1 D27DTP

SECTION I.
D27DTP ENGINE
( Euro-IV)
Table of Contents
Chapter 1 D27DTP Engine General

1. D27DTP Specifications --------------------------------------------------------------- 7
2. D27DTP Performance Curve ------------------------------------------------------- 8
3. D27DTP Structure -------------------------------------------------------------------- 10
Chapter 2 D27DTP Major Changes

1. D27DTP Changed Items by System --------------------------------------------- 15
2. Comparison D27DT vs D27DTP -------------------------------------------------- 16
3. D27DTP Major Changes in Detail ------------------------------------------------ 21
Chapter 3 D27DTP Preheating System

1. AQGS Overview ----------------------------------------------------------------------- 41
2. AQGS Description ------------------------------------------------------------------- 43
3. AQGS Operation -------------------------------------------------------------------- 45
4. Components ------------------------------------------------------------------------- 47
5. Related DTCs ------------------------------------------------------------------------- 49
Chapter 4 D27DTP Intake/Exhaust System

1. VGT Turbo Charger ------------------------------------------------------------------ 53
2. Electric EGR System ---------------------------------------------------------------- 56
3. EGR Cooler ------------------------------------------------------------------------------ 60
4. Throttle Valve -------------------------------------------------------------------------- 61
5. Vacuum Modulator -------------------------------------------------------------------- 64

Chapter 5 Switchable Engine Mounting
1. Switchable Engine Mounting System Overview -------------------------- 69
2. Components -------------------------------------------------------------------------- 70
3. System Diagram ---------------------------------------------------------------------- 71
Chapter 6 D27DTP Change of Sensors

1. Boost Pressure Sensor ------------------------------------------------------------ 75
2. A/Con Pressure Detecting Device ------------------------------------------------- 78
3. Hot Film-Mass Air Flow Sensor ---------------------------------------------------- 81
Chapter 7 Diagnosis
1. Scanner Usage ------------------------------------------------------------------------------------ 89
2. Diagnostic Trouble Code Changes in D27DTP ---------------------------------------- 93
3. ECU Pin Description -------------------------------------------------------------------------- 100
4. Engine Wiring Diagram ---------------------------------------------------------------------- 106

Chapter 1
D27DTP Major Changes

D27DTP Specifications
1. D27DTP Specifications
Item D27DT(Euro-III) D27DTP(Euro-IV) D20DT(Euro-IV)
Engine # of Cyl. 5 cylinder 4 cylinder
Cylinder Bore (mm) 86.2
Stroke (mm) 92.4 85.6
Displacement() 2,696 1998
Max Power (PS/rpm) 165/4000 186/4000 141/4000
Max Torque (Kg-m/rpm) 34.7/2000~3000 41/1600~3000 31.6/2000~3000
Idle RPM 76050rpm 75050rpm 75050rpm
Catalyst DOC
Opening (BTDC) 9
Intake Valve
Closing (ABDC) 26
Opening (BBTC) 38
Exhaust
Valve
Closing (ATDC) 16
Camshaft Type DOHC
Fuel Type Low sulfur diesel
Incorporated
Fuel Pump * Transfer pump : Vane
Fuel System * HP Pump : Plunger
Water Draining Every 10,000km
Fuel Tank 78 78 75
Capa()
Oil Specification SAE 10W40, 5W40

(MB Sheet 229.1, 229.3 )
Oil Pump Forced lubrication system

Lubrication
Oil Filter Full flow, Cartridge
Engine oil 8.5 7.5
capa()
Cooling Type Water cooled
Cooling fan Viscous Clutch (84 )

Cooling
System
Thermostat 85
Coolant capa() Approx. 11.5
7
D27DTP Performance Curve
2. D27DTP Performance Curve
1) Power & Torque
8
D27DTP Performance Curve
2) Oil temp & Oil pressure, Boost pressure

Oil pressure (bar)
Oil temperature( )
Boost pressure (bar)
9
D27DTP Structure
3. D27DTP Structure
1) Front View
Cam position sensor

Oil dipstick gauge Idle pulley
Oil separator with PCV valve E-Throttle body
E-EGR valve
VGT Turbocharger
EGR Cooler
P/Steering pump
Water pump pulley

P/Steering pump pulley
Alternator
Belt tensioner pulley
Crank shaft pulley

A/Con compressor
IOP oil pan
2) Top View
Oil separator with PCV valve
VGT Turbocharger
Cyl. Head cover

Injector
Glow plug (AQGS)
Fuel pipe Vacuum pump
Common rail
Rail pressure sensor
Boost pressure sensor
Coolant port
Intake
E-Throttle body Oil filter & cooler
manifold
10
D27DTP Structure
3) Right side View
Throttle body Intake manifold
Common rail
Knock sensor (on the block)
Vacuum pump
Coolant temp sensor
Oil filter & cooler
Power steering
pump ASSY Crank position sensor
A/Con compressor IOP axle connection
HP Pump ASSY
VGT vacuum modulator
Eng mounting bracket
(Switchable mounting)
4) Left side View
Oil separator with PCV valve
Oil check valve

Oil dipstick gauge
E-EGR valve
EGR pipe
VGT ASSY
Water pump
Cyl. block Alternator
IOP axle shaft connection

Oil pan
Eng mounting bracket

(Switchable mounting)
11
12
Chapter 2
13
14
1. D27DTP Major Changes
ECU Fuel system

Injector
Fuel pipes Common rail
Connector A
Inserted damping
Connector B 1&3/2&4/5
7 holes orifices
Exhaust system Intake system
E-EGR valve HFM 6.0

VGT
Turbocharger
EGR cooler
Throttle body
Switchable Engine Mounting Preheating system
AQGS unit Glow plug

LH RH
red
Cooling system Lubricating system
Water pump Cyl. Head cover Oil separator Oil pan
15
Comparison D27DT vs D27DTP
2. Comparison D27DT vs D27DTP
Part Number
Part Name Description
D27DTP D27DT
Oil Pan Integrated Oil Pan axle
665 010 13 13 665 010 12 13
Cylinder head Added a coolant port
665 010 22 20 665 010 19 20
Cylinder head gasket Coolant port added
665 016 02 20 665 016 05 20
Blow-by gas outlet port

Cylinder head cover
changed
665 010 07 30 665 010 04 30
Oil Separator Capa increased by 10%
665 018 03 33 665 018 04 33
Oil separator bracket 665 018 05 11 665 018 04 11
Blow by inlet hose 665 010 13 71 665 010 08 71
Oil return hose 665 018 06 62 665 018 05 62
Blow by outlet hose 665 010 15 71 665 010 09 71
Viscous damper 665 030 06 03 665 030 05 03
X17 D27P
X219
Piston
665 030 17 17 665 030 13 17
16
Part Number
D27DTP D27DT
Intake Camshaft 665 050 07 01 665 010 06 01 Improved durability &

Exhaust Camshaft 665 050 04 01 665 050 01 01 strength
Damping Orifice Added damping orifice in

Common Rail
the port
665 070 04 95 665 070 02 95
Fuel Pipe
665 070 19 33 665 070 07 32
( pumprail)
Fuel Pipe 1&3

665 070 20 33 665 070 11 33
(railinjector)
Fuel Pipe 2&4 Increased inner diameter

665 070 21 33 665 070 12 33
(railinjector) (2.4 3.0mm)
Fuel Pipe 5
665 070 22 33 665 070 13 33
(railinjector)
# of nozzle hole 5 7
Injector Injector coding C2I
C3I
665 017 02 21 665 017 01 21
Turbo charger WGT VGT
665 090 13 80 665 090 10 80
T/Charger support bar 665 090 02 42 665 090 05 42
Turbine oil tube 665 180 09 20 665 180 00 20
Oil return tube 665 180 08 20 664 180 03 20
Acoustic cover brkt 665 018 05 11 665 019 01 11
Color of insulator :
Glow Plug
Green/yellow red
667 159 00 01 664 159 00 01
17
Part Number
D27DTP D27DT
EGR Cooler Reduction of NOx
665 140 03 70
EGR Pipe RH 665 140 18 61 665 140 13 61
EGR Pipe Center 665 140 04 70 665 140 16 61
EGR Pipe LH 665 140 17 61 665 140 07 61
EGR Valve Gasket 665 142 06 80 665 142 02 82
EGR Pipe Gasket 665 142 01 80 665 142 01 80 # of pieces 2 3EA
Vacuum control
EGR Valve
Electric control
665 140 05 60 665 140 03 60
Electric Throttle Valve Not applicable
665 141 02 25
Intake Manifold Added a throttle valve
665 140 21 01 665 140 07 01
Boost Pressure Sensor 667 542 00 17 665 542 31 17 2.5 3.0bar
In-manifold brkt 665 140 00 40 665 141 01 40
T/Charger holder 665 073 31 10 665 073 30 10
1 Connector
ECU
2 Connector
665 540 23 10 665 540 32 10 LHD

Engine Main Wiring
665 540 34 10 665 540 33 10 RHD
18
Part Number
D27DTP D27DT
Daesung NGK
Preheating Unit
K-line CAN line
Accurate measuring
HFM Sensor (analog digital
measuring)
Plazma
Coating
HLA Improved anti abrasion
D27DT : Rigid Rubber

Engine Mounting
D27DTP : Switchable
Engine Acoustic Absorbing engine

Cover vibration & noise
Filter port position

Vacuum modulator
changed
665 540 37 97 665 540 34 97
Vacuum inlet hose 665 140 21 38 665 140 17 38 For EGR
Vacuum outlet hose Deleted 665 140 15 38 For EGR
Vacuum outlet hose 665 140 22 38 665 140 08 38 For T/Charger
19
Part Number
D27DTP D27DT
Added EGR cooler

