(123doc) Tai Lieu He Thong Nhien Lieu Common Rail Ford

Curriculum Training
Diesel Injection and Engine Management

Systems
Common Rail Systems
Technical Service Training

CG 8180/S en 12/2005
TC3043048H
To the best of our knowledge, the illustrations, technical information, data and descriptions in this issue were correct at the time
of going to print. The right to change prices, specifications, equipment and maintenance instructions at any time without notice
is reserved as part of FORD policy of continuous development and improvement for the benefit of our customers.
No part of this publication may be reproduced, stored in a data processing system or transmitted in any form, electronic,
mechanical, photocopy, recording, translation or by any other means without prior permission of Ford-Werke GmbH. No liability
can be accepted for any inaccuracies in this publication, although every possible care has been taken to make it as complete and
accurate as possible.
Copyright ©2001
Ford-Werke GmbH
Service training programs D-F/GT1 (GB)
Preface
More stringent exhaust and noise emission standards and requirements regarding lower fuel consumption continue
to place new demands on the fuel injection and engine management system of diesel engines.
In order to satisfy these requirements, the injection system must inject the fuel at high pressure into the combustion
chamber to provide good mixture preparation and, at the same time, meter the injected fuel quantity with the highest
possible accuracy. The Common Rail System offers good potential for development, which is of particular
significance both now and in the future. By separating the pressure generation process from the injection process,
the optimum injection pressure is always available for the injection process, regardless of engine speed.
The newly developed engine management system ensures that the fuel injection timing and injected fuel quantity
are calculated exactly, and that the fuel is delivered to the engine cylinders by the piezo-controlled fuel injectors.
The following common rail systems are currently used in Ford vehicles:
– Delphi common rail system,

– Bosch common rail system,
– Siemens common rail system,
– Denso common rail system.
Another big step towards achieving cleanliness in diesel engines is the newly developed diesel particulate filter
system. This system helps reduce micro-fine diesel particulates by up to 99%.
Completion of the eLearning program "Diesel Fuel Injection and Engine Management Systems" is a prerequisite
for the study of this Student Information.
This Student Information is divided into lessons. The objectives that should be met by working through the lesson
are set out at the beginning of each lesson. At the end of each lesson there is a set of test questions which are
designed to monitor the student's progress. The solutions to these test questions can be found at the end of the
Student Information.
Please remember that our training literature has been prepared for FORD TRAINING PURPOSES only. Repairs
and adjustments MUST always be carried out according to the instructions and specifications in the workshop
literature. Please make full use of the training offered by Ford Technical Training Courses to gain extensive
knowledge of both theory and practice.
Service Training (G544949) 1

Table of Contents
PAGE
Preface ............................................................................................................................. 1
Lesson 1 – General Information
Objectives ................................................................................................................................................... 13
Overview of the Systems ............................................................................................................................................... 14
Introduction .................................................................................................................................................................... 17
Injection characteristics .................................................................................................................................................. 18
Emission Standard IV with or without diesel particulate filter ...................................................................................... 21
Cleanliness when working on the common rail system ................................................................................................. 21
EOBD (European On-board Diagnostic) ................................................................................................ 22
General ........................................................................................................................................................................... 22
Fault logging and storing ............................................................................................................................................... 23
Engine Emission Control .......................................................................................................................... 25
Pollutant emissions reduction ........................................................................................................................................ 25
Test questions ............................................................................................................................................. 27
Lesson 2 – Delphi-Common Rail System
Objectives ................................................................................................................................................... 29
Overview of the two-module system – system with PCM and separate IDM ............................................................... 30
Overview of the single-module system – system with one PCM (IDM integrated in the PCM) ................................... 32
Characteristics ................................................................................................................................................................ 33
Special features .............................................................................................................................................................. 33
Service instructions ........................................................................................................................................................ 34
EEC V powertrain control module PCM (two-module system) .................................................................................... 34
IDM (two-module system) ............................................................................................................................................. 36
2 Service Training
Table of Contents
Delphi PCM (single-module system) ............................................................................................................................. 37
Glow plug control .......................................................................................................................................................... 38
Sensors ........................................................................................................................................................ 40
CKP sensor ..................................................................................................................................................................... 40
CMP sensor .................................................................................................................................................................... 41
MAP/IAT and T-MAP sensor ......................................................................................................................................... 42
CHT sensor .................................................................................................................................................................... 43
MAF sensor .................................................................................................................................................................... 45
VSS ................................................................................................................................................................................ 45
APP sensor ..................................................................................................................................................................... 46
KS ................................................................................................................................................................................... 47
Fuel temperature sensor ................................................................................................................................................. 47
Fuel pressure sensor ....................................................................................................................................................... 48
Fuel pressure outside the specified range ....................................................................................................................... 48
Position sensor in vacuum-operated EGR valve ............................................................................................................ 49
Position sensor in electric EGR valve ............................................................................................................................ 50
Switch .......................................................................................................................................................... 51
Stoplamp switch/BPP switch ......................................................................................................................................... 51
CPP switch ..................................................................................................................................................................... 51
Actuators .................................................................................................................................................... 52
Fuel metering valve ........................................................................................................................................................ 52
Fuel injector solenoid valve ........................................................................................................................................... 53
EGR solenoid valve and boost pressure control solenoid valve .................................................................................... 55
Intake manifold flap and intake manifold flap solenoid valve ....................................................................................... 55
Electric EGR valve (certain versions only) .................................................................................................................... 56
Electrical turbocharger guide vane adjustment actuator ................................................................................................ 58
Service Training 3
Table of Contents
Strategies .................................................................................................................................................... 61
Ignition ON strategy ....................................................................................................................................................... 61
Engine start strategy ....................................................................................................................................................... 61
Idle strategy .................................................................................................................................................................... 64
Idle speed control ........................................................................................................................................................... 64
Fuel metering calculation ............................................................................................................................................... 65
Smooth-running control (cylinder balancing) ................................................................................................................ 68
External fuel quantity intervention ................................................................................................................................ 68
Controlling fuel injection ............................................................................................................................................... 68
Controlling the fuel pressure .......................................................................................................................................... 70
EGR system .................................................................................................................................................................... 72
Boost pressure control .................................................................................................................................................... 75
PCM fault strategy ......................................................................................................................................................... 77
Monitoring the system ................................................................................................................................................... 77
Coated diesel particulate filter ................................................................................................................. 79
Overview – diesel particulate filter ................................................................................................................................ 79
Passive regeneration ....................................................................................................................................................... 80
Active regeneration ........................................................................................................................................................ 80
Notes on the oil change interval ..................................................................................................................................... 81
Emission control components ........................................................................................................................................ 82
Exhaust gas temperature sensors .................................................................................................................................... 83
Diesel particulate filter differential pressure sensor ....................................................................................................... 83
MAP sensor .................................................................................................................................................................... 85
Intake manifold flap and intake manifold flap solenoid valve ....................................................................................... 85
Intake manifold flap position sensor .............................................................................................................................. 86
4 Service Training
Table of Contents
Fuel System ................................................................................................................................................ 87
Overview ........................................................................................................................................................................ 87
General ........................................................................................................................................................................... 88
Fuel filter ........................................................................................................................................................................ 89
Overview – high-pressure system .................................................................................................................................. 90
High pressure pump ....................................................................................................................................................... 91
Fuel rail (common rail) .................................................................................................................................................. 95
Excess pressure safety valve .......................................................................................................................................... 96
High-pressure fuel lines and leak-off pipes ................................................................................................................... 97
Fuel injectors .................................................................................................................................................................. 97
Test questions ............................................................................................................................................. 102
Lesson 3 – Bosch-Common Rail System
Objectives ................................................................................................................................................... 103
Overview ........................................................................................................................................................................ 104
PCM ............................................................................................................................................................................... 106
Sensors ........................................................................................................................................................ 110
CKP sensor ..................................................................................................................................................................... 110
CMP sensor .................................................................................................................................................................... 110
MAP sensor .................................................................................................................................................................... 111
BARO sensor .................................................................................................................................................................. 112
ECT sensor ..................................................................................................................................................................... 112
Combined IAT sensor and MAF sensor ......................................................................................................................... 114
Service Training 5
Table of Contents
Vehicle speed signal ....................................................................................................................................................... 115
APP ................................................................................................................................................................................ 115
Fuel temperature sensor ................................................................................................................................................. 116
Switch .......................................................................................................................................................... 118
Oil pressure switch ......................................................................................................................................................... 118
Stoplamp switch/BPP switch ......................................................................................................................................... 118
CPP switch ..................................................................................................................................................................... 118
Actuators .................................................................................................................................................... 119
Fuel metering valve (CP3.2) .......................................................................................................................................... 119
Fuel metering valve (CP1H) .......................................................................................................................................... 120
Boost pressure control solenoid valve ............................................................................................................................ 123
EGR valve ...................................................................................................................................................................... 124
Intake manifold flap servo motor (vehicles with diesel particulate filter) ..................................................................... 125
Strategies .................................................................................................................................................... 128
Regeneration process ..................................................................................................................................................... 128
EGR system .................................................................................................................................................................... 130
Other strategies .............................................................................................................................................................. 134
Diesel particulate filter with fuel additive system ................................................................................... 135
Component overview ..................................................................................................................................................... 135
Diesel particulate filter ................................................................................................................................................... 136
Intercooler bypass .......................................................................................................................................................... 138
Fuel additive system – general ....................................................................................................................................... 140
6 Service Training
Table of Contents
System components – fuel additive system ................................................................................................................... 141
Component overview – system control .......................................................................................................................... 143
Control modules ............................................................................................................................................................. 144
Fuel additive pump unit ................................................................................................................................................. 145
Tank flap switch ............................................................................................................................................................. 146
IAT sensor ...................................................................................................................................................................... 147
Exhaust gas temperature sensor ..................................................................................................................................... 147
Diesel particulate filter differential pressure sensor ....................................................................................................... 148
Intake manifold flap servo motor ................................................................................................................................... 150
Intercooler bypass flap servo motor ............................................................................................................................... 150
Fuel System ................................................................................................................................................ 152
Overview ........................................................................................................................................................................ 152
General ........................................................................................................................................................................... 153
Fuel filter ........................................................................................................................................................................ 154
High pressure fuel lines .................................................................................................................................................. 163
Fuel injectors .................................................................................................................................................................. 163
Test questions ............................................................................................................................................. 168
Lesson 4 – Siemens-Common Rail System
Objectives ................................................................................................................................................... 169
Overview ........................................................................................................................................................................ 170
Service Training 7
Table of Contents
Special features .............................................................................................................................................................. 173
PCM ............................................................................................................................................................................... 174
Sensors ........................................................................................................................................................ 177
MAP sensor .................................................................................................................................................................... 177
IAT sensor ...................................................................................................................................................................... 178
BARO sensor .................................................................................................................................................................. 179
Turbocharger position sensor (certain versions only) .................................................................................................... 180
ECT sensor ..................................................................................................................................................................... 180
CHT sensor (1.8L Duratorq-TDCi (Kent) diesel only) .................................................................................................. 181
Combined IAT sensor and MAF sensor ......................................................................................................................... 182
Vehicle speed signal ....................................................................................................................................................... 183
APP sensor ..................................................................................................................................................................... 184
Vacuum-operated intake manifold flap position sensor (certain vehicles with emission standard IV) ......................... 185
Other sensors .................................................................................................................................................................. 187
Switch .......................................................................................................................................................... 188
Information ..................................................................................................................................................................... 188
Actuators .................................................................................................................................................... 189
Fuel pressure control valve ............................................................................................................................................ 191
Piezo-electric control of fuel injectors ........................................................................................................................... 194
Boost pressure control valve (variable geometry turbocharger, vacuum-controlled) .................................................... 196
Intake manifold flap and intake manifold flap solenoid valve (vacuum-operated systems) .......................................... 199
8 Service Training
Table of Contents
Intake manifold flap servo motor (1.4L Duratorq-TDCi (DV) diesel engine, emission standard IV) ........................... 200
EGR valve solenoid valve (vacuum-controlled systems) ............................................................................................... 200
EGR valve (electrically controlled systems) .................................................................................................................. 201
Engine warm-up regulation(only 2.0L Duratorq-TDCi (DW) diesel engine) ...................................... 204
Note ................................................................................................................................................................................ 204
Component locations ...................................................................................................................................................... 204
Principle of operation ..................................................................................................................................................... 205
Other strategies .............................................................................................................................................................. 210
Diesel particulate filter with fuel additive system ................................................................................... 211
Note ................................................................................................................................................................................ 211
Component overview ..................................................................................................................................................... 211
Diesel particulate filter ................................................................................................................................................... 212
Intercooler bypass .......................................................................................................................................................... 213
Component overview – system control .......................................................................................................................... 215
Exhaust gas temperature sensors .................................................................................................................................... 216
Intake manifold flap and intercooler bypass flap solenoid valves ................................................................................. 218
Coated diesel particulate filter ................................................................................................................. 220
Overview – diesel particulate filter ................................................................................................................................ 220
Emission control components ........................................................................................................................................ 221
Intake manifold flap, intake manifold flap position sensor and intake manifold flap solenoid valve ........................... 222
Siemens system ........................................................................................................................................... 223
Overview ........................................................................................................................................................................ 223
Service Training 9
Table of Contents
General ........................................................................................................................................................................... 224
Fuel filter ........................................................................................................................................................................ 225
Manual pump ................................................................................................................................................................. 226
High-pressure system – general ..................................................................................................................................... 227
Fuel rail (common rail) and high pressure fuel lines ..................................................................................................... 232
Fuel injectors .................................................................................................................................................................. 234
Test questions ............................................................................................................................................. 239
Lesson 5 – Denso-Common Rail System
Objectives ................................................................................................................................................... 241
Overview ........................................................................................................................................................................ 242
Notes on this lesson ........................................................................................................................................................ 243
PCM ............................................................................................................................................................................... 244
Sensors ........................................................................................................................................................ 246
MAF sensor .................................................................................................................................................................... 246
APP sensor ..................................................................................................................................................................... 246
Oil level/temperature sensor .......................................................................................................................................... 247
Actuators .................................................................................................................................................... 250
Fuel system ................................................................................................................................................. 254
Overview ........................................................................................................................................................................ 254
10 Service Training
Table of Contents
General ........................................................................................................................................................................... 255
Fuel filter ........................................................................................................................................................................ 255
Fuel injectors .................................................................................................................................................................. 262
Test questions ............................................................................................................................................. 264
Answers to the test questions ........................................................................................ 265
List of Abbreviations ...................................................................................................... 266
Service Training 11
Notes
Lesson 1 – General Information Objectives
On completing this lesson, you will be able to:

• explain the advantages of the common rail system.
• state the reasons for the use of pilot injection.
• explain what effect pilot injection has on combustion.
• state the reasons for the use of post-injections.
• explain which types of post-injections are used.
• explain the purpose of the EOBD system.
• name the different monitoring systems of the diesel EOBD system.
• explain the fault detection and storage of emission-relevant faults.
• state the reasons for the use of the diesel particulate filter.

Overview of the Systems
Delphi common rail system
A Two-module system 2 EEC V-PCM (Powertrain Control Module)

B Single-module system 3 Delphi PCM
1 IDM (Injector Driver Module)
14 (G544950) Service Training

Bosch common rail system

Siemens common rail system

Denso common rail system
This requires the use of complex injection systems, high

injection pressures and accurate fuel metering by fully
Introduction
electronically-controlled systems.
Increasingly higher demands are being placed on modern The high injection pressures convert the fuel, via the
diesel engines. The focus is not only on exhaust injector nozzle, into tiny droplets, which, again due to
emissions but also on increasing environmental the high pressure, can then be optimally distributed in
awareness and the demand for increasingly better the combustion chamber. This results in fewer unburned
economy and enhanced driving comfort.

HC (Hydrocarbon)s, less CO (Carbon Monoxide) and The common rail injection system consists of a
fewer diesel exhaust particulates being produced in the high-pressure pump and a fuel rail (fuel accumulator).
subsequent combustion stage. The fuel in this fuel rail is at a constant pressure and is
available for distribution to the electrically controlled
In addition, the optimized mixture formation reduces
fuel injectors.
fuel consumption.
With this type of diesel injection or engine management
Diesel knock caused by the combustion process of an
system, the driver does not have a direct influence on
engine with direct injection is significantly reduced by
the quantity of injected fuel, because, for example, there
means of additional pilot injection (pilot injection). NOX
is no mechanical connection between the accelerator
(Oxides Of Nitrogen) emissions can also be reduced by
pedal and the injection pump. Here, the injected fuel
using this method.
quantity is determined by various parameters. These
Demands for better driving comfort also influence the include:
requirements placed on today's diesel engines. In
• driver demand (accelerator pedal position),
particular, the importance of noise and exhaust
emissions continues to increase. This leads to increased • operating state,
demands being placed on the injection system and its • engine temperature,
control, e. g.: • effects on exhaust emissions,
• high injection pressures, • prevention of engine and transmission damage,
• shaping of injection timing characteristics, • faults in the system.
• pilot injection, Using these parameters, the injected fuel quantity is
• injected fuel quantity, start of injection and boost calculated in the PCM and fuel injection timing and
pressure values adapted to every operating condition, injection pressure can be varied.
• load-independent idle speed control, The fuel is metered fully electronically via piezo
• closed loop EGR (Exhaust Gas Recirculation), elements controlled by the PCM which are located
• low injection timing and injected fuel quantity directly in the fuel injectors.
tolerances and high degree of precision for the entire The fully electronic diesel engine management system
service life, features a comprehensive fail-safe concept (integrated
• options to interact with other systems, such as the in the PCM software). It detects any deviations and
Electronic Stability Program, PATS (Passive malfunctions and initiates corresponding actions
Anti-theft System), depending on the resulting effects (e.g. limiting the
• comprehensive diagnostic facilities, power output by reducing the quantity of fuel).
• substitute strategies in the event of faults.
The common rail injection system has a large range Injection characteristics
of features to meet these demands.
As already mentioned at the beginning of the lesson,
In common rail injection systems, pressure generation the exhaust emissions and fuel consumption of an
is separate from the injection process. The injection engine are of great significance. These factors can only
pressure is generated independently of engine speed and
injected fuel quantity.

be minimized through precise operation of the injection Simple main injection:

system and comprehensive engine management
strategies. Needle lift of fuel injector nozzle and pressure curve in
the cylinder without pilot injection
Consequently, the following requirements must be met
by the common rail system:
• The injection timing must be exact. Even small
variations have a significant effect on fuel
consumption, exhaust emissions and combustion
noise.
• The fuel injection pressure is independently adapted
to all operating conditions.
• Injection must be terminated reliably. Calculation
of the injected quantity and the injection timing is
precisely adapted to the mechanical components of
the injection system. Uncontrolled fuel dribble (for
example, caused by a defective fuel injector) results
in increased exhaust emissions and increased fuel
consumption. 1 Combustion pressure in the cylinder
2 Needle lift
3 TDC (Top Dead Center)
4 Needle lift for simple main injection
5 Crank angle
In the case of diesel engines with a distributor-type

fuel injection pump (for example in the Transit 2000.5),
the fuel injection on the pump-side is via simple main
injection.
The fuel is then injected mechanically into the

combustion chamber by the injector nozzles in two
seamlessly integrated stages (two-spring nozzle carrier
principle).
In the pressure curve, the combustion pressure increases

only slightly in the phase before TDC, corresponding
to compression, but increases very sharply at the start
of combustion.
The steep pressure rise intensifies the combustion noise.

