm2
V6 I-A-PPS2 ACCP2 0.75mm2 V34
V7 I-A-PPS1 ACCP1 0.75mm2 V35 O-SL-FAN2 FAN2-REL 0.75mm2
V8 V36
V9 V37 P-S-IGN IG-SW 0.75mm2
V10 V38
V11 O-SL-GLOWRLY GL-ST 0.75mm2 V39 I-SL-STARTER STA-SW 0.75mm2
V12 O-SL-WTGLOW1 HEAT1-REL 0.75mm2 V40 I-SL-GEARPOSN CL-SW 0.75mm2
V13 P-S-IGN IG-SW 0.75mm2 V41 S-S-5VREF MAF-VCC 0.75mm2
V14 O-PL-TN NEOUT 0.75mm2 V42 S-S-5VREF PAC-VCC 0.75mm2
V15 I-F-VSS SPD 0.75mm2 V43 S-S-5VREF ACCP2-VCC 0.75mm2
V16 I-SL-BRAKE2 BK2-SW 0.75mm2 V44 S-S-5VREF ACCP1-VCC 0.75mm2
V17 I-A-MAF MAF 0.75mm2 V45
V18 V46
V19 I-A-MAT THA 0.75mm2 V47 O-SL-FAN3 FAN3-REL 0.75mm2
V20 V48 O-SL-ACCRLY ACT-REL 0.75mm2
V21 C-CANHI CAN-H 0.75mm2 V49 GSFGND GND 1.5mm2
V22 V50 BATT BATT 1.5mm2
V23 O-SL-FAN1 FAN1-REL 0.75mm2 V51 HSGGND P-GND 1.5mm2
V24 O-SL-DIAGLAMP MIL 0.75mm2 V52 P-S-PROTBATT +B 1.5mm2
V25 O-SL-MPR M-REL 0.75mm2 V53 GSFGND GND 1.5mm2
V26 V54
V27 I-SL-GLOWDIAG GLOW-DI 0.75mm 2 V55 HSGGND P-GND 1.5mm2
V28 V56 P-S-PROTBATT +B 1.5mm2

29
(2) Engine Side (E)
Wire Wire
Pin Name Pin Name Pin Name Pin Name
Pin Cross-section Pin Cross-section
(ISUZU) (DENSO) (ISUZU) (DENSO)
(proposal) (proposal)
E1 E29
E2 E30 I-AH-CLT THW 0.75mm2
E3 S-R-12VRTN G- 0.75mm2 E31 I-AH-BAROT PATM 0.75mm2
E4 E32
E5 S-R-5VRTN THF-GND 0.75mm 2 E33 I-A-RAILPS PFUEL 0.75mm2
E6 S-R-5VRTN PATM-GND 0.75mm 2 E34
E7 S-R-5VRTN LEGR-GND 0.75mm2 E35 O-PL-Turbo VNT 0.75mm2
E8 S-S-5VREF PFUEL-VCC 0.75mm2 E36
E9 S-S-5VREF PIM-VCC 0.75mm2 E37
E10 E38 I-PL-I/T I/T-ST 0.75mm2
E11 12V-REF SCV+ 0.75mm2 E39 S-S-5VREF NE-VCC 0.75mm2
E12 O-PL-VSS VSS 0.75mm2 E40 I-F-CAM G+ 0.75mm2
E13 E41
E14 E42
E15 I-F-CRANK Lo NE- 0.75mm2 E43 I-AH-FUELT THF 0.75mm2
E16 GSFGND SH-GND 0.75mm2 E44 I-A-BOOSTP PIM1 0.75mm2
E17 S-R-5VRTN THW-GND 0.75mm2 E45 I-A-EGRP LEGR 0.75mm2
E18 S-S-5VREF PATM-VCC 0.75mm2 E46
E19 S-S-5VREF LEGR-VCC 0.75mm 2 E47
E20 S-R-5VRTN PFUEL-GND 0.75mm2 E48 O-PL-EGR EGR 0.75mm2
E21 I-A-RAILPS PFUEL 0.75mm2 E49
E22 S-R-5VRTN PIM-GND 0.75mm2 E50 O-PL-INVV3 TWV3 1.5mm2
E23 O-PL-I/T I/T 0.75mm2 E51 12V-REF COMMON2 1.5mm2
E24 O-PL-PRESSURE SCV- 0.75mm2 E52 O-PL-INVV1 TWV1 1.5mm2
E25 I-SH-LOWOIL LOIL-SW 0.75mm 2 E53 O-PL-INVV4 TWV4 1.5mm2
E26 E54
E27 I-F-CRANK Hi NE+ 0.75mm 2 E55 12V-REF COMMON1 1.5mm2
E28 S-S-5VREF G-VCC 0.75mm2 E56 O-PL-INVV2 TWV2 1.5mm2

30