Water Pump
nipple & guide
665 200 06 01 665 200 07 01
Connects to EGR cooler

Coolant Outlet Port
outlet port
665 140 22 38 665 140 08 38
EGR Outlet Hose 665 203 06 82 Not applicable
Hose Clamp 661 997 00 90 Not applicable
EGR Cooler Hose LH 665 203 05 15 Not applicable
EGR Cooler Hose RH 665 203 00 15 Not applicable
Engine Mounting LH 665 223 21 04 662 223 41 04
Engine Mounting RH 665 223 16 04 662 223 42 04
20
D27DTP Major Changes in Detail
3. D27DTP Major Changes in Detail
(1) Oil Pan ASSY
D27DT D27DTP
Connector ASSY
IOP Axle
- P/N : 665 010 13 13

- P/N : 665 010 12 13
- Front Axle & Connector are mounted
- Front Axle passes under the oil pan .
on the oil pan
- Front Axle is mounted on the frame
- RH axle shaft penetrates the oil pan
Advantages
- NVH improvement by accomplishing the IN-LINE frt axle
- Weight down by simplifying front Axle Package
- Better driveability by lowering the center of gravity
21
(2) Piston
D27DT D27DTP
X21 X17
D27P
- P/N : A665 030 09 17 - P/N : A665 030 17 17
Details
- Lowered compression ratio (1817.5) : Bowl shape changed, added a color mark
- Reinforced piston pin thrust side : hole shape changed (cylindrical taper)
22
(3) Hydraulic Lash Adjuster
D27DT D27DTP
Carbonizing Plazma
Coating
- P/N : A665 050 00 25 - P/N : A665 050 10 25
Details
- Reinforced on abrasion
23
(4) Turbocharger
D27DT D27DTP
- P/N : 665 090 10 80

- P/N : 665 090 09 80
- Turbocharger Type
- Turbocharger Type
: Waste gate Type
: Variable Geometry Turbocharger
- Turbine HSG On/Off
- Exhaust gas speed control through vane
: Impossible precise control of low
control Improved low speed range
speed range disadvantage on
torque
emission
Details
- To enhance engine performance
- To meet emission regulations : Euro-IV
24
(5) EGR System(RH Pipe, LH Pipe, EGR-Cooler, E-EGR Valve & E-Throttle Body)
D27DT D27DTP
RH Pipe E-T/Body
EGR Valve E-EGR

Valve
RH Pipe
Center
Pipe
LH Pipe
LH Pipe
EGR-
Cooler
- P/N : 665 140 13 61(RH Pipe) - P/N : 665 140 18 61(RH Pipe)
665 140 07 61(LH Pipe) 665 140 17 61(LH Pipe)
665 140 16 61(Center Pipe) 665 140 04 70(EGR Cooler)
665 140 03 60(EGR Valve) 665 140 05 60(E-EGR Valve)
- Emission level : Euro- 665 141 02 25(E-T/Body)
- Emission level : Euro-
Details
- To meet emission regulations : Enable the precise control of EGR gas amount
- Enable the EGR rate control by E-T/Body
25
(6) Manifold Assy-Intake
D27DT D27DTP
- P/N : 665 140 07 01 - P/N : 665 140 21 01

- Rectangular Edges - Rounded Edges
- BRKT-Acoustic Cover side RR changed
(same as D20DT)
Details
- Appearance change (Round Type)
- BRKT-Acoustic Cover side RR
- Mounting with throttle Body-Electric
26
(7) Cover Assy-Acoustic
D27DT D27DTP
- P/N : 665 010 09 14 - P/N : 665 010 07 14

- Rexton(D27DT) A/Cover - Y250(D27DTP) A/Cover
Details
- New design of Acoustic Cover
- Chrome Lettering (XDi270 XVT)
27
(8) Pump Assy-Water
D27DT D27DTP
Nipple for EGR

Cooler Hose
- P/N : 665 200 06 01

- P/N : 665 200 08 01
- Added a nipple for EGR Cooler Hose
connection
Detail
- Changed EGR spec & Coolant Circuit
28
(9) Port Coolant Outlet
D27DT D27DTP
- P/N : 665 200 01 56

- P/N : 665 200 00 56 - Nipple for Hose - EGR Cooler LH
- Nipple for Hose - Coolant Outlet
Detail
- Changed EGR spec & Coolant Circuit
29
(10) Oil Separator related System
D27DT D27DTP
P/N : A665 010 06 30 P/N : A665 010 07 30

(COVER ASSY-CYLINDER) (COVER ASSY-CYLINDER)
P/N : A665 018 04 33 P/N : A665 018 03 33
(SEPARATOR ASSY-OIL) (SEPARATOR ASSY-OIL)
P/N : A665 010 08 71 P/N : A665 010 13 71
(HOSE ASSY-BLOW BY INLET) (HOSE ASSY-BLOW BY INLET)
P/N : A665 018 09 71 P/N : A665 010 15 71
(HOSE ASSY-BLOW BY OUTLET) (HOSE ASSY-BLOW BY OUTLET)
P/N : A665 018 05 62 P/N : A665 018 06 62
(HOSE-OIL RETURN) (HOSE-OIL RETURN)
P/N : A665 018 04 11 P/N : A665 018 05 11
(BRKT ASSY-OIL SEPARATOR) (BRKT ASSY-OIL SEPARATOR)
Detail
- Increased separator capacity : 120 /min 160 /min
30
(11) HEAD ASSY-CYLINDER
D27DT D27DTP
P/N : A665 010 18 20 P/N : A665 010 21 20

(HEAD ASSY-CYLINDER) (HEAD ASSY-CYLINDER)
Details
- Added a coolant port
- Improved cooling performance in D27DTP engine
31
(12) GASKET CYLINDER HEAD
D27DT D27DTP
Hole shape changed
Added a water jacket hole
P/N : A665 016 05 20 P/N : A665 016 06 20

(GASKET-CYLINDER HEAD) (GASKET-CYLINDER HEAD)
Details
- Water hole shape changed and added a hole
- Improved cooling performance than D27DT engine
32
2) Fuel Injection Equipment Changes by Engine

(1) Injector
D27DT D27DTP D20DT(Euro-IV)
Photo
P/N 665 017 01 21 665 017 02 21 664 017 01 21
Color
Yellow White Grey
of Cap
Coding C2I C3I C3I
MDP Driving Idle & Driving Idle & Driving
External dimensions are same, different in # of holes, injection angle and injection volume
[# of holes Injection angle Injection volume(mm3/min)]
Feature D20DT
: 6 150 890
8 146 840 7 148 880 D20DT EU4
: 6 148 880
Injector Calibration
Common rail injectors are very accurate components. They are able to inject fuel delivery
between 0.5 to 100 mg/strk under pressure varying from 150 to 1600 bar. This high level of
accuracy requires very low machining tolerances (few ). Nevertheless, due to the
machining deviation, the loss of charge through the functional orifices, the friction between
moving parts and electromagnetic field level are different from one injector to the other. So,
the difference of fuel delivery for the same pressure and the same pulse can reach 5 mg/strk
from one injector to the other. It is impossible to control efficiently the engine with such a
dispersion between the different injectors. It is necessary to add a correction that allows
injecting the demanded fuel delivery whatever the initial hydraulic characteristics of the
injector is. The method consists in correcting the pulse that is applied to the injector with an
offset that depends on the initial hydraulic map of the injector. So, the pulse should be
corrected according to characteristics of each injector.
33
Without C2I With C2I With C3I
Injector Coding (C2I / C3I)
Injector Coding Check(C3I)

Rexton Engine Control D27DTP(C3I)
C3I Coding Date: 2006-2-1
Scanner S/N : 00 71 17
#1 INJ : A50Y17TJAJ54HNS4DYWX
#2 INJ : W55AH5RJUEMUXNH2R
#3 INJ : C57ASAT1EK3HP5BMYERW
#4 INJ : 9532548JJNF8JNSWY6YW
#5 INJ : HM3695S2TJKAJNA4Y2YW
Condition : IG ON (Engine Stop)
[ENTER] Injector Coding(C3I) Menu [ Injector C2I vs C3I ]
* C2I (Individual Injector Calibration)

- Code for D27DT/D20DT Euro-III
- Total of 16digits : A ~ F & 0 ~ 9
* C3I (Improved Individual Injector Calibration)
- D27DTP/D20DT Euro-IV
- Comprises total of 20 digits : all alphabets numbers except for I,O,Q and V
* Input of C2I & C3I
- When replacing injector : Input the new injectors C3I codes
- When replacing ECU : Input all the C3I data to the new ECU
- When ECU knows incorrect or no C2I/C3I data : engine poor power / black smoke/
engine rough idle or no acceleration may occur.
34
MDP (Minimum Drive Pulse) Adaptation

When the pulse value that the injector starts injection is measured, it is called minimum drive
pulse (MDP). Through MDP controls, can correct pilot injections effectively. Pilot injection
volume is very small, 1 ~ 2 mm/strk, so precise control of the injector can be difficult if it gets
old. So there needs MDP adaptation to control the very small volume precisely through
learning according to getting older injectors.
D27DT / D20DT MDP Adaptation Conditions

- Engine temp : above 75 - Vehicle speed : above 50km/h( 5sec )
- Engine rpm : above 2500rpm - Fuel temp : 0 < Fuel temp < 80
D27DTP/D20DT Euro-IV MDP Adaptation Conditions

* Idle MDP Adaptation
- Engine temp : above 60 - Vehicle speed : 0km/h
- Fuel temp : 0 < Fuel temp < 80 Twice per cylinder (trial at every 5sec)
* Driving MDP Adaptation
- Engine temp : above 60 - Vehicle speed : 50km/h
- Engine rpm : 2000 ~ 2500rpm Twice per cylinder (trial at every 5sec)
When fails to get MDP adaptation, engine vibration or injector noise may occur.
Injector related DTCs changes
Limp Engine
Torque Torque
DTC Description Detail MIL home Delay
50% 20%
mode Stop
P0171 # 1 Injector MDP too few