Pilot injection This means that the main injection mixture ignites more
quickly and the rise in temperature is less abrupt as a
Needle lift of fuel injector nozzle and pressure curve in result.
the cylinder with pilot injection
This also results in a less abrupt increase in combustion
pressure, significantly reducing combustion noise.
Advantage:
• Continuous build-up of combustion pressure,
resulting in reduced combustion noise,
• Reduction of nitrogen oxides in the exhaust gas.
Note: As pressure generation and injection in common

rail systems are separate, it is possible to considerably
enhance the range for pilot injection (up to approx. 3000
rpm regardless of engine load). This has led to a decisive
improvement in the running characteristics of the engine.
Post-injection (vehicles with diesel particulate

filter system)
1 Combustion pressure in the cylinder
2 Needle lift Needle lift of injector nozzle with pre- and post-injection
3 TDC
4 Needle lift for pilot injection
5 Needle lift for main injection
6 Crank angle
In the case of vehicles with common rail injection

systems electrically-controlled pilot injection occurs
after a set time prior to the main injection event. 1 Needle lift
In the case of pilot injection, a small amount of fuel is 2 Pilot injection
injected into the cylinder prior to the main injection. 3 Crank angle
Pilot injection results in a gradual increase in the 4 Main injection
combustion pressure, leading to an improvement in
5 Advanced post-injection
combustion quality.
6 Retarded post-injection
The small, pilot injection fuel quantity is ignited and
heats up the upper part of the cylinder, thereby bringing For vehicles with a diesel particulate filter system two
it into an optimum temperature range (pre-conditioning post-injections are employed during the regeneration
of the combustion chamber). process, in addition to the pre- and main injections,
depending on the requirements.

Advanced post-injection is initiated in certain Measures for the reduction of exhaust emissions inside
load/speed ranges immediately after main injection. the engine include, for example:
Fuel is then injected during the ongoing combustion. • further optimized exhaust gas recirculation by means
The main purpose of this advanced post-injection is to of an electrically controlled EGR system with intake
raise the exhaust gas temperature during the regeneration air restriction,
process of the particulate filter. In addition, some of the • optimization of the combustion chamber design and
diesel particulates produced during regeneration are the injection characteristics.
after-burned.
In addition to optimization through internal engine
Retarded post-injection only occurs shortly before measures, the second method employs a diesel
BDC (Bottom Dead Center) and also serves to raise the particulate filter system.
exhaust gas temperature.
With the use of diesel particulate filters, diesel
In contrast to the previous injections, during retarded particulate emissions are reduced by more than 99%.
post-injection the fuel is not burnt, but evaporates due This reduction far exceeds the requirements for the
to the residual heat in the exhaust gas. This exhaust/fuel European emission limits of emission standard IV.
mixture is delivered to the exhaust system by the exhaust
It can therefore be assumed that the use of the diesel
stroke.
particulate filter will be of great importance with regard
In the oxidation catalytic converter, the fuel vapor reacts to future emission standards, but is not absolutely
with the residual oxygen (above a certain temperature) necessary for meeting emission standard IV.
and burns. This provides sustained heating of the
oxidation catalytic converter, which supports the
Cleanliness when working on the
regeneration of the particulate filter.
common rail system
Emission Standard IV with or without NOTE: Because the components of the high-pressure
diesel particulate filter fuel system are high-precision machined parts, it is
essential that scrupulous cleanliness is observed when
At the time of going to press emission standard IV carrying out any work on the system.
applies in Europe.
In this regard, refer to the instructions in the current
In the diesel sector, emission standard IV is achieved Service Literature.
using two different methods.
One method consists of reducing exhaust emissions by

means of internal engine measures to the extent that
the prescribed limit values are met.

EOBD Lesson 1 – General Information
General Monitoring system for components significant

for exhaust emissions (CCM)
The monitoring system for components significant for

emissions (CCM) continually checks to see if the sensors
and actuators significant for emissions are operating
within the specified tolerances when the engine is
running.
If a sensor or actuator is outside the tolerance range,

this is recognized by the monitoring system and a DTC
is stored in the data memory.
Monitoring of the EGR system
The operation of the EGR system is monitored to

identify faults that lead to increased exhaust emissions
The EOBD system does not use any additional sensors and may exceed the EOBD threshold values.
or actuators to individually measure pollutants in the This monitoring system was developed so that it can,
exhaust emissions. among other things, check the flow characteristics of
The EOBD system is integrated into the software of the the EGR system.
PCM and uses the existing sensors and actuators of the
engine management system. Boost pressure monitoring
With the aid of these sensors, actuators and the special
Boost pressure control operates via the boost pressure
software, systems and components significant for
control solenoid valve and the MAP (Manifold Absolute
emissions are continually checked during the journey
Pressure) sensor in a closed control loop.
and exhaust emissions calculated accordingly.
The boost pressure is constantly monitored via the MAP
Components significant for emissions are checked with
sensor.
the so-called monitoring system.
With the introduction of EOBD for European Ford diesel

Fuel pressure monitoring
engines as of 1 January 2004 this will comprise the
following monitoring systems (monitors): Fuel pressure monitoring operates via the fuel metering
• monitoring of components significant to emissions valve and the fuel pressure control valve. Feedback
(Comprehensive Component Monitors = CCM), regarding the current fuel pressure is received via the
• monitoring of the EGR system, fuel pressure sensor.
• boost pressure monitoring,
• fuel pressure monitoring.

Lesson 1 – General Information EOBD
MIL (Malfunction Indicator Lamp) If it is confirmed during the third drive cycle, the
suspected fault is automatically converted into a
confirmed fault (continuous code). The freeze frame
data does not change. It remains the same as when the
fault first occurred.
The MIL only illuminates when the fault has been stored
as a confirmed fault.
If the fault does not recur in the course of three

consecutive drive cycles, the MIL extinguishes in the
fourth drive cycle. However, the fault code remains
stored in the data memory.
The MIL is located in the instrument cluster and shows Faults which do not reoccur are automatically cleared
an engine icon (international standard). from the memory after 40 warm-up cycles.
The MIL warns the driver that the EOBD system has If a faulty signal is detected during a journey and the
detected an emissions-related fault in a component or corresponding fault code is stored, all the checks in
system. which this signal is required as a comparison variable
If an emissions-related fault is detected and if this fault are interrupted. This prevents follow-up faults from
is confirmed during the third driving cycle, the MIL being stored.
is switched on. Diagnostic trouble codes can be read or cleared with
After the MIL has been switched on, a fault log is the WDS ( Worldwide Diagnostic System) Ford
created in the PCM. The fault logs contain information diagnostic tester.
regarding the type of fault and the time since the MIL
was activated. Drive cycle
The MIL ensures that a fault is recognized in time. The
A drive cycle commences when the engine starts (engine
defect can be repaired in good time and the emission of
cold or hot) and ends when the engine is stopped.
exhaust gas with high levels of pollutants is avoided.
Depending on the complexity of the fault, the
monitoring period may vary:
Fault logging and storing • For simple electrical faults, a monitoring period of
less than five minutes is sufficient.
A fault occurring for the first time is labeled in the freeze
frame data as a suspected fault (pending code) and is • For the purpose of monitoring a system (for example
stored in the data memory. the EGR system) where different operating
conditions etc. are required to complete the test, the
If the fault is not confirmed in the next check, it is
test can take up to about 20 minutes.
erased.

EOBD Lesson 1 – General Information
Warm-up cycle
A warm-up cycle starts when the engine is started, at

which point the coolant temperature must be at least 22
°C, and ends as soon as the coolant temperature exceeds
70 °C.

Lesson 1 – General Information Engine Emission Control
Pollutant emissions reduction
Maximum exhaust emission levels for passenger vehicles in grams per kilometer (g/km)
CO (g/km) HC (g/km) NOX (g/km) HC + NOX Particulate
matter (PM) (g/
km)
Emission 0.64 - 0.50 0.56 0.05

Standard III
Emission 0.50 - 0.25 0.30 0.025

Standard IV
EOBD limits 3.20 0.40 1.20 - 0.18
In order to meet the increasingly stringent emission

standards, exhaust gas after treatment will increase in Diesel particulate matter
significance even for diesel engines, despite the progress
As previously mentioned, a considerable reduction in
made with regard to engine modifications.
diesel particulate matter has already been achieved by
By constantly improving the injection systems (direct modifications to the engine.
injection in conjunction with constantly increasing
Since the introduction by the EU Commission in 1989
injection pressures) and their electronic control, the
of the first emission standard for diesel passenger
performance, economy and comfort of the diesel engine
vehicles, the limit for diesel particulates has been
has steadily been increased.
reduced from 1.1 g/km by a factor of 22 to only 0.05
Also of significance is the reduction of exhaust gas g/km today (Emission Standard III).
emissions, the maximum levels of which have to be
With regard to Emission Standard IV (0.025 g/km) it is
continuously improved due to legal requirements.
becoming clear, however, that the means by which diesel
The measures inside the engine (high injection particulate emissions can be reduced through engine
pressures, nozzle design, timed introduction of fuel and modifications have been virtually exhausted.
combustion chamber shape) have lowered the CO, HC
A further incentive for achieving a reduction is
and diesel particulate emissions to a large extent.
increasing environmental awareness and the fact that
The NOX emissions produced by excess air in diesel the residual diesel particulate matter has a harmful effect
combustion are effectively reduced by exhaust gas on the human body.
recirculation systems which are constantly being
Diesel particulates are composed mainly of a chain of
improved.
carbon particles (soot) with a very large specific surface
The oxidation catalytic converter, in use for some area.
years now, represents the first stage of exhaust gas
The noxious effect of diesel particulate matter is a result
aftertreatment. It further reduces HC and CO
of adsorption of unburned or partially burned HC. In
emissions.
addition, fuel and lubricant oil aerosols (solid or liquid

Engine Emission Control Lesson 1 – General Information
substances finely distributed in gases) and sulphates Coated diesel particulate filter
(depending on the sulphur content of the fuel) bind with
the soot. The filter material of this diesel particulate filter is
coated with a precious metal. This precious metal
coating helps to convert the diesel particulates
Diesel particulate filter
catalytically at a temperature of 300 ... 450 °C.
Starting from model year 2004.75, a diesel particulate However, it is often not possible to attain temperatures
filter system for exhaust gas after-treatment will be used this high in urban traffic. In this case, the diesel
for the first time on Ford vehicles with diesel engines particulates are deposited in the diesel particulate filter.
(initially only as an option on the Focus C-MAX). To burn them off, regeneration must be initiated at
regular intervals by an intervention into the engine
By using appropriate filter materials it is possible to
regulation.
retain in the filter more than 99 % of the diesel
particulates that are still emitted today.
With this method almost all of the particulates can be

retained, however the complete removal of diesel
particulates using conventional catalytic methods is not
possible. The diesel particulates are deposited in the
diesel particulate filter.
As the collection capacity of the diesel particulate filter

is only limited, it has to be regenerated at regular
intervals.
Intervention in engine management system
During regeneration, comprehensive closed-loop control

circuits are activated in the engine management system
depending on different temperatures and pressures.
To achieve the necessary temperature for regeneration,

different operations are performed (for example
throttling the intake air, post-injections).
These operations serve to raise the exhaust gas

temperature while keeping the added fuel consumption
as low as possible.
Fuel additive
With some diesel particulate filter systems the

temperature for combusting the diesel particulates is
lowered by approx. 100 °C by adding a fuel additive.

Lesson 1 – General Information Test questions
Tick the correct answer or fill in the gaps.
1. What is the advantage of the common rail system?
a. The high injection pressures reduce combustion temperatures; exhaust gas recirculation is not required.
b. Pressure generation and injection are separated.
c. The injection pressure is generated as a function of engine speed.
d. Combustion noise is substantially reduced as a result of indirect injection.
2. What is the effect of pilot injection?
a. Pilot injection results in an abrupt build-up of combustion pressure and therefore reduced combustion noise.
b. Pilot injection results in an abrupt build-up of combustion pressure and therefore increased combustion
noise.
c. Pilot injection results in a gradual increase in the combustion pressure.
d. Pilot injection only results in a reduction of fuel consumption.
3. Where are post-injections utilized?
a. in vehicles with an electric EGR system
b. in vehicles with an NOX catalytic converter
c. in vehicles with no diesel particulate filter system
d. in vehicles with a diesel particulate filter system
4. When does the MIL indicate an emissions-related fault?
a. Immediately after the emissions-related fault has occurred
b. If an emissions-related fault has been confirmed after the second consecutive drive cycle
c. If an emissions-related fault has been confirmed after the third consecutive drive cycle
d. If the emissions-related fault has been confirmed after the second warm-up cycle

Notes
Lesson 2 – Delphi-Common Rail Objectives
System

• name all the engine management components.
• explain the difference between the two-module system and the single-module system.
• explain how the glow plug control system works and be able to identify fault symptoms.
• explain the task and function of the individual engine management components.
• describe some fault symptoms when individual components malfunction.
• explain various strategies of the engine management system.
• draw conclusions about possible faults in the engine management system.
• name the components of the diesel particulate filter system and be familiar with their function.
• explain how the diesel particulate filter system works.
• name the components of the fuel and injection system and be familiar with their purpose and function.
• interpret the symptoms of defects on the fuel system and draw conclusions.
• explain what must be done after exchanging an fuel injector.

Lesson 2 – Delphi-Common Rail
System
Overview of the two-module system – system with PCM and separate IDM

System
1 CHT (Cylinder Head Temperature) sensor 14 Ignition lock

2 Manifold absolute pressure sensor with integrated 15 PCM
T-MAP (Temperature And Manifold Absolute 16 CAN (Controller Area Network)
Pressure) sensor
17 DLC (Data Link Connector)
3 MAF (Mass Air Flow) sensor
18 EGR valve
4 APP (Accelerator Pedal Position) sensor
19 Boost pressure control solenoid valve
5 BPP (Brake Pedal Position) switch
20 Intake manifold flap solenoid valve (85-kW
6 CPP (Clutch Pedal Position) switch Focus only)
7 Position sensor in EGR valve 21 Glow plug warning indicator/fault lamp
8 CKP (Crankshaft Position) sensor 22 Sheathed-type glow plugs
9 CMP (Camshaft Position) sensor 23 Cooling fan control
10 KS (Knock Sensor) 24 Electric auxiliary heater (not for Scandinavian
11 High-pressure sensor countries)
12 IDM (BARO (Barometric Pressure) sensor 25 A/C cut-off relay (WAC)
integrated in the control unit) 26 A/C compressor clutch
13 High pressure pump 27 Fuel injector

System
Overview of the single-module system – system with one PCM (IDM integrated in
the PCM)

System
1 CHT sensor 16 CAN

2 Manifold absolute pressure sensor with integrated 17 DLC
T-MAP sensor 18 Electrical turbocharger guide vane adjustment
3 MAF sensor actuator (emissions standard level IV only)
4 APP sensor 19 EGR valve (not all versions)
5 BPP switch 20 Boost pressure control solenoid valve
6 CPP switch 21 Intake manifold flap solenoid valve (not all
7 Position sensor in EGR valve versions)
8 CKP sensor 22 Glow plug warning indicator/fault lamp
9 CMP sensor 23 MIL(vehicles with EOBD)
10 KS 24 Sheathed-type glow plugs
11 Fuel pressure sensor 25 Cooling fan control
12 Electric EGR valve (some versions with emission 26 Electric auxiliary heater (not for Scandinavian
standard IV) countries)
13 Ignition lock 27 A/C cut-off relay (WAC)
14 High pressure pump 28 A/C compressor clutch
15 PCM (BARO sensor integrated in the control 29 Fuel injector

unit)
Characteristics Special features
Solenoid valve-controlled fuel injectors are used in the

The following components originate from the Delphi
Delphi common rail system.
company:
• High pressure pump (with fuel metering valve and In older systems a PCM and an IDM are used for engine
fuel temperature sensor), management.
• Fuel rail (with fuel pressure sensor and pressure In more recent systems, the entire engine management
limiting valve), is carried out by a PCM.
• Fuel injectors.
The high pressure pump generates the fuel pressure

required and conveys it into the fuel rail. Fuel metering
is performed by electrically actuating the fuel injectors
by the PCM or by the IDM.

System
Service instructions EEC V powertrain control module PCM

(two-module system)
Fuel injectors
A 16-digit identification number is engraved on every

fuel injector. After replacing one or more fuel
injector(s), the identification number of the
corresponding fuel injector must be entered with the aid
of WDS.
After a new software version has been loaded, it is also

necessary to enter the identification numbers of all fuel
injectors with the aid of WDS.
NOTE: If the PCM has been programmed with the latest
Exact instructions on the input of identification numbers software version using WDS, ensure that the IDM is
can be found in the current Service Literature. programmed with the latest software version as well. If
this was not done automatically at the re-programming
Vehicles with coated diesel particulate filter stage, then it must be done manually immediately.
Otherwise increased combustion noise, increased fuel
After replacing the PCM following a PCM crash consumption and black smoke emissions may result.
(communication with the PCM can no longer be
In the common rail injection system (two-module
established using WDS) it may also be necessary to
system) an EEC V-PCM very similar to that in the VP
replace the diesel particulate filter. In this regard, always
30/VP 44 injection system is used.
refer to the instructions in the current Service Literature.
The EEC V-PCM calculates the overall injected fuel
After replacing the diesel particulate filter, using WDS
quantity and the injection timing and then sends the
it is necessary to perform a supervisor parameter reset
calculated data to the IDM, which actuates the solenoid
as well as a reset of the parameters of the diesel
valve-controlled fuel injectors accordingly.
particulate filter differential pressure sensor in PCM. In
this regard, always refer to the instructions in the current The control program (the software) is stored in a
Service Literature. memory. The execution of the program is carried out
by a microprocessor.
After replacing the diesel particulate filter differential
pressure sensor it is necessary to reset the parameters In addition to the actuators, there are also sensors which
for the diesel particulate filter differential pressure form the interface between the vehicle and the PCM as
sensor. In this regard, always refer to the instructions a processing unit.
in the current Service Literature. The sensors, actuators and the power supply are
connected to the PCM via a multi-pin connector.
Input signals from the sensors can have different forms.
Analog input signals

System
Analog input signals can have any voltage value within

a given range. Examples of analog input signals include:
• IAT (Intake Air Temperature),
• MAP,
• ECT (Engine Coolant Temperature).
As the microprocessor of the PCM can only process

digital signals, the analog input signals must first be
converted. This is performed internally in the PCM in
an analog-to-digital converter (A/D converter).
Inductive input signals
Inductive input signals are pulsed signals that transmit

information about the engine speed and reference mark.
Example:
PWM signal
• CKP sensor
a Fixed frequency
The inductive signal is processed in an internal PCM
b Variable switch-on time
circuit. Interference pulses are suppressed and the pulsed
signals are converted into digital square-wave signals. 1 Signal voltage
Digital input signals 2 Time
Digital input signals have only two states: The microprocessor transmits output signals to the
• ON or OFF. actuators via specific output stages. The output signals
for the actuators can also have different forms:
Example of digital input signals:
• Switch signals (switch actuators on and off, such as
– Speed sensor pulses of a Hall sensor (VSS (Vehicle
the A/C clutch),
Speed Sensor)).
• PWM (Pulse Width Modulation) signals. PWM
These signals can be processed directly by the signals are square-wave signals with constant
microprocessor. frequency, but variable switch-on time. Using these
signals electro-pneumatic transducers, for example,
can be actuated at any location (for example the
boost pressure control solenoid valve or EGR
solenoid valve).
The high-performance components for direct actuation

of the actuators are integrated in the PCM in such a
manner that very good heat dissipation to the housing
is ensured.

System
Integrated diagnosis Reference voltage monitoring:

• In the case of reference voltage monitoring, so-called
In the case of sensor monitoring, the integrated
comparators compare the individual reference
diagnostics are used to check if there is sufficient supply
voltages for the relevant sensors programmed in the
to the sensors and whether their signal is in the
PCM to check if they are within limits.
permissible range.
• If a set reference voltage of 5 V falls to below 4.7
Furthermore, it is possible to check whether a sensor V, a fault is stored and the engine is stopped.
signal is within the permissible range via the control
EEPROM (Electrically Erasable Programmable
program in the PCM.
Read Only Memory) monitoring:
In the case of systems which work by means of a closed
• The engine adjustment data and freeze frame data
control loop (the EGR system, for example), deviations
are stored in the EEPROM.
from a specific control range are also diagnosed.
• The freeze frame data forms part of the EOBD.
A signal path is deemed to be defective if a fault is Incorrect entries are detected appropriately and
present beyond a predefined period. The fault is then indicated by a DTC.
stored in the fault memory of the PCM together with
Vehicles with EOBD
freeze frame data (for example ECT, engine speed, etc.).
Reference voltage monitoring:
Back in working order recognition is implemented
for many of the faults. This entails the signal path being • Since the engine is stopped in the event of a fault,
detected as intact over a defined period of time. this is non MIL active monitoring.
Fault handling: If there are deviations from a EEPROM (Electrically Erasable Programmable
permissible set value for a sensor, the PCM switches to Read Only Memory) monitoring:
a default value. This process is used, for example, for • Faults are MIL active, as the freeze frame data forms
the following input signals: part of the EOBD.
• ECT, IAT,
• MAP, BARO, IDM (two-module system)
• MAF.
For some driving functions with higher priority (for

example APP sensor), there are substitute functions
which, for example, allow the vehicle to continue to be
driven to the next Authorized Ford Dealer.
Diagnosis
The PCM performs self-monitoring to ensure correct

operation. Malfunctions in the hardware or software of
NOTE: If the IDM has been programmed with the latest
the PCM are displayed by means of a DTC (Diagnostic
software version using WDS, ensure that the PCM is
Trouble Code). Additional monitoring (see below) is
programmed with the latest software version as well. If
also performed.
this was not done automatically at the re-programming

System
stage, then it must be done manually immediately. • Fuel temperature sensor,

Otherwise increased combustion noise, increased fuel • KS,
consumption and black smoke emissions may result.
• Fuel pressure sensor,
NOTE: When re-programming the IDM, ensure that • BARO sensor.
the correction values for the fuel injectors are also
Some of this information is made available to the PCM
entered. If this is not done, then it is not possible to start
via the CAN data bus for injection calculations.
the engine afterwards.
However, the engine speed signal, which has already
The IDM is an intelligent fuel actuator. been digitized by the IDM, is sent directly to the PCM
It processes information on the injected fuel quantity via a separate cable. This is because the engine speed
and injection timing from the PCM and actuates the signal has high priority, as it is used for calculating the
fuel injectors accordingly. injected fuel quantity and the injection timing.
The following sensors are connected directly to the The BARO sensor is integrated in the IDM and is used
IDM: to adapt the boost pressure and injected fuel quantity.
• CKP, However, the BARO sensor is only used in the
calculations if a variable geometry turbocharger is
• CMP,
installed.
Delphi PCM (single-module system)

System
1 EEC V PCM 3 Delphi PCM

2 IDM
Ford diesel vehicles with Delphi common rail injection

systems are gradually being fitted with just one PCM. Vehicles with coated diesel particulate filter
A separate IDM is no longer installed.
Note:
The components and functions of the EEC V PCM and • After replacing the PCM following a PCM crash
the IDM are integrated in the Delphi PCM. This is (communication with the PCM can no longer be
referred to as a so-called single-module system. established using WDS) it may also be necessary to
The engine management and fuel injector actuation replace the diesel particulate filter. In this regard,
strategies are identical with those of the engine always refer to the instructions in the current Service
management system with the EEC V PCM and IDM, Literature.
the so-called two-module system.
Glow plug control
1 CHT signal 5 Sheathed-type glow plug relay (in CJB (Central

2 CKP Junction Box))
3 PCM 6 Parallel connected fuses (50 A each)
4 Glow plug warning indicator 7 Sheathed-type glow plugs

System
Glow plug warning indicator Post heating helps to reduce engine noise, improve
idling quality and reduce HC emissions through more
Note: efficient combustion just after start-up.
• On vehicles without EOBD the glow plug warning
The post-heating phase is carried out up to an engine
indicator has a second function: If it flashes during
speed of approximately 2,500 rpm.
driving then it is operating as a fault lamp, informing
the driver there is a fault in the engine management The post-heating phase is interrupted when engine speed
system. exceeds 2,500 rpm. The service life of the glow plugs
is increased as a result.
• The glow plug warning indicator also serves as a
fault lamp on vehicles with EOBD. However, in this
case, it only indicates faults in the engine Effects of fault (engine cold)
management system which are not significant for
longer starting process
emissions.
• The glow plug warning indicator is switched loud combustion noise after starting
independently of the actual glow plug control. It rough engine running,
does not therefore indicate anything about the glow
plug status. It is therefore also not discernible from
the glow plug warning indicator whether, for
example, one or more glow plugs are not functioning.
Function
A glow plug control system is incorporated in the PCM.

It is divided into two areas.
Preheating
The PCM receives the relevant temperature signal from

the CHT sensor.
The length of the preheating period depends on the

temperature signal (low temperature = longer preheating
period).
The driver is informed of preheating by the lit glow plug

warning indicator in the instrument cluster.
Post heating
Preheating is followed, after engine start, by the post

heating phase.

Sensors Lesson 2 – Delphi-Common Rail
System
CKP sensor The CKP sensor records inductively the exact angular
position of the crankshaft as well as the engine speed.
Function
Sensor ring for the CKP sensor
A Sensor ring, 2.0L Duratorq TDCi

B 1.8L Duratorq-TDCi sensor ring
1 Gap in the sensor ring
The CKP signal is used:

The CKP sensor scans a sensor ring with 60–2 teeth.
• to determine engine speed,
The gap is located 90 degrees before top dead center of
cylinder 3 and is used by the engine management system • to synchronize with the CMP signal,
as a reference mark for the crankshaft position. • to determine the crankshaft position.

Lesson 2 – Delphi-Common Rail Sensors
System
Effects of faults Emissions-related component (vehicles with EOBD):

• No (Non MIL active)
If there is no signal, the engine cannot be started or cuts
out.
CMP sensor
If the engine does not start, an oscilloscope can be used
to check to see if the CKP signal is present when the Function
engine is started.
A frequent cause of starting problems is rust on the CKP

sensor and/or on the sensor wheel. Even slight deposits
of rust can affect the signal.
Trouble code "Fuel pressure too high"

• External interference (coming from other electrical
sources) can have a negative effect on the CKP
signal. This can result in the signal peaks of the CKP
sensor being higher than they actually ought to be.
• The result is that, for example, instead of the system
specifying a fuel pressure of 200 bar for engine The CMP signal is required by the IDM/PCM to activate
starting, a fuel pressure of 600 bar is calculated the individual fuel injectors according to the injection
instead and then requested. sequence. The CMP sensor works on the Hall principle.
• This fuel pressure request is detected as implausible The square-wave signal is used to identify cylinder 1,
by the system, whereupon the PCM sets the injected in conjunction with the CKP signal.
fuel quantity to 0. The engine is therefore prevented
from starting.
Effects of faults
• The reason for this is that the CKP signal is
transferred unfiltered from the IDM to the PCM and During the engine start the CKP signal and the CMP
is therefore more susceptible to both internal signal are synchronized. If the CMP signal is not
interference (i.e. from the system itself) and external detected by the engine management system, no start
interference. release is issued. This means the injected fuel quantity
• If a fault of this type occurs, switch ignition to OFF is set to 0.
for 3 seconds and then switch on again, repeat In the vehicles used, two different synchronization
starting procedure. strategies are implemented in the engine management
software.
Diagnosis Strategy 1:
If a specified maximum time is exceeded after the last • If the CKP signal fails while the engine is running,
CKP signal, there is a fault (plausibility check). This the engine cuts out immediately and it is not possible
check is capable of analyzing driving errors (engine to re-start it.
stalling or cutting out).

System
Strategy 2: The MAP signal influences the following functions:

• If the signal fails while the engine is running, the • Injected fuel quantity,
engine continues to run without restrictions. • EGR system,
However, it is not possible to re-start the engine after
• turbo control.
it has been switched off.
The IAT sensor measures the intake air/charge air
temperature.
Diagnosis
The signal serves as a correction factor to take into
Parallel to the CKP signal the CMP signal occurs. After account the effect of temperature on the density of the
it has been ensured that the CKP signal is OK, the charge air.
system is able to ascertain a fault in the CMP circuit. The IAT signal influences the following functions:
Emissions-related component (vehicles with EOBD): • Injected fuel quantity,
• No (Non MIL active) • Injection timing,
• EGR system.
MAP/IAT and T-MAP sensor
Possible consequences of faults (MAP)
Depending on the system, either a MAP sensor and an
IAT sensor or a T-MAP sensor is installed. In the A faulty MAP signal leads to restricted operation of the
T-MAP sensor, the MAP sensor and the IAT sensor are boost pressure control as well as the EGR system. The
combined to form a single component. injection quantity must therefore be reduced (reduced
engine power output).
Function
Possible consequences of faults (IAT)
The T-MAP sensor is shown in the diagram.
In the event of a signal failure, the PCM performs the
calculations using a predetermined substitute value. This
can lead to loss of power.
Diagnosis (MAP and IAT)
The monitoring system checks:

• the sensor for short circuit to ground/battery and
open control loop.
• the sensor for illogical voltage jumps (illogical
The boost pressure in the intake manifold is measured
voltage jumps could indicate a loose connection, for
by means of the MAP sensor. The higher the boost
example).
pressure, then the greater the maximum quantity of fuel
that can be injected as a function of accelerator pedal • whether the output signal corresponds to the map
position or engine load. data.

System
Emissions-related component (vehicles with EOBD): Note: Once removed, the CHT sensor must always be
• Yes (MIL-active) replaced with a new one, and the specified tightening
torque must be observed exactly. Otherwise damage to
the sensor (e.g. through deformation of the sensor tip)
CHT sensor
cannot be ruled out.
Function The CHT sensor is a thermistor, i. e. a negative

temperature coefficient resistor (NTC resistor).
Example of installation position of the CHT sensor on the
2.0L Duratorq-DI
1 PCM
1 Cylinder head 2 Second resistor ("pull-up")
2 Sensor tip 3 First resistor
3 CHT sensor 4 CHT sensor (NTC)

5 Sensor output signal
The CHT sensor (CHT = Cylinder Head Temperature)
replaces the ECT sensor and the temperature sensor for 6 Analog/digital converter
the temperature display in the instrument cluster. 7 Microprocessor
The CHT sensor is screwed into the cylinder head and 8 For comparison: ECT sensor
measures the temperature of the material instead of the
The output signal is an analogue voltage signal which
coolant.
behaves inversely proportional to the material
As a result, when the engine overheats (e.g. due to loss temperature and proportional to the resistance.
of coolant) a more precise temperature measurement is
The voltage signal is digitized in the analog/digital
possible.
converter and transmitted in the form of counts to the
microprocessor, which assigns these to the
corresponding temperature values.

System
At high temperatures, the resolution of the CHT sensor characteristic curve. This means that the material
is not enough to sufficiently cover the entire temperature temperature is in the higher temperature range (in this
range from –40 °C to +214 °C. Therefore the case 129 °C).
temperature curve is shifted by switching on a second Use of the CHT signal:
resistor in the PCM.
• Injected fuel quantity
• Start of injection
• Idle speed
• Glow plug control
• EGR system
• Actuation of the temperature gauge and glow-plug
warning indicator
Effects of faults
Open control loop:

• In an open control loop, the system assumes a
maximum temperature value of 120 °C.
• In this instance, the cooling fan(s) will be running
A Counts continuously and the engine will be operating at
B Voltage (V) reduced power (reduced injected fuel quantity).
C Material (sensor) temperature Short circuit:

1 First curve • If there is a short circuit, the system assumes a
temperature of > 132 °C.
2 "Pull-up" resistor switch point
• In this situation, the engine cuts out or cannot be
3 Second curve
started.
The first curve ranges from a material temperature of
If the sensor malfunctions or the engine overheats, the
-40 °C to approx. +78 °C. A transistor in the PCM then
engine overheating safety function is activated.
activates a second, so-called "pull-up" resistor to extend
the sensor signal function. The second curve ranges In this mode, engine power is reduced by injecting less
from a material temperature of approx. 62 °C to 214 °C. fuel. If the engine temperature increases further, then
the engine power is reduced further (depending on the
Example: A sensor output voltage of 2.5 V
vehicle version).
(= 500 counts) can indicate a material temperature of
35 °C and 124 °C (see diagram), depending on which Note: To avoid engine damage, it is not possible to start
curve the voltage value is assigned to. When the the engine at a Cylinder Head Temperature below
"pull-up" resistor is activated, the microprocessor –35 °C. The reason for this is the large quantities of fuel
assigns the numerical value "500 counts" to the second injected, which in this case might result in components
being destroyed. Vehicles for cold climates have special
strategies or engine preheating equipment.

System
Diagnosis Diagnosis
The monitoring system checks: The monitoring system checks:

• the sensor for short circuit to ground/battery and • the sensor for short circuit to ground/battery and
open control loop. open control loop.
• the sensor for illogical voltage jumps (illogical • the sensor for illogical voltage jumps (illogical
voltage jumps could indicate a loose connection, for voltage jumps could indicate a loose connection, for
example). example).
• the signal for a plausible temperature increase. • whether the output signal of the MAF sensor
corresponds to the map data.
Emissions-related component (vehicles with EOBD):
• Yes (MIL-active) Emissions-related component (vehicles with EOBD):
• Yes (MIL-active)
MAF sensor
VSS
Function
Function
NOTE: The VSS is no longer installed on newer

vehicles with manual transmission. On these vehicles
the vehicle speed is provided via the ABS (Anti-lock
Brake System).
The MAF sensor works according to the hot wire

principle.
The MAF sensor is used exclusively to regulate exhaust

gas recirculation EGR (closed control loop) and not for
fuel metering, as is the case in petrol engines.
The VSS works on the Hall-effect principle of operation
(not on the Transit) and delivers a square-wave voltage
Effects of faults
signal whose frequency is proportional to the current
If the signal from the MAF sensor fails then the EGR vehicle speed.
rate is regulated using an emergency running map. The signal is used:
However, this means that the EGR rate is not regulated • to calculate the selected gear,
closely to the operating limit, and as a result is outside • as information for the trip computer,
the limits.

System
• as information on vehicle speed for the instrument Function

cluster,
The PCM needs the accelerator pedal position in order
• as information for the speed control system
to control engine power according to driver input.
incorporated in the PCM.
The APP sensor houses a total of three sliding contact
potentiometers.
Effects of faults
increased idling speed Effects of faults

uncomfortable juddering when changing gears
Failure of a potentiometer has no influence on engine
operation. Only one DTC is (as a rule) stored in the fault
Diagnosis memory.
The input signals of the sensor are continuously checked If two or three potentiometers fail, continued driving is
to ensure that they are functioning correctly. only possible at engine idle speed.