* Detecting Condition
P0173 # 3 Injector MDP too few - # of MDP count getting
decreased due to injector aging
P1171 # 1 Injector MDP too many
P1173 # 3 Injector MDP too many - # of MDP count getting
increased due to injector aging
35
Limp Engine
Torque Torque
DTC Description Detail MIL home Delay
50% 20%
mode Stop
- No additional MDP adaptation for 50k
km since last adaptation at idle
* MDP adaptation condition (Idle)
Impossible MDP
P0147
Adaptation at idle
- Twice per cylinder (at every 5sec)

- Initial MDP adaptation :
+ Engine temp above 60
+ Fuel temp 0 ~ 80
+ Vehicle speed : idle
* MDP adaptation condition (driving)

- engine speed 2000 ~ 2500rpm
Impossible MDP - Initial MDP adaptation
P0148
Adaptation in driving + Engine temp above 60
+ Vehicle speed : above 60km
(2) Injector Pipe : Common Rail Injector
D27DT D27DTP D20DT Euro-III
664 070 00 33 [1]

665 070 06 33 [1 & 3] 665 070 20 33 [1 & 3]
664 070 01 33 [2]
P/N 665 070 07 33 [2 & 4] 665 070 21 33 [2 & 4]
664 070 03 33 [3]
665 070 08 00 [5] 665 070 22 00 [5]
664 070 04 33 [4]
Color
of Bronze Chrome Silver
Pipe
* Inlet/outlet diameter increased due to volume increase

* 1&3 pipe lay out changed due to interference with oil filler cap
Featu
res
Inner dia : 2.4 mm Inner dia : 3.0 mm

Outer dia : 6.0 mm Outer dia : 6.35 mm
36
(3) Common Rail
D27DT D27DTP D20DT Euro-IV
Lay
out
No damping orifice Damping orifice inserted Damping orifice inserted
Photo
P/N 665 070 07 32 665 070 19 23 664 070 02 95
Label
Green
* Added damping orifices

Featur
: In order to decrease fuel pulsation due to multi-injection (pilot/main/post)
e
- Inserted in inlet/outlet ports of common rail
37
38
Chapter 3
D27DTP Preheating System

AQGS Preheating Device
1. AQGS Preheating System - Advanced Quick Glow System
D27DTP engine uses advanced glow system which can considerably reduce the preheating
time so that the cranking time can shorten when engine is cold and to reduce emissions. ECU
sends the rpm, coolant temperature and vehicle speed signal to AQGS unit via CAN. ECU
receives system diagnostic result from AQGS unit. AQGS unit supplies electric power to glow
plugs for preheating and post heating
1) D27DTP Preheating System Components
Engine ECU No Glow Lamp (cluster)
X
Cluster, Immo Unit
AQGS Unit
Glow plug
Battery
AQGS Unit
Glow Plug
Tightening Torque
153 Nm
Not interchangeable with D27DT

for power supply / for control
41
2) Preheating System Comparison D27DT vs D27DTP
(1) D27DT Preheating System Diagram
Immobilizer
Engine ECU Preheating Unit

IG Power
B+
101
34 K 1
IC IC
102 K-Line 2
Water temp 3
sensor
4
113 5
(2) D27DTP Preheating System Diagram
A57
A
IG Power
B+
A56
Water temp
sensor B48 CAN HI B 1
A87
IC 2
A88 B47 CAN LOW C IC 3

Crank Position
Sensor 4
42
2. AQGS Operation
1) AQGS ?
D27DTP engine uses advanced glow system which are installed in the cylinder head in
order to shorten the cranking time when engine is cold and to reduce emissions. ECU
sends the rpm, coolant temperature and vehicle speed signals to AQGS unit via CAN.
ECU receives system diagnostic result from AQGS unit. AQGS unit supplies electric power
to glow plugs for preheating and post heating.
AQGS switches power by using FET for each plug

Glow speed is very fast. It takes 2 sec to reach 1000
When glow temperature reaches its target, AQGS unit supplies power with PWM.
2) AQGS Control & Characteristic on Temperature

Temp Current Characteristic
Apply 11Vdc
1200 70
1100 Temperature 63
1000 56
Temperature ()
900 The difference of temp. 49

Current (A)
800 :300 MAX 42

700 AQGS 35
600 PWM Control 28
SRM
500 21
400 Current 14
300 7
200 0
0 10 20 30 40 50 60
Time (sec.)
43
AQGS Control Voltage Pattern
- Frequency : 20 ~ 33Hz
- Duty Control Value :
STEP 1 : 100% with 11V / STEP 2 : 35% with 11V / STEP 3 : 23% with 11V
3) AQGS Advantages
Fast heating up by means of low resistance (1000 in 2sec)
Possible to maintain high temperature while cranking due to PWM control
- Saturated temperature 1000 HC/CO reduction
Better idle stability after starting
White smoke reduction when cold or high altitude
Starting Time Emission (CO/HC)

9.3
Cranking Time (sec)
CO
CO (%)
HC (ppm)
2.7 HC
AQGS Relay Type Time after cranking (sec)
44
3. System Specifications
1) AQGS Unit Specifications
Rated Voltage DC 12V Operating Voltage DC 6V ~ DC 16V
Operating Temp -30 ~ 110 Dark Current MAX. 500 (12V)
2) System Diagram
A57
A
IG Power
B+
A56
Water temp
sensor B48 CAN HI B 1
A87
IC 2
A88 B47 CAN LOW C IC 3

Crank Position
Sensor 4
3) System Operation
IG S/W Status
Control Duty Control : 5 ~ 100%
Frequency : 20Hz
Glow Plug Duty
Glow Target
Glow Temp
Temp
Glow Eng running
Cranking
(1) Pre-glow : STEP 1

AQGS unit supplies power to glow plugs by ECU request, T1 is determined by VB.
45
If input voltage (VB) 11.5V , AQGS increases the supply time (T1) .
If input voltage (VB) 11.5V , AQGS limits the supply time (T1) for 1.9sec.
Input voltage Pre-glow time

Pre-glow time T1(sec)
VB (V) T1 (sec)
6 8.27
7 5.8
8 4.1
9 3.15
10 2.4
11 1.95
11.5 1.9
Input voltage (V)
(2) At cranking : STEP 2 & STEP 3

Step 2 : When the cranking signal is inputted after STEP 1, AQGS unit supplies
power for 1 sec with 35% of duty so that the temperature can be maintained at
approximately 1000.
Step 3 : AQGS unit supplies power for 180sec its maximum with 23% of duty
according to engine temperature, this may include post-glow. so that the white
smoke can be reduced when engine is cold.
* When no cranking at IG ON after STEP 1 : AQGS unit supplies power for 30
sec in total of STEP 1 + STEP 3.
* At cranking : STEP 3 is started after completing STEP 2.
(3) Post-Glow : STEP 4

AQGS unit performs the post-glow in order to decrease HC/CO after starting for
180 sec its maximum.
(4) Emergency Glow

AQGS unit performs the emergency glow if no CAN data from ECU is inputted for
more than 4 sec, which supplies power for 30 sec with STEP 3.
(5) Self diagnosis

Diagnosis by AQGS is possible only when IG ON with engine stop condition.
When a trouble is detected, engine check lamp is illuminated for 30 sec.
46
4. System Components
1) AQGS UNIT
AQGS UNIT B+ CAN LOW

IG1
(12V) (ECU B47)
Glow plug CAN HI

Ground
G1 ~ G5 (ECU B48)
[AQGS Unit Pin Description ]
Preheating signals
(Start signal, engine
temp, vehicle speed)
CAN BUS
ECU
AQGS PWM Control

Self diagnostic result Glow Plugs
UNIT
Power Supply
Battery
[System Diagram ]
47
2) Glow Plug
Glow plugs required features are as follows

- Quick glow and high temperature under low voltage
- Not allowed to exceed its max temperature under max operating voltage
- High durability of heating pin against engine heat and exhaust gas
- Must resist under intensive stress conditions (temperature, vibration, environment)
General Specifications
Rated Voltage DC 12V Resistance 0.35
Response T 1000 = within 3sec Tightening Torque 10 ~ 15Nm
How to distinguish glow plugs

The existing D27DT/D20DT are adopting both green color of insulator and yellow
color of insulator type. However, Euro-IV engines use red color of insulator plug.
Make sure to use the same color of insulator when replacing.
ECU variant coding is needed after replacing ECU in D27DTP engine.
Vendor : BERU 4
Application : D20DT & D27DT
Green Resistance : 680110m (at 20 )
Vendor : NGK 3.5
Application : D20DT & D27DT

Yellow Resistance : 14030m (at 20 )
Vendor : NGK AQGS
Application : D27DTP & Euro-IV
Red Resistance : 14030m (at 20 )
Tip Diameter : AQGS Color of Insulator

- NGK : 4.4mm : Red
48
Glow Plug related Variant Coding
PTC NO
Auto Cruise NO
Immobilizer YES
Vehicle Speed Input CAN
1] Engine related
ABS/ESP YES
variant coding change
2] Chassis related TOD,P/T (4WD) NO
variant coding change A/Con YES
PWM Cooling Fan YES
Neutral S/W (M/T) NO
Engine Mount Level YES
Preheating AQGS(CAN)
5. Preheating system related DTCs

Torque Torque Limp
Delay
Status DTC Description Details MIL Reduction Reduction Home
stop
50% 20% Mode
Power supply fail to D27DTP engine uses AQGS NGK

New P0670
preheating unit preheating module.
AQGS detects plugs fail then transmits to
Preheating unit CAN ECU
New P0683
communication error * AQGS internal diagnosis criteria
- Plug open : Voltage>6V, Current 1A
Modified P0674 #1 plug open - Plug shorted to ground :Voltage 0V
- Plug shorted to battery :Battery voltage
Modified P1674 #1 plug shorted to ground - FET error, FET shorted to ground
: voltage 0V, current 0A
New P2674 #1 plug shorted to battery
- Input voltage error
: 6V < Input Voltage <16V
Modified P0675 #2 plug open
* Corrective Actions
- Glow plug check (resistance)
Modified P1675 #2 plug shorted to ground
- Connector & wiring check
- CAN line check
- B+ & IG power supply check
* Glow plug open