• No (Non MIL active) Diagnosis

APP sensor • the sensor for short circuit to ground/battery and
open control loop.
• the values of the individual potentiometers for
plausibility.

Location
Integrated into the accelerator pedal

System
KS Short circuit:
• If there is a short circuit, the engine cuts out. It is
Function possible to start the engine, but it cuts out again after
a short while.
Diagnosis

open control loop.

1 Fuel injector
Fuel temperature sensor
2 IDM or PCM
3 KS Function
4 Pilot injection and main injection
The KS sensor registers increased vibrations arising as

a result of increased combustion noise.
The signal is used by the IDM as a correction factor for

adapting the fuel quantity for pilot injection and for the
main injection.
Correcting the amounts of injected fuel adaptively

minimizes combustion noise over the entire service life.
Note: The range in which pilot injection can be carried

out is restricted by physical/mechanical limits. This The fuel temperature sensor is located in the fuel supply
means that pilot injection is deactivated above a specific system on the rear of the high-pressure pump.
engine speed and/or engine load has been reached.
It measures the fuel temperature in the low-pressure
system.
Effects of faults
With the aid of this signal, the fuel temperature can be
Open control loop: continually monitored to prevent the fuel system from
overheating.
• If the control reverts to open loop then the pilot
injection is switched off, which will result in louder
combustion noise being audible.

System
Effects of faults (blue fuel temperature sensor) The fuel pressure sensor measures the current fuel
pressure in the fuel rail very accurately and quickly and
Open control loop: delivers a voltage signal to the IDM in accordance with
• The system assumes a temperature of 39 °C; the the current pressure level.
result is irregular, rough engine operation.
The fuel pressure sensor signal is used to:
Short circuit: • determine the injected fuel quantity,
• If there is a short circuit, the system assumes a • determine the start of injection,
temperature of over 90 °C (i.e. above the maximum
• drive the fuel metering valve on the high-pressure
permissible fuel temperature). In this case, the system
pump.
assumes that the high-pressure fuel system is
overheating. The engine cuts out or cannot be started.
Effects of faults
Effects of faults (green fuel temperature sensor, The fuel pressure is a critical value. If the signal should
obsolete) fail, it is no longer possible to carry out a controlled
injection process.
In both cases, i.e. a short circuit or open control loop,
the engine cuts out or cannot be started. Short circuit/open control loop:
• In this case the IDM assumes a pressure of more than
2000 bar. In response, the injected fuel quantity is
Diagnosis
set to 0 and the engine cuts out or cannot be started.
The monitoring system checks: The injected fuel quantity is also set to 0 if values are
• the sensor for short circuit to ground/battery and implausible.
open control loop.
Emissions-related component (vehicles with EOBD): Diagnosis

• for short circuit to ground/battery and open control
Fuel pressure sensor loop,
Function • for plausibility (required pressure from the timing

map to the pressure actually set).

Fuel pressure outside the specified range
The engine management system continually compares

the fuel pressure request (calculated by the system) and
the actual fuel pressure in the fuel rail (measured by the
fuel pressure sensor).

System
If the system is working properly, the two parameters Position sensor in vacuum-operated
will be within ± 50 bar of each other. EGR valve
If they differ by more than -50 bar (for example the
Function
required fuel pressure = 350 bar, but the actual fuel
pressure = 290 bar), the fuel quantity to be injected is
set to 0 and the engine cuts out or cannot be started.
The reason for this is that if the pressure difference is

outside the tolerance, it is no longer possible to carry
out a controlled injection process.
The cause may be faulty fuel pressure measurement or

faulty fuel metering; however, it is also possible that
there could be a leak at the fuel injector solenoid valve.
If there is a leak at the fuel injector solenoid valve, the

fuel that has leaked is conveyed via the leaking solenoid
valve into the leak-off pipe.
The result is an increased quantity of leak-off fuel,

which is supplied to the fuel return line via the leak-off
pipe.
A position sensor is integrated in the EGR valve, which
This increased quantity of leak-off fuel can be measured records the instantaneous position of the valve and
using a special tool (a measuring container for each fuel reports it back to the PCM.
injector) which is connected to the leak-off pipes of
A position sensor is usually provided as follows.
each individual fuel injector.
• Emission standard III: Only in conjunction with a
After carrying out the measurement as specified (see fixed turbocharger (no guide vane adjustment) – in
current Service Literature), it is possible to tell from the this case, no MAF sensor is installed.
individual quantities of leak-off fuel, whether there is
• Emission standard IV: In conjunction with a
a leak at the fuel injector solenoid valve and which fuel
variable geometry turbocharger (electrically actuated
injector it belongs to.
guide vane adjustment). The position sensor, along
A difference of more than +50 bar might indicate a with the MAF sensor, provides feedback on the
blocked fuel injector. A blocked fuel injector is not able quantity of recirculated exhaust gas.
to open fully as required.
This means that it is not possible to fully reduce the Values

pressure in the fuel rail as calculated. As soon as the
difference in pressure rises above +50 bar, the quantity Reference voltage: 5 V
injected is set to 0. The position sensor in the EGR valve operates in a
voltage range from 0 to 5 V.

System
Effects of faults
Increased emissions of black smoke
The EGR system is switched off.
reduced engine power output
Diagnosis

open control loop.
• logical rise/fall rates of the signal. The sliding contact
is thus checked for faults (e.g. due to dirt). This type
of malfunction can also indicate a loose connection
(e.g. on the wiring harness connector).
• for plausibility: A seized or sticking EGR valve is
detected in this manner.

Position sensor in electric EGR valve
The position sensor is incorporated in the electric EGR

valve. For information on this, see "Electric EGR valve"
in the section on "Actuators".

Lesson 2 – Delphi-Common Rail Switch
System
Stoplamp switch/BPP switch CPP switch
Function Function
1 BPP switch
Using the CPP switch, the PCM identifies whether the
2 Stoplamp switch
clutch is engaged or disengaged.
The signal from the stoplamp switch affects fuel
The quantity of injected fuel is briefly reduced during
metering when the brake is actuated and when a gear is
actuation of the clutch to avoid engine judder during
engaged when idling.
gearshifts.
Example: During braking, the PCM receives a signal
The CPP switch is located on the pedal box assembly.
from the stoplamp switch which results in the fuel
quantity for idle control being reduced. This prevents On vehicles with a speed control system, the CPP switch
the idle control system from continuing to maintain idle switches off the speed control system when the clutch
speed and thus counteracting the braking action. is disengaged.
On vehicles equipped with a speed control system there

is a further BPP switch on the pedal support bracket. Effects of faults
Its only function is to switch off the speed control by Engine judder during gearshifts.
actuating the brake.

Actuators Lesson 2 – Delphi-Common Rail
System
Fuel metering valve The fuel metering valve is controlled by PWM signals
from the IDM. The type of pulse width modulation is a
Function function of:
• Driver's requirements
• Fuel pressure requirement
• Engine speed
The fuel metering valve is fully opened in its

de-energized state.
Effects of faults
In the event of a fault, the injected fuel quantity is set

to 0 and the engine cuts out or cannot be started.
The fuel metering valve regulates the quantity of fuel
Malfunctions in the fuel metering valve are detected by
fed to the high-pressure chamber of the high-pressure
continually comparing the fuel pressure request
pump as a function of fuel pressure in the fuel rail in
(calculated by the system) and the actual fuel pressure
accordance with the fuel requirements.
(measured in the fuel rail). If there is a discrepancy of
As a result, the quantity of fuel that flows back to the more than ± 50 bar, the injected fuel quantity is set to
fuel tank is kept to a minimum. 0 and the engine cuts out or cannot be started (see also
section on "Fuel pressure outside range").
Diagnosis

– the sensor for short circuit to ground/battery and
open control loop.
– Note: The fuel metering valve is part of the fuel
pressure regulating system (see also the section on
"Fuel pressure control").
1 Transfer pressure
2 To the high-pressure chamber of the
high-pressure pump
NOTE: The fuel metering valve operates together with

the fuel pressure sensor (on the fuel rail) in a closed
control loop.

Lesson 2 – Delphi-Common Rail Actuators
System
Fuel injector solenoid valve
Function
1 Current (in A)
2 Pick-up current
3 Holding current
4 Time
After a specified time, the pull-in current is reduced to

a lower holding current (approximately 6 A).
Unnecessary heat generation in the IDM is prevented

in this way.
The injected fuel quantity is now determined by the

opening period and the pressure in the fuel rail. The
injection process finishes when the current supply to
the solenoid valve is interrupted and the injector needle
then closes.
1 Valve needle
2 Solenoid valve spring
Adapting the fuel injectors
3 Solenoid valve
The fuel injectors are each fitted with one solenoid Because the mechanical tolerances of the fuel injector
valve. Actuation for fuel metering is carried out by the solenoid valves change in the course of their service
IDM. life, the IDM has to be adapted at regular intervals to
take account of the changed fuel injector tolerances.
Current is applied to the solenoid valves in two stages.
Adaptation is done individually for each cylinder over
At the beginning of an injection process, the solenoid
a period of 900 seconds per cylinder. The individual
valve is actuated with a higher pick-up current
adaptation processes are performed in the same order
(approximately 12 A) so that it opens quickly.
as the firing sequence. The process is started with
cylinder 1.

System
For adaptation to be carried out, the following conditions After the adaptation process has been completed for one
must be met: cylinder, the process then continues with the next
• Engine temperature at least 70 °C, cylinder (in accordance with the firing sequence).
• Engine speed between 1800 and 3500 rpm,

• Vehicle speed between 50 … 70 km/h. Effects of faults
If this range is left during an adaptation process (i.e. the rough engine running
conditions are no longer satisfied), the adaptation
increased emissions of black smoke
process is stopped and then continued again when the
values are once more within the range. loud combustion noise
The pilot injection is deactivated when the adaptation Fuel pressure out of range (see corresponding section
is taking place. in this brochure).
The IDM sends the fuel injector solenoid valve an

injection signal with a period of time (e.g. 8 ms) stored Diagnosis
in the map.
Monitoring includes recording of general faults during
The IDM can determine from the power consumption fuel metering (relating to all 4 cylinders) and of
of the solenoid valve whether the solenoid valve can individual faults (relating to a cylinder).
carry out the commands of the IDM or whether it is
By comparing the KS signal with the relevant timing
responding more quickly (for example in 7 ms) or more
map, it is possible to determine faults during the fuel
slowly (for example in 10 ms). The power consumption
metering as well as a complete failure of a fuel injector.
of the solenoid valve therefore acts as a reference to the
signal sent by the IDM. Faults, such as short circuits or open circuits in the
wiring circuit of the fuel injectors, are determined by
If there is a discrepancy between the signal sent and the
an electronic check in the PCM.
response of the solenoid valve, an adaptation process
must be carried out in the adaptive map tables. If a fuel injector has failed, the engine continues to run
in emergency mode on three cylinders with reduced
NOTE: During the adaptation process, the injection
output.
signal is so short that the injector needle is not raised
to inject any fuel. The result: during this period misfires Emissions-related component (vehicles with EOBD):
occur and may be noticed in the aforementioned engine • No (Non-MIL-active) if fault leads to engine being
speed and vehicle speed range. switched off.
Note: Concerns may result if, in extreme cases, the • Yes (MIL-active), for faults in the fuel metering.
operating conditions that would allow an adaptation
process to take place, have not occurred for a long time.
These concerns may relate to:
• rough engine running,
• increased emissions of black smoke,
• loud combustion noise.

System
EGR solenoid valve and boost pressure Effects in the event of a faulty boost pressure
control solenoid valve control solenoid valve
Function reduced engine power output
Diagnosis

• the relevant solenoid valve for short circuit and open
circuit.
Components significant for emissions (vehicles with

EOBD):
1 EGR solenoid valve

2 Boost pressure control solenoid valve Intake manifold flap and intake
manifold flap solenoid valve
NOTE: The EGR solenoid valve and boost control
solenoid valve each operate in a closed control loop (see Function
section on "EGR system" or "Boost pressure control"
in this brochure).
The solenoid valves are supplied with a vacuum by the

vacuum pump.
The signals from the PCM control this vacuum, as a

result of which the boost pressure is regulated by means
of a vacuum unit and the EGR flow is regulated by the
EGR solenoid valve.
The current of these signals determines the vacuum

which is sent to the EGR solenoid valve or to the
turbocharger vacuum unit. 1 Intake manifold
2 Intake manifold flap
Effects in the event of a faulty EGR solenoid 3 Intake manifold flap solenoid valve
valve 4 Vacuum unit
The EGR system is switched off. 5 PCM

6 Ignition lock
reduced engine power output
increased emissions of black smoke Diesel engines have a high compression ratio. The high
compression pressure of the intake air affects the
crankshaft via the pistons and connecting rods and
causes judder when the engine is stopped.

System
The intake manifold flap solenoid valve connects the Electric EGR valve (certain versions
vacuum for the vacuum unit of the intake manifold flap only)
in the intake manifold, as a result of which the intake
manifold flap is closed. This prevents engine judder
when the engine is stopped.
The intake manifold flap solenoid valve is energized

when the engine is stopped. As a result, the vacuum to
the vacuum unit for actuating the intake manifold flap
is released and the intake manifold flap is closed briefly
as a result.
If the signal fails, or if the intake manifold flap solenoid

valve fails, the intake manifold flap remains open when
the engine is stopped. NOTE: After the EGR valve is replaced or after the
PCM is replaced/reprogrammed, the EGR valve must
Vehicles with diesel particulate filter be initialized using the PCM (refer to the instructions
in the current Service Literature).
See section on "Coated diesel particulate filter" in this
Various versions are equipped with an electric EGR
lesson.
valve.
The EGR rate can be metered out more accurately by

Effects of faults
the electric EGR control.
Intake manifold flap jams open:
• Starting and engine running are not adversely Function
affected.
The electric EGR valve comprises the following
• However, when the engine is stopped, it judders
components:
severely.
• Servo motor,
Intake manifold flap jams closed:
• Position sensor,
• Engine does not start.
• the EGR valve itself.
The servo motor is a DC motor which is driven via

Diagnosis
PWM by the PCM.
The monitoring system checks: The position sensor is a sliding contact sensor which
• the relevant solenoid valve for short circuit and open supplies the PCM with an analogue voltage signal via
circuit. the position of the EGR valve.

• No (Non MIL active) Effects of faults
Malfunctions at the electric EGR valve result in the

EGR system being deactivated.

System
If the EGR valve jams open, the following symptoms • checks the EGR valve for unobstructed movement.
may occur: • detects a seized EGR valve.
• increased black smoke formation, The PCM performs a cleaning cycle after the engine is
• irregular idling, stopped. For this purpose, the EGR valve is fully open
• engine judder, and closed a few times.
• reduced engine power output. Emissions-related component (vehicles with EOBD):
Diagnosis
The monitoring system:

• checks the servo motor as well as the position sensor
for short circuit to ground/battery and open control
loop.
• checks the measured values of the position sensor
for plausibility.

System
Electrical turbocharger guide vane adjustment actuator
1 Electrical turbocharger guide vane adjustment

actuator
2 Actuating lever
3 Adjusting lever for guide vanes

System
Diesel engines with the Delphi common rail system, Its exact positioning for each operating state is achieved
which are designed for emission standard IV, have a by the electrical adjustment of the guide vanes. This has
variable geometry turbocharger, which is actuated via a positive effect on exhaust emissions and helps to
an electrical turbocharger guide vane adjustment achieve emission standard IV.
actuator.
A Adjustment mechanism 4 Drive shaft

B Control electronics 5 Worm gear
1 Servo motor 6 Drive pinion
2 Servo motor contact block 7 Servo motor contacts
3 Inductive sensor unit
The electrical turbocharger guide vane adjustment

actuator consists in total of the following two Actuator
components:
The servo motor in the actuator unit operates the drive
• Actuator unit shaft via a worm gear.
• Control unit
The drive shaft is connected to the guide vanes by the
actuating lever. Adjustment of the guide vanes is
achieved by moving the actuating lever.

System
There is an inductive sensor element at the end of the Diagnosis

actuator unit drive shaft. When this drive shaft is turned,
an induced pulse-width modulated signal is created here, Malfunctions are detected by the electrical turbocharger
by means of which the current angular position of the guide vane adjustment actuator itself and transmitted
guide vanes is exactly determined. via CAN to the PCM.

Control unit • No (Non MIL active)
The control unit controls the servo motor.
The control unit is connected to the PCM via the CAN

data bus. The angular position for the electrical
turbocharger guide vane adjustment actuator is
calculated by the PCM and is transmitted to the
electronic actuator unit via the CAN data bus.
The angular position of the guide vanes is recorded by

the inductive sensor element in the form of pulse-width
modulated signals and transmitted to the control unit.
There is a temperature sensor located in the control unit

of the electrical turbocharger guide vane adjustment
actuator, and if the maximum permitted temperature of
160 ± 9 °C is exceeded (e. g. through heating up in a
traffic queue), the servo motor is moved into the safe
position.
This means that the guide vanes are fully opened. This
prevents, in extreme cases, maximum turbocharger
pressure (almost closed guide vanes) being made
available by a possible heat induced seizure of the
mechanisms (caused by overheating).
Malfunctions in the electrical turbocharger guide vane

adjustment actuator are detected by the PCM via the
CAN data bus.
Effects of faults
In the case of a fault, the amount of fuel injected is

limited to max. 20 mg per injection to protect the
turbocharger and the engine from damage.