: Plug number changed to,
#4 #1, # 5 #2
# 1 #3, #2 #4
#3 # 5
49
AQGS
Torque Torque Limp

Delay
Status DTC Description Details MIL Reduction Reduction Home
stop
50% 20% Mode
D27DTP engine uses AQGS NGK

preheating module.
New AQGS detects plugs fail then transmits to

P2671 #3 plug shorted to battery
ECU
Modified P0672 #4 plug open * AQGS internal diagnosis criteria

- Plug open : Voltage>6V, Current 1A
Modified P1672 #4 plug shorted to ground - Plug shorted to ground :Voltage 0V

- Plug shorted to battery :Battery voltage
- FET error, FET shorted to ground
New P2672 #4 plug shorted to battery : voltage 0V, current 0A
: 6V < Input Voltage <16V
- Glow plug check (resistance)
- Connector & wiring check
- CAN line check
- B+ & IG power supply check
* Glow plug open

: Plug number changed to,
#4 #1, # 5 #2
# 1 #3, #2 #4
#3 # 5
#1 plug internal controller * Glow plug #1

New P066A
error * Refer to P0674

New P066B
shorted * Refer to P0674

New P066C

New P066D

New P066E

New P066F

New P067A

New P067B

New P067C

New P067D
50
Chapter 4
D27DTP Intake/Exhaust
System
52
VGT Turbo Charger
1. VGT Turbo Charger
1) Types of Turbo Charger

Turbo charger increases the amount of inflowing air into engine by compressing the air
with exhaust energy. It influences on intake and exhaust. The capability of the turbo
charger mainly depends on the exhaust energy and the specifications of turbo charger
such as turbine inlet size, radius of housing, and diameter of the compressor.
The exhaust energy is normally to be high at high speed and to be low at low speed. If the
turbine inlet size is reduced to compensate the low exhaust energy at low speed range, the
intake air pressure becomes excessively high at high speed, which causes the adverse
effect of high-speed performance with the change of injection timing and the growth of
pumping loss. Conversely, if the turbine inlet size is extended for the improvement of
performance at high speed range, sufficient air flow and booster pressure are not taken at
a low speed range, which may cause the adverse effect of low-speed performance.
Classification STD WGT VGT
Features
High load /high efficient Bypass valve for preventing Variable control of inlet
driving excessive exhaust pressure port dimension with a
Non-supercharged torque Improved performance by movable vane installed at
in low speed optimizing the turbine exhaust turbine nozzle
Excessively high efficiency in low & mid Increases turbo charging
supercharged pressure speed range pressure by suffocating the
and high rotation in high Reduced pumping loss in nozzle when the amount of
speed range high speed range gas flow is not sufficient in
low speed range.
Outstanding low & mid Improved torque
Simple structure speed range characteristics in low
Outstanding high speed Improved torque speed range
Strengths
efficiency characteristics in low speed Improved accelerating
Outstanding durability range performance
Simple control mechanism Excellent control effects
Relatively low efficiency in Relatively low efficiency in Complicated control

Weakness low & mid speed range high speed range mechanism
Slow response High price
53
VGT Turbo Charger
2) VGT Principle (Variable Geometry Turbocharger)
The vane is installed between the

compressor and the turbine, the housing .
of VGT helps to control the section size 40
of the turbine inlet, maximize the exhaust
energy efficiency, increase the intake air VGT
volume without the increase of the
exhaust volume, and obtain more output. 30
Torque
It also intakes much more air volume
under the same load, prevents the
occurrence of incomplete combustion
particles appearing by insufficient air, 20
such as smoke/PM. Such a reduction of
the PM elements guarantees the exhaust WGT
gas (NOx / PM Trade-Off) margin.
10
In addition, with the engine output
i m p r o v e m e n t, w e c a n e x p ec t t h e 1000 2000 3000 4000
increase of the spare driving force in Engine speed
v e h i c l e a n d r e l at i v e l y b e tter f u e l
consumption rate under the same
loading condition.
Vane opening/ Improved torque/output in

electronic control low speed range
Easy to secure low- Reduced exhaust gas
Features Expectations
speed air volume Improved fuel consumption
Improved response Improved accelerating
Electric operation performance
Low RPM
Exhaust gas passage becomes narrow

Gas speed increases
Turbine blade runs fast
High RPM
Exhaust gas passage becomes wide

Gas amount increases
Turbine blade runs fast
54
VGT Turbo Charger
3) VGT Non-Operating Conditions
In case of the following conditions, ECU stops VGT control.

Lower than 700RPM
Below 0
EGR related trouble stored in ECU
VGT Actuator faulty
Boost Pressure Sensor faulty
Air Flow Sensor faulty
Accelerator Pedal Sensor faulty
4) VGT related Data List of Scan-100

VGT vacuum modulator operating status
Vane Control
Engine Status Modulator Duty(%) Vane Passage
Actuator
Low load & low 85% Pulling

Narrow
rpm (Duty Increases) (Vacuum Applies)
Return
High load & high 5%
(Vacuum Wide
rpm (Duty Decreases)
Releases)
VGT vacuum modulator valve duty (%)

This represents that how much the ECU opens and closes the VGT vacuum modulator,
Duty value increases to 85% so that the VGT control actuator pulls the vane and the
gas passage becomes narrow when low load/low speed. When high load/speed, duty
value decreases to 5% so that the VGT control actuator releases and gas passage
becomes wider by the return spring force.
Boost Pressure Sensor Value (mbar)
This indicates that the pressure generated in the event of air compression by turbo
charging.
- Output value : varies in between 1000 ~ 2700mbar
55
Electric EGR System
2. E-EGR System
1) E-EGR Valve ( Electric-Exhaust Gas Recirculation Valve) Overview
EGR system in D27DTP engine is different from previous D27DT engine, which is electric
motor control type from vacuum control type.
D27DTP D27DT
Photo
Control Electric PWM duty control Vacuum PWM duty control
EGR
amount Intake air signal + EGR position signal Intake air signal only
measuring
E-EGR advantages
- Improved response-ability and accuracy due to electric control
Features - Added EGR position feedback function by using a potentiometer
- Prevents EGR valve chattering and increases durability
- Self cleaning function
D27DT engine EGR system D27DTP engine EGR system
Throttle body
EGR Valve EGR Cooler
EGR Pipe
EGR Center Pipe

EGR Valve EGR Pipe
Components Components
- Vacuum control EGR valve - Electric control EGR valve
- EGR pipes (#1, Center, #2) - EGR pipes (#1, #2)
- Vacuum modulator - Water cooled EGR cooler
56
Electric EGR System
2) E-EGR Features
Improvement of EGR response-ability and accuracy by ECU control

EGR system in D27DT is that EGR control valve is operated by vacuum pressure using
vacuum modulator through ECU signal, indirect control. While D27DTP engine uses
electrically controlled EGR valve by electric motor instead of using a vacuum modulator,
direct control. This control enables to enhance the EGR response-ability and accuracy.
E-EGR feedback function added

Since the direct EGR control is possible, ECU receives the actual EGR valve position,
which is a feedback signal for ECU to control more precisely.
EGR valve chattering prevention and durability increase

Because EGR valve comprises 2 valve seats, a chattering phenomenon due to the back-
pressure of exhaust gas can be decreased when closing and opening, this could result in
longer durability than vacuum type EGR system.
EGR valve self-cleaning function added

Carbon deposit on the EGR valve surfaces is continuously occurring while engine is
running, however, the excessive carbon deposit could make abnormal EGR operation.
Therefore, ECU makes the valve chatter when engine is shut off and carbon can be
cleaned in this process.
3) E-EGR valve structure
1. Valve Body
2. Socket
3. Stem
4. Stem Guide ASSY
5. Valve Disc(2EA)
6. Spring
7. Spring Disc
8. Coil Housing ASS
To EGR cooler
9. Seals
10. Potentiometer
11. Gasket
12. Bolt
From Ex manifold
57
Electric EGR System
4) EGR valve potentiometers output voltage vs EGR duty
EGR duty(%) Output (V) 5.0

4.5
20% 1.11V
4.0
30% 1.30V
3.5
Output (v)
40% 1.75V 3.0
50% 2.20V 2.5
60% 2.65V 2.0
1.5
70% 3.10V
1.0
80% 3.55V
0.5
90% 4.00V 0
10 20 30 40 50 60 70 80 90 100
EGR duty (%)
5) E-EGR valve control
(1) Control logic
EGR amount is mainly determined on the basis of intake air amount.
Other sub MAPs are as follows
- Control by engine coolant temperature
- Control by atmospheric pressure Altitudinal compensation
- Control by boost pressure deviations between target pressure and measured pressure
- Control by engine loads stops during quick acceleration
- Control by intake air temperature
ECU determines the EGR amount according to the Main MAP(HFM) + Sub MAPs, and
receives the valve opening feedback signal from the potentiometer.
(2) Operating Conditions

Intake air temperature within - 10 ~ 50
Atmospheric pressure above 0.92bar
Engine coolant temperature within 0 ~ 100
With no EGR related DTCs
(3) Non-operating Conditions

During quick acceleration Accel pedal depressing amount
Above 2600 rpm
At idle more than 1 min
Vehicle speed above 100km/h
Engine torque more than 380Nm
58
Electric EGR System
6) EGR related DTCs
DTC Description Details