Lesson 2 – Delphi-Common Rail Strategies
System
Ignition ON strategy Engine start strategy
When the ignition is switched on, the PCM is supplied The diagram shows the two-module system. On the
with voltage and switched on via the main relay. single-module system the IDM is integrated in the PCM.
Initially, the PCM checks all of the input signals for

correct function, including those from the ECT, MAP
and MAF (self-test).
Afterwards the key code is checked via the PATS

system. If this is OK, the start release is issued to the
system.
Note:
• On the two-module system a voltage is present at
the fuel injectors even if the start release has not been
issued by the PATS system. 1 IDM
• In a single-module system, there is no voltage 2 PCM

present at the fuel injectors if the PATS system does 3 CKP signal
not issue the start release.
4 Separate IDM/PCM cable for transmission of
After issuing the start release the PCM activates the the CKP signal
IDM (via the IDM relay).
For the engine to start, the battery voltage must be > 9
As soon as the IDM is supplied with voltage, it also V. In addition, a starter speed of 190 … 225 rpm
checks all of the input signals, such as those from the (depending on vehicle and engine version) is required.
CKP, CMP and KS, for correct function (self-test).
During the starting process the PCM compares the
If the IDM completes the self-test without finding any engine load map with the incoming sensor signals (CHT,
faults, it sends an OK signal to the PCM via the CAN MAP, IAT).
data bus.
At the same time the IDM compares the sensor signals
The engine can now be started. fuel pressure, fuel temperature, CKP and CMP with the
Note: data in the map tables.
• If the driver does not start the engine within a Afterwards the IDM sends the CKP signal via a
specified period of time (approximately 12 seconds), separate cable (already digitized) to the PCM.
this is detected by the system as a fault and the
The reason for the separate connection to the PCM (i.e.
engine does not start.
bypassing the CAN data bus) is the high priority with
• However, switching the ignition off and back on which the CKP signal has to be transmitted to the PCM.
issues the system with another start release. This ensures that the injected fuel quantity and the
injection timing can be calculated as quickly as required.

Strategies Lesson 2 – Delphi-Common Rail
System
Note on checking the CKP signal if the engine does not present, check in the "ICU" section to see if the
start: signal is also present here. If the signal is not present
• Using the WDS data logger, check in the "PCM" here, the separate cable from the IDM to the PCM
section to see if the CKP signal is present. If it is may be faulty.
The diagram shows the two-module system. On the single-module system the IDM is integrated in the PCM.
1 Cam for identifying cylinder 1 6 Injected fuel quantity and injection timing
2 CMP sensor 7 Engine speed signal (already digitized)
3 CKP sensor 8 Separate cable to IDM/PCM
4 Tooth gap on sensor ring for crankshaft position 9 PCM
5 IDM 10 Synchronization of CKP-/CMP signal
The CMP signal is transmitted by the IDM to the PCM

via the CAN data bus at the same time as the CKP
signal. In the PCM the CKP signal is then synchronized
with the CMP signal.

System
Note: Protective zone for dual mass flywheel at

• Synchronization is of greater significance for the approximately 400 rpm.
common-rail injection system. By comparing the
When an engine speed of 400 rpm is reached,
position of the crankshaft (CKP) and the camshaft
oscillation of the dual mass flywheel is particularly
(CMP) cylinder 1 is identified and the injection
high – there is a risk of damaging the dual mass
sequence is thus determined.
flywheel.
• Injection can only be carried out if synchronization
has been successfully completed (cylinder 1 If for any reason this engine speed is not exceeded, the
identified). system sets the injected fuel quantity to 0 and the engine
cuts out.
• If the CMP signal is missing, the fuel injection
release is not issued, in other words, the engine does
not start. Faulty dual mass flywheel
In older vehicles (at the time of going to press) if the A faulty dual mass flywheel (for example worn springs
CMP signal is missing no diagnostic trouble code is in the dual mass flywheel) usually increases the
stored in the system. In newer vehicles this has been oscillations; these are also at their highest at an engine
implemented into the strategy so that if the CMP signal speed of 400 rpm. This increase in oscillations is
is missing a diagnostic trouble code is stored. detected by the CKP sensor. As a result, the system sets
After synchronization has been completed successfully, the injected fuel quantity to 0 and the engine cuts out.
the PCM calculates the injected fuel quantity and the
injection timing. Monitoring of engine operation
Note:The PCM has a protective function. If the PCM
detects faulty input signals or other faults which could The engine restriction check is active at engine speeds
result in damage or even destruction of the system, the between 450 ... 700 rpm. In this phase, the system
fuel quantity is set to 0 so that it is not possible to start checks to see if the engine is running properly.
the engine. Besides a possible stiffness of the engine itself, the
The calculated injected fuel quantity, together with the running can also be braked by defective
injection timing, is sent to the IDM as a complete block. components/ancillary components. Such defective
The IDM splits the block into specific pilot and main components/ancillary components could include:
injection quantities. • blocked A/C compressor,
After the block has been split, a start release is issued. • blocked power steering pump,
Fuel is injected and the engine starts to fire. • faulty fuel injector, faulty engine component (engine
running on only three cylinders).
Note:
• The engine is not yet idling! In this case, the injected fuel quantity is not increased
any further which means that engine speed does not
• The engine is merely starting up.
increase, even if the accelerator pedal is pressed.

System
Idle strategy
1 Fuel injector 5 KS
2 CMP signal (with older software only) 6 CKP sensor
3 Injection signal (pilot injection and main 7 APP sensor
injection) 8 CHT sensor
4 IDM 9 PCM
Idling operating temperatures are reached from:

Once the engine speed range of the engine restriction
check has been exceeded, the system goes into idling. • 60 ... 75 °C on the Ford Transit,
At idle speed (actual idle speed depends on the vehicle), • 70 ... 75 °C on the Ford Focus and Ford Mondeo.
a fuel pressure of approximately 250 bar is available.
During idling, the main input parameters for the PCM Idle speed control
are, in addition to the CKP signal, the CHT signal and
The fuel consumption at idle is mainly determined by
the APP signal.
idle speed and efficiency.
The main input parameter for the IDM is the signal from
It is advantageous to have as low an idle speed as
the KS. Combustion noise is monitored very closely,
possible, as idling is of considerable importance when
particularly when the engine is idling, to ensure the
driving in dense traffic (for minimizing fuel
engine runs as quietly as possible. This takes place
consumption).
through the optimized adaptation of the injected fuel
quantity for pilot injection.

System
However, the selected idle speed must be sufficient to The specified engine speed and the control characteristic
ensure that, under any conditions (e.g. when the air are influenced by the CHT.
conditioning is switched on, or the vehicle electrical Other parameters are:
system is heavily loaded), it does not drop so low that
• vehicle speed (engine speed compensation system),
the engine starts to run roughly or stalls.
• generator control (smart charging) - this can raise
To regulate the idle speed, the injected fuel quantity is
the idle speed,
varied by the idle speed controller until the measured
• speed control system.
actual engine speed is the same as the specified target
engine speed.
Fuel metering calculation
1 Pilot injection and main injection fuel quantity 5 CKP sensor

2 IDM 6 CHT sensor
3 PCM 7 Injection signal
4 Fuel injector
Two different strategies are used when calculating the

Diesel engines normally run without the use of a throttle
fuel metering:
valve and therefore always operate with an excess of
air. • engine starting,
The torque or power output of the diesel engine is only • engine running.
changed by the amount of fuel that is made available
(injected fuel quantity).

System
Starting fuel quantity
When starting the engine, the injected fuel quantity is

calculating as a function of Cylinder Head
Temperature and engine speed. The starting fuel
quantity is delivered from the time the ignition is
switched on until a specific minimum engine speed is
reached. The driver does not have any influence on the
start quantity.
1 Calculation of accelerator pedal actuation
Driving 2 Judder damper
3 Calculation unit
The diagram shows the two-module system. On the
single-module system the IDM is integrated in the PCM. 4 Limiter
5 Signal to the injection pump
6 Idle speed calculation
While the engine is running, the PCM uses one of the

following two calculations as a basis for fuel metering:
• idle speed,
• accelerator pedal actuation.
Both calculations are performed continuously in parallel

and independently of each other.
1 Pilot injection and main injection fuel quantity The values calculated from idle speed and accelerator
pedal actuation are compared with each other by a
2 IDM
calculation unit.
3 PCM
This calculation unit then decides which calculation
4 Fuel injector
(idle speed or accelerator pedal actuation) should be
5 CKP used as the output signal for the injection pump. The
6 APP calculation unit always chooses the larger value for the
injected fuel quantity.
In normal driving mode, the injected fuel quantity is
calculated from the following main parameters: Example: Engine cold – the idle speed calculation yields
an idle speed of 1,200 rpm and an injected fuel quantity
• APP,
of 7 mg. The accelerator pedal is pressed by a very small
• Engine speed.
amount, and the accelerator pedal calculation provides
In addition, the calculation of the injected fuel quantity an injection quantity of 6 mg. As the value from the
is influenced by other parameters (correction accelerator pedal calculation is lower than the result for
parameters), such as: engine temperature and boost the idle speed calculation, the idle speed calculation
pressure. has higher priority. If the accelerator pedal is moved
further, and the accelerator pedal calculation provides

System
a higher injected fuel quantity (> 12 mg) than the idle Judder damper
speed calculation as a result, then the accelerator pedal
calculation takes priority. Sudden actuation of accelerator
Calculation of fuel metering when speed control

system is switched on
Example: The vehicle is traveling in 5th gear at a speed

of 100 km/h (62 mph) with an engine speed of 2,500
rpm. Under these conditions, the speed control system
is now switched on.
Of the previously mentioned parameters, it is the idle

speed calculation that determines the quantity of
1 Engine speed
injected fuel required to maintain the desired speed.
2 Abrupt actuation of accelerator pedal (driver
This means that the speed in this instance is measured demand)
via the idle control system. If load conditions change
3 Engine speed curve without active judder
(for example if driving uphill) the system attempts to
damping
maintain the speed accordingly.
4 Engine speed curve with active judder damping
Once again, as the accelerator is pressed more, the
5 Time
accelerator pedal calculation assumes a higher priority
again. The idle speed calculation resumes its original There is a so-called software filter between the
function until the next time the speed control system is accelerator pedal calculation and the calculation unit.
switched on.
When the accelerator is actuated or released suddenly,
this causes huge changes in injected fuel quantity
requirements and thereby also in the torque produced.
Owing to this abrupt load change, unpleasant jerking

of the powertrain is caused in the elastic mountings
(engine speed fluctuations. These are reduced by the
judder damper as follows:
• as engine speed increases, comparatively less fuel
is injected, as engine speed decreases more fuel is
injected.
In addition, the software filter prevents an abrupt drop

in engine speed when changing gear.

System
Smooth-running control (cylinder Controlling fuel injection

balancing)
In addition to the previously described external load

moments, there are also combustion quality phenomena
and internal friction moments which need to be balanced
out. These change slightly, but continuously, over the
entire service life of the engine.
In addition, the individual cylinders do not generate the

same level of torque for the entire service life of the
engine. The reason for this are the mechanical tolerances
and changes which occur during the service life of the
engine. All this could result in a rough-running engine,
particularly at idle.
The smooth-running control system calculates the

accelerations of the crankshaft via the CKP sensor after
each combustion process and compares them. 1 Top dead center
2 Pressure curve without pilot injection
Using the differences in engine speed as a basis, the
injected fuel quantity for each cylinder is adjusted 3 Combustion pressure in the cylinder
individually so that all the cylinders make as equal a 4 Pressure curve with pilot injection
contribution as possible to the torque produced.
5 Injector needle lift
6 Injector needle lift for pilot injection
External fuel quantity intervention
7 Injector needle lift for main injection
In the case of external fuel quantity intervention, the 8 Crank angle

injected fuel quantity is influenced by another control The pilot injection brings about a preconditioning of
unit (for example traction control). the combustion chamber and has the following effects
It informs the PCM if and how much the engine torque on this:
and consequently the injected quantity needs to be • The compression pressure is raised slightly by the
changed. initial reaction or partial combustion process, as a
result of which the ignition lag for main injection is
shortened and the combustion pressure rise is
reduced (softer combustion).
These effects diminish the combustion noise and the

NOX emission.

System
Controlling the injected fuel quantity and the Injection signal to the solenoid valve of the fuel injector
injection timing
The diagram shows the two-module system. On the

single-module system the IDM is integrated in the PCM.
a Interval between start of pilot injection and start

of main injection
b Interval between pilot injection and main
injection
1 Pilot injection and main injection fuel quantity
c Injected fuel quantity for pilot injection
2 IDM
d Injected fuel quantity for main injection
3 PCM
1 Pilot injection timing (degrees crank angle)
4 Fuel injector
2 Main injection timing (degrees crank angle)
With the common rail injection system, a small injected
fuel quantity for pilot injection is injected into the Example
combustion chamber prior to the main injection. • Overall injected fuel quantity 40 mm3,
In this system the PCM calculates the overall injected • of which injected fuel quantity for pilot injection =
fuel quantity and the injection timing. 2 mm3.
• Start of main injection = 8 degrees before TDC,
Before the signal for the overall injected fuel quantity
and the injection timing is sent to the IDM, the PCM • Start of pilot injection = + 9 degrees before TDC.
determines the angle for the start of the pilot injection The IDM, based on the stipulations of the PCM,
and the main injection as well as the injected fuel generates the following signals for the fuel injector:
quantity for pilot injection. • Injected fuel quantity for main injection = 38 mm3,
• Injected fuel quantity for pilot injection = 2 mm3,
• Main injection timing = 12 degrees before TDC,
• Pilot injection timing = 17 degrees before TDC.
The timing of the pilot injection and main injection

is designed here to be variable. This means that the
timing and the duration of the pilot injection and main
injection can be optimally adapted to the operating
conditions.

System
The noise and exhaust emissions are thereby kept to a minimum.
Controlling the fuel pressure
1 IDM/PCM 6 Fuel pressure sensor

2 High pressure pump 7 Fuel rail
3 High-pressure chamber 8 Solenoid valve
4 Fuel supply 9 Injector needle
5 Fuel metering valve
In the process, the delivery quantity is regulated by the

The engine management system on the common rail
fuel metering valve by varying the opening cross section
injection system is capable of providing the optimum
of the fuel metering valve accordingly.
injection pressure for each operating condition.
The fuel pressure is regulated in such a way that the
Fuel is compressed via the high-pressure chamber of
optimum pressure is available for each operating
the common rail high-pressure pump and supplied to
condition.
the fuel rail.
On the one hand, this reduces the noise emission during
fuel combustion.

System
On the other hand, the engine management system can Note:

meter the fuel very precisely, which has a positive effect • The fuel pressure depends on engine speed and
on exhaust emissions and fuel consumption. engine load. Depending on the engine load
The fuel pressure sensor continually informs the IDM requirements specified by the driver, it is possible
(two-module system) or the PCM (single-module for the maximum fuel pressure to be available at an
system) about the current fuel pressure. engine speed of just 1500 rpm (depending on the
vehicle).
Pressure is regulated via the fuel metering valve by
reducing or enlarging the cross section of this valve
accordingly. This means that a smaller or larger fuel
quantity is supplied by the high-pressure pump until the
desired fuel pressure has been reached.
Diagnosis
1 High pressure pump 4 Fuel pressure sensor

2 Fuel metering valve 5 PCM
3 Fuel rail
The diagnostic system classifies faults in the fuel

The following comprehensive tests are carried out:
metering system either
• Measuring the differential pressure during engine
• as control faults, in other words the pilot injection
start (comparison between desired and actual fuel
is switched off or
pressure).
• as function faults, i.e. the engine is switched off.
• Measuring the differential pressure during engine
running (comparison between desired and actual fuel Note: control faults can also be caused by defective fuel
pressure). injectors.

System
Switching off the engine Pressure drop after engine is switched off
Because of the way the diesel engine works, the engine The pressure reduction is achieved by applying a current
can only be switched off by interrupting the fuel supply. to the fuel injector solenoid valves at short intervals.
Each time, the pick-up current is enough to open the
In the case of the fully electronic engine management
control valves, but remains low enough not to lift the
system this is achieved by the PCM specifying "injected
injector needle and thereby cause an undesired injection
quantity = 0". The corresponding fuel injection solenoid
of fuel.
valves are no longer actuated and the engine is switched
off. The pressure is completely dissipated within a few
seconds when current is applied to the solenoid valves.
After the engine is switched off, the pressure drop can

be heard in the form of a buzzing noise.
Note: Before opening the high-pressure system, follow

the safety precautions in the current Service Literature.
EGR system
1 EGR solenoid valve 3 PCM

2 MAF sensor 4 Oxidation catalytic converter

System
5 Turbocharger(s) 8 Position sensor in EGR valve

6 EGR valve 9 Intercooler (not on all versions)
7 Vacuum pump 10 EGR cooler (not on all versions)
For this reason, the PCM requires feedback on the

When turbochargers are used (they are deployed on all
recirculated amount of exhaust gases. Three different
the diesel engines described here), the temperatures in
systems are used which differ in terms of the following
the combustion chamber rise along with compression
components:
and combustion power.
• Position sensor in the EGR valve (on engines with
Combustion temperatures are increased even further by
a wastegate-controlled turbocharger, emission
the use of the direct injection process.
standard III)
Both result in the increased formation of NOX in the
• MAF sensor (on engines with variable geometry
exhaust gas. In order to keep this NOX content in the
turbocharger, emission standard IV).
exhaust gas within required limits, an EGR system is
• MAF sensor plus a position sensor in the EGR valve
used.
(on engines with a variable geometry turbocharger,
In the part load range, exhaust gas recirculation is emission standard IV)
achieved by mixing the exhaust gases with the intake
On all three systems the EGR valve is vacuum-actuated
air. This reduces the oxygen concentration in the intake
by the EGR solenoid valve. The duty cycle with which
air. In addition, exhaust gas has a higher specific heat
the EGR solenoid valve is actuated by the PCM
capacity than air and the proportion of water in the
determines the vacuum applied at the EGR valve.
recirculated exhaust gas also reduces the combustion
temperatures.
System with position sensor in the EGR valve
These effects lower the combustion temperatures (and
thereby the proportion of NOX) and also reduce the The position sensor in the EGR valve signals the current
amount of exhaust gas emitted. The quantity of exhaust position of the EGR valve to the PCM. From this, the
gas to be recirculated is precisely determined by the PCM can determine the instantaneous quantity of
PCM. An excessive exhaust gas recirculation rate would recirculated exhaust gas depending on the MAP, thus
increase soot, CO and HC emissions because of the lack forming a closed control loop.
of air.
System with MAF sensor
The quantity of exhaust gas recirculated when the EGR

valve opens has a direct influence on the MAF sensor
measurement.
During exhaust gas recirculation, the reduced air mass

measured by the BARO sensor corresponds exactly to
the value of the recirculated exhaust gases. If the
quantity of recirculated exhaust gas is too high, the

System
intake air mass drops to a specific limit. The PCM then Diagnosis
reduces the proportion of recirculated exhaust gas, thus
forming a closed control loop. To check the EGR system, various prerequisites must
be satisfied:
• Engine running under certain operating conditions,
System with MAF and position sensor
depending on engine temperature, intake manifold
Vehicles which meet emission standard IV use a pressure and engine speed.
combination of two sensors (MAF and position sensor). • Required operating conditions must be maintained
Here, the position sensor serves as an additional for a certain time span.
correction parameter for the quantity of recirculated During this time it is checked whether the required EGR
exhaust gas. This means that the quantity of exhaust gas rate is within the limits.
can be metered even more accurately.
If the required operating conditions are no longer met,
This way, it is possible to get even closer to the the monitoring is stopped. The data collected so far is
operating limit with a greater quantity of exhaust gas, frozen. After reaching the operating conditions again
as a result of which NOX emissions can be reduced the test is continued.
further.
If monitoring has been completed after the specified
period of time and no faults have occurred, further
monitoring of the EGR system does not take place until
the next drive cycle.
Faults in the EGR system have no serious effects on

exhaust gas emissions and are thus not MIL active.

System
Boost pressure control
The diagram shows the boost pressure system for a turbocharger with variable turbine geometry and solenoid valve
control
1 Boost pressure control solenoid valve 5 Vacuum unit for variable turbine geometry
2 MAP sensor 6 Turbocharger(s)
3 IAT sensor 7 PCM
4 Intercooler (not on all versions) 8 Vacuum pump

System
The figure depicts the charge air system of a turbocharger having variable turbine geometry and electrical turbocharger
guide vane adjustment actuator
1 T-MAP sensor 4 Turbocharger(s)

2 Intercooler (not on all versions) 5 PCM
actuator
In the event of a malfunction of the boost pressure

On a variable geometry turbocharger, the boost pressure
control system, engine power is reduced via the fuel
is regulated by adjusting the guide vanes. The optimum
metering system.
boost pressure can therefore be set for every operating
condition. With wastegate turbochargers (not shown here), the
MAP signal is used as a safety function if the wastegate
The boost pressure actual value is measured via the
does not open after a specified boost pressure has been
MAP sensor. The required value is dependent on the
reached. The engine power is also reduced in this case.
engine speed and the injected fuel quantity as well as
the IAT and BARO correction factors.
In the event of a discrepancy, the guide vanes of the

variable geometry turbocharger are re-adjusted via the
boost pressure control solenoid valve or the electrical
turbocharger guide vane adjustment actuator.

System
PCM fault strategy After the engine is switched off, and at certain intervals
during operation, these data are then transferred to the
EEPROM memory. To ensure this happens, the power
supply relay remains activated for a further 1.2 seconds
after the ignition is switched off (power latch).
After the ignition is switched on, the DTCs stored in

the EEPROM are transferred back to the RAM memory.
Monitoring the system
The common rail engine management system has a triple

software monitoring system in the IDM, which brings
1 PCM connector
the engine to a standstill in the event of a critical
2 Microprocessor
software error in the system. This triple monitoring
3 Operating memory (RAM) system works as follows:
4 EEPROM memory • Deletes all injection operations still present in the
5 PATS module,
6 Power supply relay • Closes the fuel metering valve to prevent any further
increase in fuel pressure in the fuel rail,
7 Fuse
• Brief, intermittent actuation of the fuel injectors to
8 Battery
rapidly dissipate the fuel pressure.
NOTE: DTCs and adaptation data can be deleted
In addition to the triple software monitoring system, a
electronically with the aid of WDS.
module hardware monitoring system has been integrated
NOTE: The PCM has a continuous voltage connection for monitoring the fault-free functioning of the
to the battery. This is used, among other things, to individual components of the IDM.
activate the PATS LED.
If the system detects a module hardware error, current
To store DTCs and other data, the PCM uses the supply to the fuel injectors is interrupted.
EEPROM memory on diesel engines.
After the engine has been switched off by the software
The EEPROM memory is a non-volatile memory or hardware monitoring system, it is generally possible
(read-only memory) which means that the data contained to re-start the engine by switching the ignition OFF and
in it are retained even if the supply voltage is interrupted then ON.
(e.g. when the battery is disconnected).
The system software continually monitors the following
During a journey, all new fault codes and engine sensors/actuators to see that they are working properly:
adaptation data (e.g. fuel adaptation data) are first stored • Fuel pressure sensor,
in the operating data memory (RAM) of the PCM.
• CKP sensor,
• CMP sensor,
• Fuel metering valve.

System
If one of these sensors fails or malfunctions, the engine

is stopped by the PCM.
In addition to sensor monitoring, the following situations

may result in the engine being switched off:
• Drop in pressure in the fuel rail because the fuel
injector opening period was longer than calculated
by the system (e.g. fuel injector sticking or dirty),
• Fault is detected via the pull-in current of the fuel
injectors.
The latter two situations do not require any additional

sensors or actuators in the system.
All the input parameters (sensors) of the PCM are

monitored for short circuits and open circuits.

Lesson 2 – Delphi-Common Rail Coated diesel particulate filter
System
Overview – diesel particulate filter
1 Oxidation catalytic converter 5 Diesel particulate filter heat shield

2 Catalytic converter exhaust gas temperature 6 Diesel particulate filter
sensor 7 Rear pipe – diesel particulate filter differential
3 Flexible pipe pressure sensor
4 Diesel particulate filter exhaust gas temperature 8 Front pipe – diesel particulate filter differential
sensor pressure sensor

Coated diesel particulate filter Lesson 2 – Delphi-Common Rail
System
NOTE: After replacing the diesel particulate filter, Oxidation of nitrogen monoxide (NO) into nitrogen
using WDS it is necessary to perform a supervisor dioxide (NO 2 ):
parameter reset as well as a reset of the parameters of • NO is oxidized into NO2 at the catalytic coating.
the diesel particulate filter differential pressure sensor
• NO2 is a more active oxidation agent than O2 and
in PCM. In this regard, always refer to the instructions
therefore oxidizes the diesel particulates even at low
in the current Service Literature.
temperatures (for example at 300 ... 450 °C). The
A coated diesel particulate filter is used in certain effect is known as the CRT (Continuously
versions of the Mondeo 2001 (02/2006-). Regenerating Trap) effect or as passive
The diesel particulate filter is shaped like a honeycomb regeneration.
and is made from silicon carbide, similar to the diesel Oxidation of carbon monoxide (CO) into carbon
particulate filter in the system with fuel additive (see dioxide (CO 2 ):
relevant section in this Student Information). • Another operative mechanism is the oxidation of the
A passive regeneration of the diesel particulate filter CO, which is produced at low regeneration
is possible at temperatures above 300 °C with the aid temperatures during the oxidation of diesel
of the coating (platinum ceroxide). particulates, into CO2. The combustion of diesel
In this temperature range, the trapped diesel particulates particulates is improved by the localized generation
are converted catalytically. of heat.
The exhaust gas temperature required for passive At temperatures between 300 °C and 450 °C (attained
regeneration is often not attained. In this case, the largely outside of cities) a passive regeneration of the
trapped diesel particulates must be burnt off from time diesel particulate filter therefore takes place
to time with the aid of an active regeneration process. continuously. It is not necessary for the engine
management to intervene.
Passive regeneration
Active regeneration
The exhaust gases flow through the walls of the silicon
element. In doing so, the diesel particulates remain For situations when the vehicle is frequently operated
adhered to the ceramic wall that has been coated with on short journeys, an active regeneration must be
a platinum ceroxide layer. initiated at certain intervals.
Oxidation of carbon monoxide (CO) and The PCM detects the engine's operating data and
hydrocarbon (HC): initiates the active regeneration after evaluating the data
from the diesel particulate filter differential pressure
• As with the oxidation catalytic converter, CO and
sensor.
HC are oxidized. With high levels of CO and HC
exhaust emissions, the energy release is considerable.
The resultant jump in temperature acts directly at
the point at which high temperatures are required for
oxidizing the diesel particulates.

System
An attempt is then made by the engine management With the maximum number of available measures, the
system to attain the necessary temperature of advanced as well as the retarded post-injection is
approximately 600 °C for combusting the trapped diesel frequently used.
particulates. The following measures are taken to The post-injections, however, result in a greatly
achieve this: increased dilution of the engine oil. In extreme cases
• a post-injection close to the main injection, this means that the engine lubrication is no longer
• increasing the injected fuel quantity, adequately guaranteed.
• retarded main injection, In order to detect excessively diluted engine oil, an oil
• restricting the intake air via an intake manifold flap, quality calculation strategy has been implemented in
• a second post-injection at a distance from the main the PCM software.
injection (if necessary). This strategy calculates the oil quality, taking into
Note: The measures listed above are not all active consideration the engine operating conditions and the
always. The timing map decides, depending on the measures for increasing the exhaust gas temperature
operating conditions, which measures have to be taken during the regeneration processes.
to increase the temperature.
During active regeneration, the EGR system is

deactivated.
The active regeneration process can last up to 20

minutes.
Notes on the oil change interval
With frequent journeys in the lower part load range, the

maximum number of existing measures must usually If the strategy determines a proportion of fuel of more
be taken to attain the exhaust gas temperature necessary than 7 % in the engine oil, a corresponding warning
for an active regeneration. lamp in the instrument cluster is activated.
The intervals between the individual regeneration This warning lamp signals to the driver that an oil
processes are then also shorter, so that the maximum change must be carried out ahead of schedule.
number of available measures have to be taken more
After the oil change, the parameters for the oil quality
often.
calculation strategy must be reset (see also the
instructions in the current Service Literature).

System
Emission control components
1 Catalytic converter exhaust gas temperature 5 Intake manifold flap position sensor
sensor 6 PCM
2 Diesel particulate filter exhaust gas temperature 7 CAN
sensor
8 DLC
3 Diesel particulate filter differential pressure
9 Intake manifold flap solenoid valve
sensor
10 Fuel injector
4 MAP sensor
Before replacing the PCM or before loading a new

software and after replacing the diesel particulate filter
Service instructions
differential pressure sensor, always read the instructions
The coated diesel particulate filter is built in the vehicle in the current Service Literature.
for life. It therefore has no maintenance intervals.
However, if it is necessary to replace the diesel

particulate filter, the instructions in the current Service
Literature must be followed without fail.

System
Exhaust gas temperature sensors Diagnosis

open control loop.
• The logical rise/fall rate of the signal, whereby
intermittent faults are detected (e.g. loose connector
contacts),
• for plausibility,
Components significant for emissions (vehicles with

EOBD):
Function
Diesel particulate filter differential
The exhaust gas temperature required for burning off
pressure sensor
the diesel particulates of at least 550 ... 600 °C is
detected by the exhaust gas temperature sensors and NOTE: After replacing the diesel particulate filter
transmitted to the PCM. differential pressure sensor it is necessary to reset the
The exhaust gas temperature input parameters are used parameters for the diesel particulate filter differential
for calculation purposes by the PCM, which also takes pressure sensor. In this regard, always refer to the
other parameters into account. instructions in the current Service Literature.
Depending on the exhaust gas temperature calculated,

the PCM decides whether or not the regeneration process
can be initiated.
Effects of faults
In the case of a fault at one of the two exhaust gas

temperature sensors, the value of the other exhaust gas
temperature sensor is used by the PCM and a substitute
value is calculated.
Function
The diesel particulate filter differential pressure sensor

measures the current pressure differential upstream and
downstream of the diesel particulate filter in the exhaust
gas stream.

System
Overloaded or blocked diesel particulate filter:

• From the engine's operating conditions and from the
input parameter of the diesel particulate filter
differential pressure sensor, the PCM continuously
calculates the load status of the diesel particulate
filter.
• With an increasing ash/soot load, the engine torque
is also reduced continuously. However, this is not
noticeable by the driver. With an overloaded diesel
particulate filter there is therefore no further
1 Diesel particulate filter intervention carried out by the PCM.
2 Pipe connections – diesel particulate filter • With a blocked diesel particulate filter , only the
differential pressure sensor glow plug warning indicator/fault lamp as well as
3 Oxidation catalytic converter the MIL are set.
For this purpose, there is a pipe connection upstream

and downstream of the particulate filter. Diagnosis
The readings are converted by the diesel particulate The monitoring system checks:
filter differential pressure sensor into a voltage signal
and transmitted to the PCM.
open control loop.
The soot particles and ash collected in the diesel • the measured sensor values for plausibility
particulate filter result in a pressure change of the (comparison with the map data).
exhaust gas upstream and downstream of the diesel
Via the diesel particulate filter differential pressure
particulate filter. The altered pressure value owing to
sensor, the monitoring system detects:
the ash/soot load is used by the PCM as an input
parameter for determining soot and ash load. • an overloaded/blocked diesel particulate filter. (The
pressure drop across the filter is too great and the
Furthermore, a defective diesel particulate filter and the
differential pressure exceeds a calibrated maximum
absence of a diesel particulate filter are detected via the
value.)
diesel particulate filter differential pressure sensor.
• a defective/missing diesel particulate filter. (The
pressure drop across the filter is too low and the
Effects of faults differential pressure falls below a calibrated
minimum value.)
If the sensor is defective the PCM calculates the timing
of the next regeneration. Emissions-related component (vehicles with EOBD):
• Diesel particulate filter differential pressure sensor:
Yes (MIL-active).
• Diesel particulate filter overloaded: No (Non MIL
active).

System
• Diesel particulate filter blocked: Yes (MIL-active). During the active regeneration process the intake air is
• Defective/missing diesel particulate filter: Yes throttled. The MAP sensor measures the intake manifold
(MIL-active). pressure directly downstream of the throttle valve. The
vacuum measured is used by the PCM for determining
the mass air flow during the regeneration process.
Service instruction
After replacing the diesel particulate filter differential Intake manifold flap and intake
pressure sensor, the adapted parameters of the sensor manifold flap solenoid valve
must be reset in the PCM with the aid of WDS.
Function
MAP sensor A high temperature (approx. 600 °C) is needed to burn
off the diesel particulates trapped in the diesel particulate
filter. This temperature, however, is not attained in all
of the engine's operating conditions.
In the lower part load range, the intake manifold flap is

partly closed and thus assists in increasing the
temperature.
The intake manifold flap is closed by the intake

manifold flap solenoid valve via a vacuum.
Effects in the event of a faulty solenoid valve
Malfunctions usually result in the intake manifold flap

being moved into the fully open position by the return
spring.
1 MAP sensor With frequent journeys in the lower part load range, a
2 Intake manifold flap vacuum unit "non-closing" of the intake manifold flap may mean
that the active regeneration process cannot be carried
3 Intake manifold flap position sensor
out as calculated.
The strategy of the PCM tries to balance out the

Function
malfunctions of the intake manifold flap by increasing
NOTE: In vehicles with a coated diesel particulate filter, the injected fuel quantity in the post-injection. However,
a MAP sensor is installed on the intake manifold flap this results in the fuel rapidly diluting the engine oil.
housing. The MAPT (Manifold Absolute Pressure And
Temperature) sensor which may possibly be installed
only fulfils the function of the IAT sensor.

System
Diagnosis of the solenoid valve

• the relevant solenoid valve for short circuit and open
circuit.

Intake manifold flap position sensor
Function
The intake manifold flap position sensor detects the

exact angular position of the intake manifold flap during
the active regeneration process.
Effects of faults
The effects are similar to a failure of the intake manifold

flap solenoid valve (see relevant section in this lesson).
Diagnosis

• for short circuit to ground/battery and open control
loop,
• for plausibility (required value from the timing map
to the value actually set).
Moreover, it is checked via the position sensor with the

ignition OFF whether the intake manifold flap is
completely open.


Lesson 2 – Delphi-Common Rail Fuel System
System
Overview
The figure depicts the two-module system; with the single-module system the IDM is integrated in the PCM.
A Fuel injection line 1 Fuel injector

B High pressure line 2 Fuel rail (common rail)
C Fuel return from pump to tank/filter 3 High pressure pump
D Fuel feed 4 Fuel filter
E Leak-off pipe 5 Fuel tank
F Fuel return to tank 6 IDM *

Fuel System Lesson 2 – Delphi-Common Rail
System
7 EEC V-PCM * * On newer systems these are combined into one

control unit.
Engine starts, but cuts out again immediately afterwards.
General Engine has insufficient power.
Note: At a certain residual fuel amount, the PCM causes

Function
the engine to judder. The intention is to draw the driver's
The fuel is drawn from the fuel tank via the fuel filter attention to the fact that the vehicle must urgently be
by means of the transfer pump integrated in the high refueled.
pressure pump. Note for vehicles with EOBD: If the system causes the
The high-pressure pump compresses the fuel and forces engine to judder because the fuel tank is empty, the
it into the fuel rail. EOBD is deactivated during this phase. This prevents
apparent faults from being displayed.
The fuel pressure required for any given situation is
available for the fuel injectors for each injection process.
Leak-off oil from the fuel injectors and/or returning fuel

from the high pressure pump are fed back into the fuel
tank.
Possible causes of defects in fuel pipes and fuel

tank
Fuel lines may be blocked due to foreign bodies or

bending.
In addition, blocked parts and lines of the low-pressure
system can cause air to enter the low-pressure system
on account of the increased vacuum in the system.
Air can also enter the low pressure system through loose
or leaking pipe connections.
Faulty valves or pipes in the tank venting system can

impair the flow of fuel through the low-pressure system.
Effects in case of faults (low pressure system

contains air or is blocked)
Poor engine starting when warm or cold
Irregular idling
Engine does not start.