Required EGR position and feedback signal
difference above 15% when valve is closed.
High EGR opening position
P0405 * Corrective Actions
deviation
- Measure potentiometer resistance
- Sensor & actuator wiring check
- Valve condition visual check
Required EGR position and feedback signal
difference above 15% when valve is open.
Excessive EGR opening position
deviation
- Measure potentiometer resistance
* Potentiometer signal error
P0407 Low EGR position signal - Sensor signal high or low
- Resistance in total : 4k40%
- Output threshold : 0.24 ~ 4.64V
below 0.24V : low signal
above 4.64V : high signal
P0408 High EGR position signal * Wiring Checks
- Sensor Ref.(5V) check : ECU A33
- Sensor signal : ECU A82
- Sensor ground : ECU A09
P1409 EGR valve circuit open - Valve power supply : Main relay
- EGR PWM control : ECU A47
Valve is not fully closed or potentiometer
signal is higher than normal after 50 sec at
idle condition.
* Wiring Checks
P1407 EGR closed position error
- Sensor Ref.(5V) check : ECU A33
- Sensor Signal : ECU A82
- Sensor Ground : ECU A09
- Valve power supply : Main relay
P0402 EGR valve stuck open EGR feedback signal no change with various
PWM signal valve stuck open
59
Electric EGR System
3. EGR Cooler
EGR system functions in order to reduce the Nox, Nitrous Oxides one of the pollutants in the
emissions, by recirculating a certain portion of exhaust gas into the combustion chamber so
that the temperature of combusting gas can be lowered due to lack of oxygen. If the
temperature of EGR gas is cooled down, the EGR efficiency will be higher. D27DTP engine
adopts water cooled EGR system. All the purposes of EGR is to meet the emission
regulations.
Coolant flow
Gas flow
Ex Manifold
Intake Manifold
Coolant port
EGR Pipe
EGR Pipe
EGR valve
EGR cooler
EGR cooler EGR cooler Section view

Coolant passage
EGR gas passage
60
Throttle Valve
4. Throttle Valve
1) Throttle Valve Function
Main Function Control
- Prevention of dieseling
phenomenon-vibration when ON/OFF control by ECU
engine shuts off.
D27DTP
- Precise intake air control for
Duty control by ECU
EGR control
- Prevention of dieseling function : Piston inertia makes engine vibration when engine shuts
off, however, the vibration can be reduced by cutting off the intake air with throttle valve.
- EGR rate control function by throttle valve : EGR response-ability can be increased by
controlling intake air amount along with EGR valve.
4 A75
(+)
Output voltage
1 A20
5V ref
E
DC 2 A22
M SIG C
motor
U
TPS 3 A81 GND
5 A77
PWM Control
Throttle Angle
Throttle Body
- D27DTP, D27DT(Euro-IV),
Application
D20DT(Euro-IV)
- Prevention of dieseling
Control phenomenon-vibration
when engine shuts off.
- Precise intake air control
for EGR control
Response time Approx 150 msec

[ D27DTP Throttle body ]
61
Throttle Valve
3) Electronic Control Throttle Valve
(1) Structure
Seal
Throttle plate
Connector Housing
Actuator cover
Pin assignment
1 Ref 5V
Sensor
2
signal
3 GND Shaft
4 Motor (-)
5 Motor (+)
Drive motor
(2) Specifications
Material of housing : ADC12

Response time : Open Close : 150msec , Close Open : 150msec
Intake air amount by throttle opening angle
- Normal fully open status 0 of throttle opening angle
above 370kg/h of intake air amount
- Fully closed status (when engine shut off) 78 of throttle angle
above 4.5kg/h of intake air amount
62
Throttle Valve
(3) Throttle valve related DTCs
DTC Description Detail
failure to adapt max opening position when
IG ON
P0488 Throttle max opening error
- Sensor output voltage check : below 4.3V
- Throttle valve & connector check
failure to perform fully close when engine off
P0487 Throttle max closing error * Corrective Actions
- Sensor output voltage check : approx 0.5V
P2100 Throttle drive circuit open

* Starts to diagnose when IG ON
P2101 Throttle drive circuit short to Gnd
* Wiring ECU A75, A77 error
P2102 Throttle drive circuit short * Corrective Actions
- Sensor output voltage check : below 4.3V
P2103 Throttle drive circuit short to Batt
P2104 Throttle drive circuit overheat
Position difference between MAP and
position signal is above 5% or below 13%
* Wiring Checks
P213B Throttle control error - TPS power : ECU A20
- TPS signal : ECU A22
- TPS ground : ECU A81
- Motor(+) : ECU A75
- Motor(-) : ECU A77
P213C Throttle signal low
Throttle signal stuck at low voltage
P213D Throttle signal high
Throttle signal stuck at high voltage
63
Vacuum Modulator
5. Vacuum Modulator
D27DTP engine uses only 1 vacuum modulator, which is for VGT control, while 2
modulators in D27DT/D20DT engine. ECU controls the vacuum modulator with PWM signal
and vacuum pressure increases as PWM increases.
Vacuum Modulator in D27DT/D20DT
- 2 Vacuum modulators
- T/Charger and EGR valve duty control
For T/Charger For EGR - Mounted by bolts
Vacuum Modulator in D27DTP
- 1 Vacuum modulator
- VGT duty control
- Mounted by bolts
For VGT - Modulator filter location changed

control
64
Vacuum Circuit
6. Vacuum Circuit by Engine

D27DTP vacuum circuit
Brake Booster
Vacuum Pump
Brake Booster
VGT modulator
Booster
Engine mounting
solenoid
VGT Engine
Actuator mounting
Engine
mounting
Boos
Booster
D27DT / D20DT vacuum circuit
Brake Booster
Vacuum Pump
Locking hub
solenoid
EGR
modulator
Bo
Booster
control
Valve
T/Charger
modulator
Booster
65
66
Chapter 5
Switchable Engine Mounting

68
1. Switchable Engine Mounting System Overview
The engine mounting basically locates the engine

on the right position and absorbs the engine
vibrations generated from engine not to transmit to
body or frame, in addition, it holds the engine from
excessive motion by shifting, acceleration and
cornering. D27DTP engine adopts an electronic
control engine mounting system, which comprises a
rubber spring and shock absorber for controlling of
damping force, this can achieve the optimized NVH
and ride & handling stability.
The switchable engine mounting system is developed to minimize the vibrations from engine
or road so that passengers feel better comfort. Unlike the first generation of engine mounting,
which uses rubber spring only and added with hydraulic fluid in the 2nd generation,
switchable type of mounting uses both rubber spring and shock absorber, so called, 3rd
generation of engine mounting. The operation is composed of Hard mode and Soft Mode.
- Soft Mode : When the engine is running by low rpm or low vehicle speed, its necessary
to cut off engine low vibration and noise by making the damping force soft.
- Hard Mode : While driving under normal conditions, ECU controls the damping force to
be hard so that the mounting absorbs large and heavy vibration and shocks such as
shifts, acceleration/deceleration and brakes.
The switchable engine mounting system is capable of taking the opposite two characteristics
, soft and hard, depending on the driving conditions.
Operation by mode
Soft Mode
The orifice opens and only rubber spring functions Damping rubber
of low damping force and spring constant. Orifice

Fluid
Engine idle or vehicle low speed range
Vacuum
below 1000rpm or below 5km/h
chamber
69
Hard Mode:
The orifice is closed by applying vacuum
pressure in vacuum chamber, therefore, the fluid
functions as a shock absorber.
Damping rubber
High damping force and spring constant.
Under normal driving conditions : above 1200rpm Fluid
or above 10km/h.
Vacuum chamber
2. Components
Engine ECU Mounting
Engine Vacuum
ECU solenoid
Vacuum
pump
Battery
Mounting Vacuum solenoid valve
Connector
LH/RH
Mounting
To vacuum pump
70
3. System Diagram
Solenoid valve
Vacuum pump
S/W S/W
mounting mounting
S/W
Mounting
relay
Vehicle
RPM speed
(1) Circuit description

Engine ECU drives the mounting relay for making a soft mode or hard mode according to
RPM and vehicle speed.
Soft Mode
ECU makes ground off Mounting relay off Solenoid valve closes Vacuum
releases Orifice in mounting opens Rubber mounting only Low damping force
and spring constant
Hard Mode
ECU makes ground on Mounting relay on Solenoid valve opens Vacuum
applies Orifice in mounting closes High damping force and spring constant
(2) Operating Conditions

Hard Mode
- Engine rpm above 1200rpm and vehicle speed above 10km/h.
Soft Mode
- Engine rpm below 1000rpm and vehicle speed 5km/h.
(3) Engine mounting related Scanner variant coding
PTC NO
1] Engine related
Auto Cruise NO
Immobilizer YES
2] Chassis related
Vehicle Speed Input CAN
ABS/ESP YES
Engine Mount Level YES
71
72
Chapter 6
D27DTP Sensor Changes
73
Boost Pressure Sensor
1. Boost Pressure Sensor
P/N printed
Not used terminal
[ Sensor location ] [ Boost Pressure Sensor ]
Boost pressure sensor senses the pressure Pressure range 20 ~ 250 KPa
in the intake manifold by using a piezo-
Operating temperature range - 40 ~ 110
element, 1 terminal out of 4 is not used.
Stock temperature range - 40 ~ 125
ECU compensates turbo charger control by
means of boost pressure sensor. Power supply 4.85 ~ 5.35 V
In addition, ECU uses in fuel injection Max current 10mA
timing and determines whether prohibits
Response time TR 7
EGR or not using boost pressure signal.
Tightening torque 10 Nm
(1) Boost pressure sensor distinction
P/Number : 665 542 31 17 P/Number : 667 542 00 17

- Application : D27DT(WGT) - Application : D20DT/D27DTP (VGT)
- Sensible max pressure : 2.5bar - Sensible max pressure : 3.0bar
4.692 4.65
Voltage (V)
Voltage (V)
3.739
2.652
2.221
0.612
0.703
0.400
0.4 1.4 2.4 0.4 1.4 2.4 3.0

Pressure (bar) Pressure (bar)
75
(2) Output voltage by pressure
Boost pressure Output of Output of

Remark
(bar) 665 542 31 17 667 542 00 17
0.4bar 0.612V 0.1036V
1.4bar 2.652V 2.2214V
2.4bar 4.692V 3.7393V
2.5bar 4.896V -
3.0bar - 4.650V
(3) Boost pressure sensor circuit
A A83
GND E
C A60 C
REF 5V
D A63 U
SIG
(4) Boost pressure related DTCs
DTC Description Detail
P0105 Boost pressure sensor faulty IG ON& engine stop condition, out of threshold.
Boost pressure sensor signal IG ON& engine stop condition, lower than
P0109
low minimum value short circuit
Boost pressure sensor signal IG ON& engine stop condition, higher than
P0106
high maximum value open circuit
P1109 Boost pressure sensor faulty driving condition, out of threshold.
Boost pressure sensor signal driving condition, lower than minimum value
P0107
low short circuit
Boost pressure sensor signal driving condition, higher than maximum value
P0108
high open circuit
76
(5) Boost pressure sensor diagnosis
[ VGT Boost pressure ] [ WGT Boost pressure ]
Check procedure
1. Check the actual boost pressure through scanner data list.
2. Check for open or short circuit at ECU (A83, A60).