System
Fuel filter A temperature-dependent control valve is incorporated

in the fuel return line in the fuel filter.
Function
The control valve is a bi-metal-controlled ball valve.
By heating the bi-metal, the ball valve is opened
continuously.
At a temperature of < 0 °C the return flow rate to the

filter is approximately 55 to a max. of 65 l/h. At a
temperature of > 50 °C, the return flow rate to the filter
is less than 5 l/h.
This type of fuel recirculation ensures that no

back-pressure is generated in the fuel return system.
Draining the fuel filter
The fuel filter must be drained regularly at the prescribed

maintenance intervals.
To drain the filter, loosen the drain screw and allow the
fluid to escape until pure diesel fuel appears (use a hose
and container to collect the fluid).
Note (depending on vehicle): Because access to the

drain screw is restricted, it is first necessary to remove
the fuel filter - refer to the current Service Literature.
Depending on the vehicle, the generator may also be
1 Connection - return pipe
located below the fuel filter; as a result, there is an
2 Connection - feed pipe (from tank) increased risk of fire caused by fuel draining out of the
3 Connection - feed pipe (to the high-pressure drain screw.
pump) *
4 Filter element Possible causes of faults
5 Water drain screw
Fuel filter may be blocked by dirt. Air may also enter
6 Bi-metal
the low-pressure system as a result of leaks in the fuel
7 Ball valve filter.
* Feed pipe connections - in this diagram, shown
directly behind one another. Effects of faults
The common rail injection system has a fuel filter which
is matched to the specific requirements of the system.
Irregular idling
The main new feature here is the fuel pre-heating
function. Engine does not start.

System
Engine starts, but cuts out again immediately afterwards. Engine has insufficient power.
Overview – high-pressure system
1 Rail-type fuel injection supply manifold 7 High pressure line

2 Spherical fuel injection supply manifold 8 Fuel temperature sensor
3 Fuel injection line 9 Fuel metering valve
4 Fuel injector 10 Protective plate for venturi
5 Connection – leak-off pipe 11 High pressure pump
6 Electrical connection – solenoid valve 12 Fuel supply line (from tank)

System
13 Fuel return line (to tank) 14 Fuel return line (to high-pressure pump)
15 Fuel pressure sensor
High pressure pump
Overview
1 Drive shaft 6 Venturi in fuel return

2 Transfer pump (vane-type pump) 7 Fuel metering valve
3 Cam ring 8 High pressure connection to the fuel rail
4 Feed bore 9 High-pressure channel
5 Fuel temperature sensor 10 High-pressure chamber
From the transfer pump, the fuel is sent via a feed bore
Fuel is delivered by a transfer pump (vane type pump)
incorporated into the high-pressure pump; the transfer to the high-pressure chamber.
pump is driven by the drive shaft. In the feed bore, between the transfer pump and the
high-pressure chamber, is the fuel metering valve. The
fuel metering valve is actuated electromagnetically by

System
the IDM and thereby regulates the cross-section of the high-pressure chamber.
feed bore and thus the quantity of fuel destined for the
Flow of fuel through the high-pressure pump
1 Pressure control valve 5 Fuel return to fuel tank

2 Return bore 6 High pressure channel to fuel rail
3 Feed bore - high-pressure chamber 7 Fuel feed to the transfer pump
4 Leak-off fuel - fuel injectors
When accelerating, fuel is delivered, unrestricted, to the

The low pressure fuel return has the following functions:
high-pressure chamber. In addition, a proportion of the
• Cools and lubricates the high-pressure pump by the
fuel is used to cool and lubricate the pump and flows
internal return flow of the fuel, at low pressure, to
through a calibrated return bore and then through the
the fuel tank,
venturi back to the fuel tank.
• recirculates the leak-off fuel from the fuel injectors
The venturi in the fuel return works by the principle of
to the fuel tank.
a suction jet pump and produces a slight partial vacuum
in the leak-off pipes, allowing the leaking oil to drain
off optimally.

System
1 Pressure control valve 4 Leak-off fuel - fuel injectors

2 Fuel injector fuel return bore 5 Fuel return to fuel tank
3 Feed bore - high-pressure chamber 6 Fuel feed to the transfer pump
When decelerating, the feed to the high-pressure

chamber is closed by the fuel metering valve. As a
result, the pressure in the feed bore rises.
When a specific maximum pressure has been reached,

the pressure control valve, which is connected with the
transfer pump via a bore, opens.
The some of the excess fuel flows back to the intake

side of the transfer pump and via the venturi in the fuel
return back to the fuel tank.

System
High-pressure chamber High-pressure chamber filling
If the transfer pressure exceeds the internal pressure of

the high-pressure chamber, the inlet valve opens. Fuel
flows into the high-pressure chamber and pushes the
pump plungers via the rollers and roller supports
outwards against the cam track of the cam ring (cams
run along the rollers of the pump plungers).
The outlet valve remains closed because the pressure

in the high pressure channel, which is behind it, is
higher.
Generation of high pressure in the high pressure

chamber
1 Inlet valve
2 Cam ring
3 Roller with roller support
4 High-pressure chamber
5 Outlet valve
6 Pump plunger
The storage pressure required for the fuel rail is

generated in the high pressure chamber of the high
pressure pump.
The system uses the radial piston method of operation

and consists of one inlet and one outlet valve, both of
which are fitted with a non-return valve, two pump
1 Inlet valve
plungers with rollers and roller supports and a cam ring.
2 Cam ring
The cam ring forms part of the drive shaft.
3 Roller with roller support
The rotational movement of the drive shaft causes the
cam ring to rotate as a result of which the pump plungers 4 High-pressure chamber
are moved backwards and forwards to the centre of the 5 Outlet valve
pump. 6 To the high pressure channel/high pressure
connection
7 Pump plunger

System
If a cam now starts to run along the roller support of the The delivery phase lasts until the apex of the cam has
pump plunger, the plungers moves to the centre of the reached the roller of the roller support and the pump
high-pressure chamber. As this occurs, the delivery plungers have covered the maximum delivery path.
pressure of the pump plungers exceeds the transfer At this moment the pressure in the high pressure
pressure and the inlet valve is closed. chamber drops below that in the high pressure channel.
As soon as the pressure in the high pressure chamber The higher pressure in the high-pressure channel closes
exceeds the pressure in the high pressure channel, the the outlet valve again and the fuel delivery phase ends.
outlet valve opens and fuel is supplied to the fuel rail The amount of fuel delivered depends on the
through the high pressure connection. cross-section of the opening of the fuel metering valve.
Fuel rail (common rail)
A Fuel fuel injection supply manifold (rail type) 2 Fuel rail

B Fuel fuel injection supply manifold (spherical 3 Line connection (to the fuel injector)
type) 4 Line connection (from the high-pressure pump)

System
Structure and task Fuel pressure sensor
The fuel rail is made of forged steel. So that the engine management system can determine
the injected fuel quantity precisely, as a function of
Depending on the engine design and availability of
current fuel pressure in the fuel rail, a fuel pressure
space, a fuel rail can be long or spherical.
sensor is located on this fuel rail (see lesson 3).
The fuel rail performs the following functions:
• stores fuel under high pressure and
Excess pressure safety valve
• minimizes pressure fluctuations.
Pressure fluctuations can arise in the high pressure fuel

system caused by movements in the high pressure
chamber of the high pressure pump when operating and
by the opening and closing of the solenoid valves at the
fuel injectors.
The fuel rail is designed in such a way that its volume

is sufficient, on the one hand, to minimize pressure
fluctuations.
On the other hand, the volume in the fuel rail is small

enough to build up the required fuel pressure time for
a quick start in the shortest possible.
Function
1 High-pressure connection
The fuel supplied by the high pressure pump passes 2 High-pressure channel
through a high pressure line to the high pressure
3 Ball valve
accumulator. The fuel is then sent to the individual fuel
4 Valve spring
injectors via the four injector tubes which are all the
same length. Inside the high-pressure pump, just in front of the
When fuel is taken from the fuel rail for an injection high-pressure connection is an excess pressure safety
process, the pressure in the fuel rail is kept almost valve incorporated into the high-pressure channel.
constant. If there is a malfunction in the system, this is an
The pressure sensor on the fuel rail informs the additional safety feature to prevent the fuel pressure
IDM/PCM about the current fuel pressure in the fuel from getting too high.
rail. If a specific maximum permissible fuel pressure is
exceeded, the valve opens against spring force and the
fuel can escape into the high-pressure pump's inner
chamber.

System
High-pressure fuel lines and leak-off If the quantity of leak-off fuel differs for one (or more)
pipes fuel injector(s) (see current Service Literature), this
indicates a leak in the fuel injector.
High-pressure fuel supply lines
A detailed description can be found in the section "Fuel
pressure outside the range" in Lesson 3).
Fuel injectors
Task and function
Fuel injectors on the 2.0L Duratorq-TDCi
NOTE: The bending radii are exactly matched to the

system and must not be changed.
NOTE: After undoing one or more high-pressure fuel

line(s), it/they must be replaced. Reason: The reason
for this is that leaks can occur when re-tightening, due
to distortion of the connections of the old lines.
The high pressure fuel lines connect the high-pressure A Solenoid valve
pump to the fuel rail and the fuel rail to the individual B Hydraulic servo system
fuel injectors.
C Fuel injector nozzle
1 Fuel injector
Leak-off pipes
2 Clip for the leak-off pipe
Due to the operating principle of the fuel injectors work 3 Leak-off pipe
(see section "Fuel injectors"), some of the fuel is drained
4 Electrical connection - solenoid valve
from the fuel injectors as leak-off fuel and led into the
fuel return system. The start of injection and the injected fuel quantity are
adjusted by means of the electrically-actuated fuel
A faulty fuel injector (leaking at the solenoid valve) can
injectors.
be detected by measuring the quantity of leak-off fuel
from all the fuel injectors over a specific period of time,
using special collectors (special tool).

System
The fuel injectors are divided into different function Solenoid valve-controlled fuel injectors have the task
blocks: of regulating the start of injection and the injection
• Fuel injector nozzle, quantity by the stipulations of the IDM.
• Hydraulic servo system, An extremely fast switching time (approximately

• Solenoid valve. 0.3 ms) is achieved due to the fact that the movable
masses of the control valves are low. As a result, the
system is able to respond quickly to changes in operating
conditions.
Fuel injector closed
The fuel is fed under pressure from the fuel rail via the
fuel feed to the nozzle prechamber and into the control
chamber.
The solenoid valve is not energized and the valve needle

therefore blocks the fuel return. In this state, the same
level of pressure exists in both the nozzle prechamber
and the control chamber (pressure equilibrium).
Because the nozzle spring is also acting on the injector

needle in the control chamber, the injector needle
remains closed (hydraulic pressure + spring force).
Fuel injector beginning to open
The solenoid valve is supplied with the pick-up current

by the IDM and the valve needle opens the fuel return.
1 Upper inlet restriction - control chamber
2 Solenoid valve Because of the opening of the needle valve, the pressure
in the control chamber can dissipate through the control
3 Solenoid valve spring
chamber drain restriction.
4 Valve needle
The pressure reduction is delayed accordingly by the
5 Drain bore
control chamber drain restriction so that the fuel injector
6 Drain restriction - control chamber nozzle remains closed.
7 Control chamber
8 Nozzle openings
9 Injector needle
10 Nozzle prechamber
11 Inlet restriction - nozzle prechamber
12 Lower inlet restriction - control chamber

System
A Fuel injector closed 5 Nozzle spring

B Fuel injector beginning to open 6 Injector needle
1 Solenoid valve 7 Nozzle prechamber
2 Fuel return 8 Fuel feed
3 Valve needle 9 Drain restriction - control chamber
4 Control chamber
Fuel injector completely opened (fuel injection)

Fuel injection ends
The high pick-up current of 12 A is reduced to a holding
current of 6 A. The fuel return is still open. After a period determined by the IDM, the power supply
to the solenoid valve is interrupted and the valve needle
As soon as the pressure in the nozzle prechamber is
closes off the fuel return via solenoid valve spring force.
higher than that in the control chamber (hydraulic
pressure plus spring pressure is less than the pressure Pressure is built up again in the control chamber via the
in the nozzle prechamber), the injector needle begins to upper and lower inlet restrictions.
open (start of injection).

System
At the same time the inlet restrictions of the nozzle pressure level in the control chamber and the injector
prechamber prevent a sudden back pressure of fuel in needle closes the fuel injector nozzle.
the nozzle prechamber. This rapidly causes a higher
C Injection 5 Solenoid valve

D Fuel injection ends 6 Valve needle
1 Fuel return 7 Inlet restriction - nozzle prechamber
2 Control chamber 8 Lower inlet restriction - control chamber
3 Injector needle 9 Upper inlet restriction - control chamber
4 Nozzle prechamber

System
Identification number (fuel injector correction Irregular idling

factor)
Example of an identification number on the fuel injector

of the Ford Mondeo
Inside the hydraulic servo system there are various

restrictions with extremely small diameters which have
specific manufacturing tolerances.
These manufacturing tolerances are given as part of an

identification number which is located on the outside
of the fuel injector.
To ensure optimum fuel metering, the IDM must be

informed without fail of a change of fuel injector.
This is achieved by entering the identification number

into the IDM using the WDS, ensuring in the process
that the number is paired with the corresponding
cylinder.
Note: If the identification numbers are not entered

properly with WDS, the following faults can occur:
• Increased black smoke emissions,
• Irregular idling,
• Increased combustion noise.
Effects of faulty fuel injector(s) (mechanical

faults)
Increased black smoke production
Fuel injector leaks
Increased combustion noise as a result of coked injector

needles

Test questions Lesson 2 – Delphi-Common Rail
System
1. What is understood by the "single-module system"?
a. A single-module system is a compact injection system such as the common rail injection system.
b. The ABS module and the PCM are located in a shared housing.
c. All control units in the vehicle are combined into one control unit.
d. The IDM is integrated into the PCM.
2. What happens when the CMP signal is not detected during starting?
a. The injected fuel quantity is reduced so that the engine is very difficult to start.
b. The injected fuel quantity is set to 0 and the engine does not start.
c. The engine starts, but only runs in restricted limited operation mode.
d. Although the engine starts, it frequently misfires.
3. Which statement regarding the system with coated diesel particulate filter is correct?
a. During passive regeneration, an intensive intervention is performed by the engine management to increase
the exhaust gas temperature.
b. During active regeneration no further interventions by the engine management are required.
c. During active regeneration, an intervention is performed by the engine management to increase the exhaust
gas temperature.
d. Passive regeneration takes place continuously at exhaust gas temperatures up to 350 °C.
4. What is the significance of the identification number on the injector?
a. It provides information about the date and location of manufacture.
b. This number is used by the IDM or PCM via WDS as a correction factor for the injector.
c. It indicates for which vehicle the injector was manufactured (Focus, Mondeo, Transit).
d. Not important - contains only factory data.

Lesson 3 – Bosch-Common Rail Objectives
System

• name all the engine management components.
• specify the components of the diesel particulate filter system.
• name and describe the modifications to the air intake system.
• specify and explain the components of the fuel additive system.
• explain the electrical/electronic components of the diesel particulate filter system.
• explain what factors must be taken into consideration when replacing certain components.

Lesson 3 – Bosch-Common Rail
System
Overview
1 MAP sensor 12 DC motor for the EGR valve with an integrated

2 Fuel pressure sensor position sensor
3 Combined IAT sensor and MAF sensor 13 CPP switch
4 IAT sensor (only with diesel particulate filter 14 Oil pressure switch
system) 15 Generator (input signal)
5 Fuel temperature sensor 16 Start inhibit relay
6 ECT sensor 17 Ignition lock
7 CMP sensor 18 Battery
8 CKP sensor 19 DC motor for intake manifold flap with an
9 Stoplamp switch integrated position sensor (vehicles with a diesel
particulate filter)
10 APP sensor
20 DC motor for intercooler bypass flap with
11 BPP switch
integrated position sensor (emission standard IV)

System
21 PCM with an integrated BARO sensor 27 Fuel metering valve

22 CAN 28 Cooling fan control and A/C compressor
23 DLC 29 PCM relay
24 Fuel injectors 30 Generator (output signal)
25 Boost pressure control solenoid valve 31 Gateway (e.g. instrument cluster or GEM
26 Sheathed-type glow plug control module (Generic Electronic Module))
Characteristics MAF
After replacing a MAF sensor it may be necessary to

The following components originate from the Bosch
perform a parameter reset with the aid of WDS. In this
company:
regard, refer to the instructions in the current Service
• High-pressure pump (with fuel metering valve),
Literature.
• Fuel injectors,
• PCM.
Electric EGR valve
required and conveys it into the fuel rail. The fuel After replacing the electric EGR valve a parameter reset
metering is carried out through electrical actuation of must be performed via WDS in the PCM.
the solenoid valve-controlled fuel injectors by the
PCM. Vehicles with diesel particulate filter
On replacing the PCM following a PCM crash

(communication with the PCM can no longer be
established using WDS) it may also be necessary to
Fuel injectors
replace the diesel particulate filter. In this regard, always
An 8-digit identification number is engraved on every refer to the instructions in the current Service Literature.
fuel injector. After replacing one or more fuel After replacing the diesel particulate filter a parameter
injector(s), the identification number of the reset must be performed via WDS in the PCM.
In some versions it may be necessary after replacing
of WDS.
the diesel particulate filter differential pressure
After a new software version has been loaded, it is also sensor or the PCM to reset the parameters for the diesel
necessary to enter the identification numbers of all fuel particulate filter differential pressure sensor. In this
injectors with the aid of WDS. regard, always refer to the instructions in the current
Exact instructions on the input of identification numbers Service Literature.
can be found in the current Service Literature.

System
PCM Diagnosis
Function In the course of the diagnosis, the PCM is monitored

for correct operation. Malfunctions are therefore
detected and indicated using a relevant diagnostic
trouble code entry.
In addition to this, the following are also monitored:

• Power supply voltage monitoring,
• EEPROM monitoring.
In the case of power supply voltage monitoring

comparators compare the individual sensor supply
voltages calibrated in PCM to check if they are within
limits. There are three power supply voltage channels
The Bosch PCM is the main component of the engine
in total in the PCM.
management system. It receives the electrical signals
from the sensors and set-point transmitters, evaluates Faults in the power supply voltage indicated by an
them and calculates the actuation signals for the engine system fault warning lamp are therefore non
actuators (for example fuel injectors, boost pressure MIL active.
control solenoid valve, EGR valve, etc.) from them. Possible diagnostic trouble codes: P0642, P0643,
The control program (the software) is stored in a P0652, P0653, P0698, P0699
memory. The execution of the program is carried out The engine adjustment data and freeze frame data are
by a microprocessor. stored in the EEPROM.
Note: The further "functioning" is similar to that for the The freeze frame data forms part of the EOBD. Incorrect
Delphi common rail system (see relevant section in entries are detected appropriately and indicated by a
"Lesson 2"). diagnostic trouble code, but are non MIL active.
Possible diagnostic trouble codes: P1187, P1675,

P1676.