3. Check for open or short circuit at ECU (A63).
- connection , sealing and poor contact, and so on.
4. Check turbo charger boost control valve.

- Check for the followings if control valves abnormal operation is found.
Vacuum line from vacuum modulator
Vacuum modulator
By-pass valve
T/Charger itself
Intake system instability
Exhaust system instability
5. Sensor itself faulty
6. Check for ECU internal faulty
77
APT Sensor
2. A/Con pressure detecting device

(1) Triple Pressure Switch : applied in Euro-III DI engines
High/Low Pressure Switch : To check if minimum refrigerant is present in A/Con lines

with no clogs. ECU cuts the operation of A/Con compressor to protect the compressor
if line pressure is too high or too low .
Middle Pressure Switch : If the pressure in A/con line is above 19kg/, ECU operates
high condenser fan to cool down A/con line.
IG ON
Middle pressure s/w (NO)

A/Con s/w
76
E
C
High pressure s/w (NC) Low pressure s/w (NC)
U
19
Triple Pressure Switch
(2) APT Sensor : Applied in Euro-IV engines

APT : Automotive Pressure Transducer Sensor
The pressure transducer continuously

measures the refrigerants pressure and
converts pressure into voltage. ECU
controls the condenser fan and cuts the
compressor.
[ Location : On top of receiver drier ]
78
APT Sensor
Structure
- RTV : Silicone Connector

Base
- Flexible Printed Circuit Film Type
Therminal
PCB Assy : Pressure converting (3ea)
RTV
signal conditioner (processor) into Flexible
Printed Circuit
voltage Pin
Ceramic
- Ceramic Substrate : Ceramic board Silver Substrate
Epoxy
- Ceramic Diaphragm : Pressure sensing Ceramic
Internal Diaphragm
- Internal O-Ring : Square gasket O - Ring
External
- External O-Ring : Sealing for gas leak Hex Port O - Ring
to outside
PRESSURE
APT sensor diagram
Signal Conditioner
Ceramic Sensing Element
Ceramic Sensing Element
Sensor Output Voltage
- 0.5V flows with no refrigerant in line

condition because of ECU communication.
( 0V open circuit )
- Max high pressure limits by 4.5v because
of distinguishing from short circuit.
[ Voltage graph ]
- General Specifications
Power supply 5.0V Working temperature -40 ~ 135
Pressure range 0 ~ 32 kgf/
79
APT Sensor
- Output voltage
Pressure (kgf/) Voltage (V) Pressure (kgf/) Voltage (V)
0 0.5 20 3.0
4 1.0 24 3.5
8 1.5 28 4.0
12 2.0 32 4.5
16 2.5
APT Sensor circuit diagram
A B36
GND E
C B29 C
REF 5V
D B41 U
SIG
APT Sensor
APT Sensor related DTCs
DTC Description Details
P0530 Sensor power supply error

P0532 Sensor signal circuit open - APT sensor has an electrical problem
* Pin checking
- Sensor power supply (5V) : ECU B29
- Sensor signal: ECU B41
- Sensor ground : ECU B36
P0533 Excessively high pressure * Current : 20mA
* Sensor resistance : 51k(signal & ground)
* Output voltage : 0.5V 0.0 kgf/
4.5V 32.0 kgf/
80
HFM Sensor
3. Hot Film-Mass Air Flow Sensor
In the case of HFM6, the durability improved 500 times than previous HFM5 and the
characteristic of output signal is changed from analog signal to digital signal. The signals
converted into digital does not necessarily to process by A/D converter, this results in
faster process and more accurate in signal value. HFM comprises 1 intake air flow sensor
and 2 air temperature sensors.
HFM sensor has 2 intake air temperature sensors (IAT). One is analog output signal type
of NTC thermistor located behind the flow grid separate from the wheatstone bridge. The
other is digital output signal type of NTC thermistor located in the center of the air passage
and the output voltage is converted by A/D converter internally, this output signal duty value
changes by temperature with constant frequency.
Intake air flow sensor shows the same measuring way as previous HFM 5 type, which the
signal is made by the wheatstone bridge circuit, however, the output signal is digital type by
A/D converter with constant frequency.
[ HFM5 CI Type ] [ HFM6 Type ]
HFM5-CI HFM6
Air Flow Signal Analog Digital
Air Temperature Signal Analog Digital / Analog
Appications DI, GSL : Euro-III DI,GSL : Euro-IV
Sensor Component Micro-silicone Micro-silicone
Durability - 500 times
81
HFM Sensor
1) Components
Connector
Cylinder Housing
Flow grid
Air temp sensor
(analog)
Air flow sensor
Wire grid
There are 2 grids in HFM6. One is the wire grid for functioning of a filter. The other is the
flow grid for an air guide of air flow sensor. Air flow sensor is located in the center of the air
passage.
2) Signal Output Characteristic

HFM Sensor Circuit
Power Supply from
1 M/Relay 12V
2 A54
SIG IAT(digital)
Air flow sensor 1 A70 E

SIG Air Flow(digital)
C
4 A61
Ground
Signal(analog) U
3 A34
5V ref
IAT
HFM Sensor
82
HFM Sensor
Air Flow Sensor Operation
The air flow sensor, a wheatstone bridge, always maintains the temperature of heating
resistor at 160 . As air flow increases, the resistance of heating resistor increases and
the resistor requires more current to maintain 160 because the heating resistor is PTC
type of resistor. The internal circuit, E-PROM and A/D converter, converts the voltage into
digital signal. In the case of HFM5, ECU sends 5V reference voltage to the sensor, while
HFM6 sends frequency signal to ECU.
[ Graph of Frequency vs Intake air amount ]
Air amount
Frequency (Hz)
(Kg/h)
8 1952.55
10 1984.95
15 2069.45
50 2496.32
160 3382.61
310 4487.93
640 7802.14
800 10514.14
[ Table of Frequency vs Intake air amount ]
83
HFM Sensor
Intake Air Temperature Sensor
HFM6 adopts 2 IAT sensors for obtaining more accurate signal. Sensor 1 outputs analog
signals and sensor 2 makes digital signals, ECU uses sensor 1 as main signal and sensor
2 for comprarison.
- Sensor 1 : Analog signal
Same as previous type of IAT, NTC resistor and 5v of reference from ECU. Output
voltage varies in between 0 ~ 5v. Separate type of sensor.
Resistance by air temperature
Intake Air Temperature () Resistance (K) Output Voltage (V)
-40 36,260 K
-20 13,850 K
0 5,499 K
20 2,420 K 2.65V
30 1,662 K 2.18V
40 1,166 K
50 853 K 1.40V
60 0.609 K
80 0.340 K
100 0.202 K
120 0.127 K
Resistance (K)
Ai Temperature
)
Intake Air Temperature ()

84
HFM Sensor
- Sensor 2 : Digital signal
Sensor 2 is NTC type of thermistor belonged to the wheatstone bridge. The voltage
change by temperature is converted by A/D converter and inputs to E-PROM. As
temperature increases, the duty value(-) increases with the same frequency of 20Hz.
On the contrary, air flow sensor outputs by frequency change.
Intake Air Temperature

= (2.5 duty(-) %) -75
Duty value by intake air temperature
Intake air
Duty (%)
temperature ()
-40 14
-30 18
-20 22
Duty value (%)
-10 26
0 30
10 34
20 38
30 42
40 46
50 50
60 54
Intake Air Temperature ()
70 58
80 62
90 66
100 70
110 74
120 78
85
86
Chapter 6
Diagnosis
87
88
Scanner Usage
1. Scanner Usage
1) ECU Menu
01] Trouble Code 01] Leak Detection

02] Data List 02] ECU Replace
03] Actuator 03] Rail Pressure Reset
04] Trouble Code Clear
05] Snapshot
06] ECU Identification
07] Injector Correction (C3I)
08] Variant Coding
09] Miscellaneous
2) Actuator Driving Items
Actuator function is possible only when IG key is

01] EGR Valve 11] Immo Lamp ON condition, this could check each electrical
02] Glow Plug 12] A/C R/Y circuit including the actuator.
03] IMV 13] PTC R/Y 1
04] VGT Valve 14] PTC R/Y 2 >>>> Circuit Checking <<<<
05] C/Fan 1 15] Fuel Filter EGR Valve
06] C/Fan 2 16] Injector 1
Active : [ YES ]
07] Fan (PWM) 17] Injector 2
Stop : [ NO ]
08] Power R/Y 18] Injector 3 Other Item : [ , ]
09] Eng Check Lamp 19] Injector 4
Condition : Ignition ON &
10] Glow Lamp 20] Injector 5 Engine Stop
3) ECU Identification
S/W Number : by Model

Rexton/Rodius(Stavic) : HCC73
VIN : KPBFA2AF16P215790 Kyron/Actyon : HCD34 D27DT
S/W Number : NCB36 HCD35 D20DT
S/W Version : A00 Rexton II : NCB
ECU Serial : DYPJ328002000 S/W Version : by Rexton/Rodius Eng Power
Programming Date : 2000-00-00 A02 170PS
[ENTER] : VIN Write

A03 176PS
89
Scanner Usage
4] Injector Coding (C3I)
C2I C3I
C3I Injector Corrections
Rexton II ECU DSL D27DTP (C3I)
Programming Date : 2006 2 1
Tool Signature : 00 71 17
#1 INJ : A50Y17TJAJ54HNS4DYWXA4
#2 INJ : W55AH5RJUEMUXNH2RWCTS
#3 INJ : C57ASAT1EK3HP5BMYERW
#4 INJ : 9532548JJNF8JNSWY6YW
#5 INJ : HM3695S2TJKAJNA4Y2YW
[ C2I & C3I on Injector ]
C2I C3I
- D27DT/D20DT : Euro-III - D27DTP/D27DT/D20DT : Euro-IV
- Composed total of 16 digits - Composed total of 20 digits
Alphabetical : A~F , Numeric : 0~9 Alphabetical : all letters except I,O,Q and V
Numeric : 0~9
Input of C2 and C3I codes
- In case of injector(s) replacement : ECU memorizes previous injectors code, must
input new injectors code.
- ECU replacement : All the C2I or C3I codes must input
- In case of no C2I/C3I codes input : lack of power/black smoke/engine unbalance may
occur.
7] Fuel leak detection test
>>>>>> Test Conditions <<<<<<

- TGS Lever must be in P Position
- Fuel leak detection test is to know whether the
- Vehicle Status : At Idle condition injector control valve system is normal or not.
- Coolant Temperature : 60 ~ 100
- Refer to Service Manual for detailed information.
- No battery related DTC stored
- No injector related DTC stored
- No IMV related DTC stored
- No rail pressure related DTC stored
[ ENTER] : Start of leak detection check
90
Scanner Usage
8] Variant Coding
1] Variant Coding Check 1] Engine Variant Change

2] Variant Coding Change 2] Chassis Variant Change
(1) Engine Variant Coding Change
VSS input to ECU

- A/T NO
PTC Heater NO
- M/T CAN
Auto Cruise NO
ABS/ESP
Immobilizer YES
T/M A/T - Teves ABS/ESP : YES
VSS Input to ECU CAN TOD, P/T TCCU(4WD)
Emission Regulation EUROPE
- AWD/2WD NO - TOD/TCCU YES
ABS/ESP YES
TOD.P/T TCCU(4WD) NO
Neutral S/W (M/T)
Remote Start NO - A/T NO
A/Con YES - New Rexton M/T only (before 2006) YES
PWM condenser fan YES
- Other Models CAN
Neutral S/W Input (M/T) NO
Eng Mounting Level YES
Glow Plug Control AQGS(CAN)
(2) Chassis Variant Coding Change
TGS Lever
Engine Type D27DTP - BTRA lever , DC lever , DURA lever
Domestic/Export Export ABS/ESP
Telematics NO
- Not applicable , ABS , TCS , ESP
TGS Lever DURA lever
T/M DC 5A/T
Transfer Case
ABS/ESP ESP - 4WD(w/o 4L) , 2WD , TOD , P/T 4WD
SSPS YES EAS
Transfer Case AWD
- EAS 4 corner , EAS 2 corner , ECS ,
EAS NO
ESP YES not applicable
TPMS YES
91
Scanner Usage
9] Rail Pressure Reset
Cases need rail pressure reset

- After replacing HP pump
>>>>> Rail Pressure Reset <<<<<
Rexton ECU DSL D27DTP(C3I) - After replacing common rail or RPS
Current Rail Pressure Offset Value

Offset value may display up to Max. 50Nm
Offset Value 0 : 0[Nm] (00.00) High value indicates big difference between
Offset Value 0 : 0[Nm] (00.00)
HP pump pressure and ECU MAP data.
[ENTER] : Start of Rail pressure reset
This mode is for rail pressure reset

after replacing HP Pump.
92
DTC Changes
2. Diagnostic Trouble Code Changes in D27DTP
Limp
Torque Torque Delay
DTC Description Details MIL home
50% 20% stop
mode
Required EGR position and
feedback signal
difference above 15% when
High EGR opening valve is closed.
^P0405
position deviation * Corrective Actions
- Measure potentiometer
resistance
Required EGR position and
feedback signal
difference above 15% when
Excessive EGR
valve is open.
^P0406 opening position
deviation
- Measure potentiometer
resistance
* Potentiometer signal error

- Sensor signal high or low
Low EGR position - Resistance in total : 4k40%
^P0407 - Output threshold : 0.24 ~ 4.64V
signal
below 0.24V : low signal
above 4.64V : high signal
* Wiring Checks
- Sensor Ref.(5V) check : ECU
High EGR position A33
^P0408
signal - Sensor signal : ECU A82
- Sensor ground : ECU A09
- Valve power supply : Main
EGR valve circuit relay
^P1409
open - EGR PWM control : ECU A47
Valve is not fully closed or
potentiometer
signal is higher than normal after
50 sec at
idle condition.
EGR closed position
^P1407 * Wiring Checks
error
- Sensor Ref.(5V) check : ECU
A33
- Sensor Signal : ECU A82
- Sensor Ground : ECU A09
- Valve power supply : Main relay
EGR valve stuck EGR feedback signal no change
^P0402
open with various
PWM signal valve stuck open
^ New DTC
93
DTC Changes
Limp
Torque Torque Delay
50% 20% stop
mode
failure to adapt max opening
position when IG ON
Throttle max
^P0488 * Corrective Actions
opening error
- Sensor output voltage check :
below 4.3V
failure to perform fully close when
engine off
Throttle max closing
error
approx 0.5V
Throttle drive circuit

^P2100
open
* Starts to diagnose when IG ON

Throttle drive circuit * Wiring ECU A75, A77 error
short to Gnd
Throttle drive circuit below 4.3V
^P2102
short - Throttle valve & connector check

^P2103
short to Batt

^P2104
overheat
Position difference between MAP
and position signal is above 5% or
below 13%
* Wiring Checks
^P213B Throttle control error
- TPS power : ECU A20
- TPS signal : ECU A22
- TPS ground : ECU A81
- Motor(+) : ECU A75
- Motor(-) : ECU A77
^P213C Throttle signal low Throttle signal stuck at low
voltage
^P213D Throttle signal high Throttle signal stuck at high
voltage
^ New DTC
94
DTC Changes
Limp
Torque Torque Delay
50% 20% stop
mode
- T/Charger vacuum modulator drive
circuit has an electrical problem
* Pin Checking
Turbo charger modulator
^P0243
circuit open
- Power supply : Main relay
- Ground : ECU A71
* Corrective Action
- Vacuum modulator power supply and
ground checks.
P0600 CAN BUS error - ECU internal device error
- CAN line error between units.
Vehicle speed signal - Vehicle speed inputs via CAN without
P0602
coding error ESP or TCCU option
P0608 ABS/ESP coding error - ABS/ESP variant coding error
P0613 TCU coding error - TCU variant coding error
P0614 TCCU coding error - TCCU variant coding error
P0644 Cluster CAN error - CAN device error in cluster
^P0171 #1 Injector MDP too small

^P0173 #3 Injector MDP too small - MDP adaptation times reduction due
to # of Injectors aging.
P1171 #1 Injector MDP too large
- MDP adaptation times increment due
to # of Injectors aging.
* DTC Description changed
- # Injector MDP error # Injector
MDP too large.

^ New DTC
95
DTC Changes
Limp
Torque Torqu Delay
50% e 20% stop
mode
- No idle MDP count for 50,000km
driving since last idle MDP.
(only idle range MDP adaptation)
* Idle MDP adaptation conditions
- 2 times per each cylinder
Inability of idle MDP (trial at every 5 seconds)
^P0147
adaptation
- Initial MDP adaptation :
a. above 60 of ECT
b. fuel temp 0 ~ 80
c. vehicle speed : 0km/h
* Minor engine vibration may occur
during MDP adaptation at idle.
* Perform after replacing ECU or
reprogramming.
* MDP adaptation conditions
- 2000rpm ~ 2500rpm range
- Initial MDP adaptation
a. above 60 of ECT
b. vehicle speed : above 60km
Inability of driving MDP
^P0148 * Perform after replacing ECU or
adaptation reprogramming.
- Knock sensor & wiring checks
- Injector specification check
- C3I check
APT sensor power * Detecting Condition

^P0530 APT sensor has an electrical
supply error problem.
* Pin checks
APT sensor signal
^P0532 - Sensor power supply(5V) : ECU
circuit open B29
- Sensor signal : ECU B41
- Sensor ground : ECU B36
* Current : 20mA
Excessively high * Sensor resistance : 51k(signal &
^P0533
pressure of refrigerant ground)
* Output voltage : 0.5V 0.0 kgf/
4.5V 32.0 kgf/
- Rail pressure control error
- PWM duty reaches its maximum
* Rail pressure sensor checks
- power supply : 50.1V
- output voltage at 1600Bar
^P1260 IMV driving current high : 4.0550.125V
- output voltage with no pressure
: 0.50.04V
* Corrective actions
- IMV wiring checks
- ECU wiring checks
- Low pressure line checks
^P0170 Torque offset high
^ New DTC
96
DTC Changes
Limp
Torque Torque Delay
50% 20% stop
mode
Glow plug unit power

^P0670
supply error
Glow plug unit CAN

^P0683
communication error
P0674 #1 glow plug open
#1 glow plug short to

P1674
ground * Rexton II D27DTP engine uses AQGS
NGK glow module.
#1 glow plug short to * AQGS checks each glow plug circuit
^P2674
battery then sends ECU via CAN
* Glow plug circuit voltage criteria in
AQGS unit.
#2 glow plug short to - Plug shorted :voltage>6V,

P1675 current> 1A
ground
- Plug shorted (ground) : voltage 0V
#2 glow plug short to - Plug shorted (B+) : battery voltage
^P2675
battery - FET error, FET shorted (ground)
: voltage 0V, current 0A
: 6V < input voltage <16V
ground
- Check for plugs malfunction itself
#3 glow plug short to (Plugs resistance check)
^P2671
battery - Connector & wiring check
- CAN line check
P0672 #4 glow plug open - B+ & IG+ check

P1672 * Glow plug # changed
ground
4# 1#, 5# 2#
1# 3#, 2# 4#
^P2672 3# 5#
battery

P1673
ground

^P2673
battery
ECU internal error

P0216 * Previous P3040 changed to P0216
(Injector drive)
ECU internal error

P1216 * Previous P3041 changed to P1216
(Injector drive)
^ New DTC
97
DTC Changes
Limp
Torque Torque Delay
50% 20% stop
mode
Injector BANK1 voltage

P062D
low
* Previous P1611 changed to P062D
P162D
high
P062E
low
* Previous P1618 changed to P062E
P162E
high
Auto cruise switch error * Applied to ACC option.
^P1564
(power) If not equipped with ACC, coding
error may occur.
Auto cruise switch error
^P1578 * ACC switch checks
(open) - Ref voltage check(5V) : ECU B11
- Switch signal : ECU B15
Auto cruise switch error
^P1573 - Switch ground : ECU B16
(short)
- Switch signal voltage level
Auto cruise switch error a. accel : resistance 220
^P1570 b. deccel : resistance 560
(signal)
^P0611 C2I/C3I data not coded * whether coded or not C2I/C3I

C2I/C3I data memory
^P0612
input error
* whether coded or not C2I/C3I
Multi calibration not
^P0618
performed
* Re-perform multi calibration
^P0619 Multi calibration error * Re-perform multi calibration

Multi calibration memory
^P062F
error
* Re-perform multi calibration
#1glow plug controller * Glow plug #1
^P066A
internal error * Refer to P0674 for details
#1glow plug controller * Glow plug #1

^P066B
internal shorted * Refer to P0674 for details
#2 glow plug controller * Glow plug #2

^P066C

^P066D

^P066E

^P066F

^P067A

^P067B

^P067C

^P067D
^ New DTC
98
DTC Changes
Limp
Deleted Torque Torque Delay
Description Reason MIL home
DTC 50% 20% stop
mode
P1678 Glow plug open
P1679 Glow plug shorted * For D20DT & D27DT
Glow plug shorted to

P1680
ground
P0704 Clutch switch faulty

* M/T not applicable
P0805 Neutral switch error
* Separated into:
Accelerometer adaptation
P1148 - P0147 : Idle MDP error
error
- P0148 : Driving MDP error
P0215 Main relay stuck * Frequently happening item
99
ECU Pin Description
3. ECU Pin Description

1) ECU Connector
Connector A (Engine Room) Connector B (Passenger Room)
2) Connector A pin description
Pin
D27DTP Newly applied Remark
Number
A01 Injector power supply for # 2
A03
A04
A05
A06
A07
A08 Fuel temperature sensor signal
A09 EGR position sensor ground
A10
A11 Vehicle speed signal ABS/ESP not equipped vehicle
A12 Vehicle speed ground ABS/ESP not equipped vehicle
A13
A14 Cam position sensor ground
A15
A16 Knock sensor signal # 2
A17
A18
A19
100
ECU Pin Description
Pin Newly
D27DTP Remark
Number applied
A20 Throttle position sensor power supply
A21
A22 Throttle position sensor signal
A23
A24

A28
A29
A30
A31
A32 Fuel temperature sensor ground
A33 EGR position sensor power supply
A34 HFM Intake air temperature signal HFM6 analog signal
A35
A36
A37 Cam position sensor power supply
A38 Cam position sensor signal
A39
A40
A41 Knock sensor # 2 ground

A42
A43
A44
A45
A46 Knock sensor # 1 signal
A47 Knock sensor # 1 ground
A48 E-EGR control PWM control
A49 Injector ground for # 5
101
ECU Pin Description
Pin Newly
D27DTP Remark
Number applied
A50 # 3 Injector ground
A52
A53
A54 HFM Intake air temperature sensor HFM6 digital signal
A55
A56 Coolant temperature sensor ground
A57 Coolant temperature sensor signal
A58
A59 Rail pressure sensor signal
A60 Boost pressure sensor power supply
A61 HFM sensor ground HFM6
A62
A63 Boost pressure sensor signal
A64
A65
A66
A67
A68 Glow plug control signal (R/Y) D27DT only
A69
A70 HFM air flow sensor signal HFM6 digital signal
A71 VGT modulator PWM control
A72

A75 Throttle actuator(+)
A76 Inlet Metering Valve PWM control
A77 Throttle actuator(-)
A78
A79 Water sensor
102
ECU Pin Description
Pin
Number
A80
A81 Throttle position sensor ground
A82 EGR position sensor signal
A83 Boost pressure sensor ground
A84 Rail pressure sensor ground
A85
A86 Rail pressure sensor power supply
A87 Crank position sensor (-)
A88 Crank position sensor (+)
A89
A90
A91 Engine mounting level control IOP only
2) Connector B for power & communication
Pin
Number
B01 Main power (B+)
B02 Engine ground
B03 Main power (B+)
B04 Engine ground
B05 Main power (B+)
B06 Engine ground
B07
B08 # 1 PTC relay
B09 Immobilizer indicator
# 2 APS power supply

B10 5V
(Accelerator Pedal Sensor)
B11 Auto cruise switch power supply
B13 # 2 APS signal
B14 # 2 ACC ground
B15 Auto cruise switch signal
103
ECU Pin Description
Pin Newly
D27DTP Remark
Number applied
B16 Auto cruise switch ground
B17 Blower switch signal
B18
B19 IG ON
B20
B21
B22 A/C ON signal
B23 Brake switch Normally open type
B24 # 1 APS power supply 5V
B25 # 1 APS signal
B26 # 1 APS ground
B27
B28
B29 A/C pressure sensor power supply 5V
B30
B31 K-Line DLC
B32
B33
B34 Clutch pedal switch M/T
B35
B36 A/C pressure sensor ground
B37 Engine check lamp
B38
B39 Brake pedal switch Normally closed type
B40 Condenser fan low
B41 A/C pressure sensor signal
B42
B43
B44 ECU Main relay
B45
104
ECU Pin Description
Pin
Number
B46
B47 CAN Low
B48 CAN Hi
B49
B50
B51
B52 K-Line Immobilizer
B53
B54
B55 A/C relay
B56 # 2 PTC relay
B57 Condenser fan high
105
Engine Wiring Diagram
4. Engine Wiring Diagram

1) Main Relay, Pedal Module, HFM Sensor, Turbo Valve & IMV
106
2) Fuel Filter Warning Lamp, Immobilizer, Other Sensors, Auto Cruise SW
107
3) Injectors, Stop Lamp SW, APT Sensor, Clutch SW
APT Sensor
108

1 D27DTP

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SECTION I.

Chapter 1 D27DTP Engine General

2. D27DTP Performance Curve ------------------------------------------------------- 8

3. D27DTP Structure -------------------------------------------------------------------- 10

Chapter 2 D27DTP Major Changes

2. Comparison D27DT vs D27DTP -------------------------------------------------- 16

3. D27DTP Major Changes in Detail ------------------------------------------------ 21

Chapter 3 D27DTP Preheating System

2. AQGS Description ------------------------------------------------------------------- 43

3. AQGS Operation -------------------------------------------------------------------- 45

5. Related DTCs ------------------------------------------------------------------------- 49

Chapter 4 D27DTP Intake/Exhaust System

2. Electric EGR System ---------------------------------------------------------------- 56

3. EGR Cooler ------------------------------------------------------------------------------ 60

4. Throttle Valve -------------------------------------------------------------------------- 61

5. Vacuum Modulator -------------------------------------------------------------------- 64

3. System Diagram ---------------------------------------------------------------------- 71

Chapter 6 D27DTP Change of Sensors

2. A/Con Pressure Detecting Device ------------------------------------------------- 78

3. Hot Film-Mass Air Flow Sensor ---------------------------------------------------- 81

2. Diagnostic Trouble Code Changes in D27DTP ---------------------------------------- 93

3. ECU Pin Description -------------------------------------------------------------------------- 100

4. Engine Wiring Diagram ---------------------------------------------------------------------- 106

D27DTP Major Changes

Item D27DT(Euro-III) D27DTP(Euro-IV) D20DT(Euro-IV)

Engine # of Cyl. 5 cylinder 4 cylinder

Cylinder Bore (mm) 86.2

Stroke (mm) 92.4 85.6

Displacement() 2,696 1998

Max Power (PS/rpm) 165/4000 186/4000 141/4000

Max Torque (Kg-m/rpm) 34.7/2000~3000 41/1600~3000 31.6/2000~3000

Idle RPM 76050rpm 75050rpm 75050rpm

Camshaft Type DOHC

Fuel Type Low sulfur diesel

Water Draining Every 10,000km

Oil Specification SAE 10W40, 5W40

Oil Pump Forced lubrication system

Cooling Type Water cooled

Cooling fan Viscous Clutch (84 )

Coolant capa() Approx. 11.5

2. D27DTP Performance Curve

1) Power & Torque

2) Oil temp & Oil pressure, Boost pressure

Cam position sensor

Water pump pulley

Crank shaft pulley

IOP oil pan

Oil separator with PCV valve

Cyl. Head cover

Fuel pipe Vacuum pump

3) Right side View

Throttle body Intake manifold

A/Con compressor IOP axle connection

4) Left side View

Oil separator with PCV valve

Oil check valve

Cyl. block Alternator

IOP axle shaft connection

Eng mounting bracket

D27DTP Major Changes

1. D27DTP Major Changes

ECU Fuel system

Exhaust system Intake system