System
Glow plug control
1 Battery junction box 5 Sheathed-type glow plug 3

2 Sheathed-type glow plug control module 6 Sheathed-type glow plug 4
3 Sheathed-type glow plug 1 7 PCM
4 Sheathed-type glow plug 2 8 Instrument cluster with glow plug warning
indicator
Function For this purpose, the PCM transmits information on

glow duration to the glow plug control module. The
The glow plug system of the Siemens common rail glow plug control module then actuates the
system is designed so that each sheathed-type glow sheathed-type glow plugs.
plug is actuated separately.

System
In the case of a faulty sheathed-type glow plug (or when The driver is informed of preheating by the lit glow plug
short circuit/open control loop occurs in a glow plug) warning indicator in the instrument cluster. The
this is detected by the glow plug control module and preheating times become longer as the coolant
transmitted to the PCM. temperature falls.
In this way, a fault in the electrical circuit of a glow The BARO also has an influence on activation and
plug can be accurately pinpointed. deactivation of the sheathed-type glow plugs in the event
of large altitude differences.
In order to calculate the glow time precisely, the PCM
requires the following input signals: Example:
• ECT, • ECT = 60°C, BARO = 0.95 bar:
• Engine speed (CKP signal), – Sheathed-type glow plug deactivated,
• BARO. • ECT = 60°C, BARO < 0.90 bar:
Generally, activation/deactivation of the sheathed-type – Sheathed-type glow plug = activated

glow plugs during the pre- and post-heating phases
depends on the relevant ECT and BARO. Post heating
The relevant calibration data is stored as map data in
Preheating is followed by the post heating phase once
the PCM and in addition to the ECT, BARO and engine
the engine has started. The post heating phase depends
speed, the injected fuel quantity (engine load condition)
upon how the vehicle is driven.
is also significant for the post heating process.
In addition to ECT, BARO and engine speed, the
The on-time of the glow plug warning indicator is
injected fuel quantity is significant in this context. If,
determined by the PCM. However, it does not provide
for instance, the injected fuel quantity is 7 mg per piston
any indication of the actual actuation times of the
stroke and the coolant temperature is below 20 °C, post
sheathed-type glow plugs. At low temperatures, the
heating is performed at engine speeds between 1100
on-time of the glow plug warning indicator is shorter
and 3500 rpm.
than the actuation time of the sheathed-type glow plugs.
In the case of greater injection quantities and
The signal for the glow plug warning indicator is
considerably lower engine temperatures, the post heating
transmitted by PCM via the CAN bus to the gateway
phase is also activated depending on the engine speed.
(instrument cluster or GEM) where the glow plug
At 14 mg per piston stroke and an ECT of below 0 °C,
warning indicator is activated.
for example, post heating is performed at engine speeds
between 1100 and 1500 rpm.
Preheating
The PCM receives the corresponding temperature signal Effects of fault (engine cold)
from the ECT sensor.
Longer starting process.
The length of the preheating period depends on the
Loud combustion noise after starting.
temperature signal (low temperature = longer preheating
period). Rough engine running.

System
Diagnosis
Glow plug control monitoring is divided into three

monitoring steps:
• checking for short circuit and open control loop,
• plausibility check for a sticking, open glow plug
relay,
• plausibility check for a sticking, closed glow plug
relay
Checks for short circuit and open control loop, as well

as the plausibility checks are activated after ignition
ON, except if the system detects a defective glow plug
control output stage or the battery voltage is excessively
low.
If the system detects a sticking glow plug control relay,

engine power output is reduced and the engine system
fault warning lamp is switched on.
Faults in the glow plug control do not have any effect

on the EOBD limits. It is a non MIL-relevant system.

P138A, P138B, P1391, P1392, P1395.

Sensors Lesson 3 – Bosch-Common Rail
System
CKP sensor Since the engine cuts out or cannot be started in the
event of a fault, the CKP sensor has no effect on exhaust
Function emissions. No additional monitoring measures relevant
for EOBD have been implemented.
CKP sensor installation position
Therefore, this is a non MIL active component.
In the event of a fault, the engine system fault warning

lamp is actuated.

P0339.
CMP sensor
Function
1 Crankshaft vibration damper
2 CKP sensor
The CKP signal is a prerequisite for the calculation of

injected quantity and injection timing.
The CKP sensor works according to the Hall principle

and scans a magnetic disc on the crankshaft timing
pulley.
The CKP signal is used:

• to determine engine speed,
The CMP signal is required by the PCM to activate the
• to synchronize with the CMP signal,
individual fuel injectors according to the injection
• to determine the crankshaft position.
sequence. The CMP sensor works on the Hall principle.
The square-wave signal is used to identify cylinder 1,

Effects of faults
in conjunction with the CKP signal.
If there is no signal, the engine cannot be started or cuts
out. Effects of faults
When the engine is started, the synchronization between

Diagnosis
the CKP signal and the CMP signal takes place in the
The CKP sensor is checked for short circuit and open PCM.
control loop. If synchronization cannot be completed successfully,
Moreover, a plausibility check is implemented, which no injection enable signal is sent by the PCM, and the
monitors synchronization with the CMP signal. engine does not start.

Lesson 3 – Bosch-Common Rail Sensors
System
If synchronization is successfully completed, the CMP The MAP sensor is located in the air intake tract
signal is of no further consequence. This means that any downstream of the intercooler. The MAP sensor has the
potential CMP signal loss while the engine is running following functions:
has no effect. • Measuring the current boost pressure,
• Calculating the air density for adapting the injected
Diagnosis quantity and the injection timing,
• Calculating the turbocharger outlet temperature.
From the description above it can be concluded that the
CMP sensor has no effect on exhaust emissions in the
event of a fault, as the engine cuts out or cannot be Effects of faults
started.
In the event of a fault, the guide vanes of the variable
Therefore, this is a non MIL active component. geometry turbocharger are opened completely. Boost
In the event of a fault, the engine system fault warning pressure is minimized. Furthermore, the EGR system
lamp is actuated. is deactivated and the injected fuel quantity is
appreciably reduced (reduced engine power output).
P0344.
Diagnosis
MAP sensor Within the framework of EOBD, the proper functioning

of the MAP sensor is of great importance.
Function
Malfunctions lead to significantly increased emissions,
The illustration shows the MAP sensor in a vehicle with as the EGR system is switched off and the boost pressure
a diesel particulate filter system reduced to a minimum. For this reason, it is a MIL
active component.
The monitoring system continuously checks whether

the values output by the MAP sensor are within limits.
Furthermore, a plausibility check is performed in the

monitoring system. It is however only performed if the
limit check was completed without any faults.
The plausibility check takes place at a set low engine

speed. Here, the PCM compares the current pressure at
the MAP sensor with the pressure measured at the
BARO sensor for a defined period of time.
If the system detects an excessive deviation from the

target map data, it concludes immediately that the MAP
sensor is defective and changes over to a substitute
parameter.

System
Possible diagnostic trouble codes: P0235, P0236, Possible diagnostic trouble codes: P2227, P2228,
P0237, P0238. P2229.
BARO sensor ECT sensor
Function Function
The BARO sensor is located in the PCM and measures

the ambient air pressure.
With increasing geographical altitude (for example when

driving up a hill) the air density and therefore the air
resistance decreases. This has an effect on the engine
cylinder charge and the turbocharger speed.
To avoid damage to the turbocharger and increased

formation of black smoke, a BARO sensor is integrated
into the PCM. It is used for making appropriate
adaptations in the fuel metering and in the exhaust gas
The ECT sensor is located in the small coolant circuit
recirculation.
of the engine and measures the coolant temperature.
This sensor is a temperature-sensitive resistance element
Effects of faults with an NTC (Negative Temperature Coefficient).
The voltage value supplied by the ECT sensor is

In the event of a fault, the signal from the MAP sensor
assigned to a corresponding temperature value by the
is used to determine the ambient air pressure.
PCM.
If both sensors (BARO und MAP) are defective, the
The ECT is used for the following calculations:
PCM uses a substitute value. In this case, the injected
fuel quantity and therefore engine performance is • Idle speed
significantly reduced. • Injection timing
• Injected fuel quantity
Diagnosis • EGR quantity
• Glow plug control
The PCM continuously checks the BARO sensor for
• Actuation of the temperature gauge and glow-plug
short circuits (to ground and positive) and for open
warning indicator
control loop.
• Fan control
The signal from the BARO sensor is checked for
plausibility by performing a comparison test with the
MAP signal in a specific low load range. Effects of faults
Since the BARO sensor influences the EGR system, When a sensor malfunctions or overheating of the engine
this is a MIL active component. occurs, the "engine overheating" fail-safe mode is
enabled.

System
In this mode, engine power is reduced by injecting less Plausibility check

fuel. If the engine temperature still continues to increase,
the engine power output is decreased further still,
depending on the vehicle version.
In fail-safe mode the cooling fans run at maximum

power.
Diagnosis
As described previously, the engine coolant temperature

is used in a variety of calculations and thus has an
important effect on exhaust emissions.
In addition, the engine coolant temperature is required

to define the warm-up cycle.
Therefore, this is a MIL active component. T Engine coolant temperature

The monitoring system continuously checks if the values T1 Assumed engine coolant temperature
output by the ECT sensor are within limits. T2 Minimum temperature
The PCM interprets deviations from limit values as an T3 Minimum temperature not reached
open control loop or a short circuit (to ground and to
t Time
battery).
1 Timer
The ECT sensor is checked for plausibility by the fact
2 Implausible temperature increase
that a specific calibrated temperature increase has to
occur within a set period of time after the engine starts. 3 Expected minimum temperature increase
The plausibility check is only performed if the limit 4 Plausible temperature increase
check was completed without any faults. 5 Timer cancellation
Performing the plausibility check:

• After the engine has been started, the PCM assumes
an engine coolant temperature value.
• If the engine speed and the injected quantity exceed
a calibrated value due to the temperature value
assumption, a timer is started in the PCM.
• During timing, the PCM checks whether a sufficient
temperature increase and a calibrated minimum
temperature are reached.

System
• If this is not reached after timeout, an implausible Furthermore, the IAT signal is used to calculate the
value is assumed and a DTC is stored. turbocharger outlet temperature. The established value
• If, however, a sufficient temperature increase and a is used as a coefficient of correction when calculating
calibrated minimum temperature are reached during the air density through the MAP sensor.
timing, the plausibility check is deemed to have been
successful and is stopped. Effects of faults
In the event of a fault, the engine management system
If the signal from the MAF sensor fails, the EGR system
reverts to a substitute value and the engine runs at
is deactivated.
reduced power output. In this case, the cooling fans are
switched to run at maximum power. To calculate the mass air flow when the signal fails a
substitute value is used. The substitute value for the
mass air flow for each cylinder is calculated by the PCM
P0117, P0118.
from the engine speed.
Combined IAT sensor and MAF sensor

Diagnosis
Function
• if the values output by the MAF sensor are within
limits.
• the sensor for short circuit to ground/battery,
• for intermittent faults (for example loose contact),
• the sensor signals for plausibility.
Since the EGR system is deactivated in the event of a

fault, this is a MIL active component.
Possible diagnostic trouble codes:

• MAF sensor: P0100, P0101, P0102, P0103.
1 MAF sensor
• IAT sensor in the MAF sensor: P0110, P0112,
The MAF sensor measures the air mass drawn into the P0113, P0071.
engine. The MAF signal has an effect on the injected
quantity and the injection timing.
Furthermore, the MAF signal is used to control the

exhaust gas recirculation (closed control loop).
There is an IAT sensor integrated into the MAF sensor.
The IAT is used to correct the MAF signal. This ensures

a more precise measurement of the mass air flow. The
EGR rate can be metered with greater precision. This
has a positive effect on the exhaust emissions.

System
Vehicle speed signal uncomfortable judder during gearshifts.
Function
Diagnosis
The VSS has only minor effects on exhaust gas

emissions and does not exceed the EOBD limits.
The vehicle speed sensor signal is, however, part of the

freeze frame data and is therefore classified as MIL
active.
Possible diagnostic trouble codes: P0500, P1934.
APP
1 Wheel speed sensors
Function
2 ABS module
For safety reasons, the APP sensor is designed as a
3 PCM
inductive double sensor.
The vehicle speed signal is determined by the Bosch
common rail system via the wheel speed sensors of the
ABS.
The signal from the wheel speed sensors is transmitted

via the CAN communication bus. The PCM calculates
the vehicle speed from this.
For the calculation of the vehicle speed, the wheel

speeds of both front wheels are detected and an average
value is calculated.
If one or both front wheel speed sensors are faulty, the In this system, the signal from APP sensor 1 is
signals of both rear wheel speed sensors are used and transmitted directly as a pulse width modulated signal
their average is used as the vehicle speed value. If a to the PCM.
fault occurs to the wheel speed sensors (one or both), a
The APP sensor 2 signal is transmitted as an analog
reliable vehicle speed signal can no longer be
signal to the instrument cluster.
transmitted via the CAN data bus.
In the instrument cluster the APP 2 signal is digitized,
The signal is used by the PCM to calculate the gear
then put onto the CAN data bus and transferred to the
selected and as information for the speed control which
PCM.
is integrated in the PCM.
Effects of faults
increased idling speed

System
Effects of faults With the help of this signal, the fuel temperature is
continuously monitored to prevent overheating of the
If one of the two sensors of the APP sensor fails, the injection system.
engine runs at reduced power output. However, it is still
The critical fuel temperature is approx. 90 °C. When
possible to reach top speed.
the maximum fuel temperature is approached, the fuel
If the vehicle is equipped with a driver information pressure and injected quantity is limited accordingly.
system, the fault message: "REDUCED
ACCELERATION" is displayed.
Effects of faults
If the APP sensor fails completely, the engine is
regulated to a speed of up to 1200 rpm after the BPP In the event of a fault, the PCM assumes a maximum
switch and the stop lamp switch have been actuated temperature value, which results in a reduction of the
once and a plausibility check has been carried out. The engine power output.
vehicle can be accelerated to a maximum speed of 56
km/h.
Diagnosis
If the vehicle is equipped with a driver information
system the error message "LIMITED MAXIMUM The monitoring system continuously checks if the signal
SPEED" is displayed. is within the limits as well as for short circuit and open
circuit.
If the vehicle is not equipped with a driver information
system the "engine system fault" warning lamp Faults on the fuel temperature sensor have no effect on
illuminates when a system error occurs. the exhaust gas emissions and therefore do not affect
the EOBD limits.
Fuel temperature sensor For this reason, it is a non MIL active component.

Function P0183.
Fuel pressure sensor
Function
The fuel temperature sensor is located in the fuel return

system in a T-piece above the fuel rail.
It measures the fuel temperature in the low-pressure

system.

System
The fuel pressure sensor measures the current fuel The same takes place if the lower limit range is
pressure in the fuel rail very accurately and quickly and exceeded.
delivers a voltage signal to the PCM in accordance with The sensor is also checked for short circuits (to ground
the current pressure level. and battery) and open control loop.
The fuel pressure sensor operates together with the As the engine cuts out in event of a fault, a faulty fuel
fuel metering valve on the high-pressure pump in a pressure sensor signal has no effect on the EOBD limits.
closed-loop control circuit. Therefore, this is a non MIL active component.
The fuel pressure sensor signal is used to: In the case of a fault, the engine system fault warning
• determine the injected fuel quantity, lamp illuminates.
• determine the start of injection, Possible diagnostic trouble codes: P0190, P0191,
• drive the fuel metering valve on the high-pressure P0192, P0193.
pump.
Effects of faults
The fuel pressure is a critical value. If the signal should

fail, it is no longer possible to carry out a controlled
injection process.
In the event of a short circuit or open control loop the

PCM assumes a fuel pressure that is higher than the
maximum permissible pressure. In response, the injected
fuel quantity is set to 0 and the engine cuts out or cannot
be started.
The injected fuel quantity is also set to 0 if values are

implausible.
Diagnosis
The fuel pressure sensor is continuously checked during

analogue signal acquisition to establish whether the
signal is within the limits.
If the sensor voltage exceeds the upper limit, the PCM

records a "limit fault high".
If the sensor voltage in the next test cycle has fallen

below the limit range again, this is registered by the
PCM as "Sensor OK". However, if the "limit fault high"
message remains for a set time, this is interpreted as a
fault, and the engine is ultimately stopped.

Switch Lesson 3 – Bosch-Common Rail
System
Oil pressure switch In addition, there is a BPP switch installed. In vehicles

with a speed control system, the stoplamp switch and
the BPP switch both send the "brake applied" signal to
the PCM for safety reasons.
In addition, the signals from both switches are used to

check the APP sensor (plausibility check).
CPP switch
Function
Using the CPP switch, the PCM identifies whether the

1 PCM
clutch is engaged or disengaged.
2 Instrument cluster
The quantity of injected fuel is briefly reduced during
3 Oil pressure switch actuation of the clutch to avoid engine judder during
The oil pressure in the engine's oil circuit is monitored gearshifts.
via the oil pressure switch. The CPP switch is located on the pedal box assembly.
If the oil pressure is incorrect, this is detected by the oil On vehicles with a speed control system, the CPP switch
pressure switch, which then transmits a signal to the switches off the speed control system when the clutch
PCM. is disengaged.
In the PCM the signal from the oil pressure switch is
placed on the CAN communication bus and forwarded Effects of faults
to the instrument cluster, causing the oil pressure
warning indicator to illuminate. Engine judder during gearshifts.
There is no fault strategy implemented.
Stoplamp switch/BPP switch
Function
The signal of the stop lamp switch influences fuel

metering when the brake is applied and a gear is engaged
at idle speed.
Example: During braking, the PCM receives a signal

from the stoplamp switch which results in the fuel
quantity for idle control being reduced. This prevents
the idle control system from continuing to maintain idle
speed and counteracting the braking action.

Lesson 3 – Bosch-Common Rail Actuators
System
Fuel metering valve (CP3.2) The fuel metering valve regulates the fuel quantity
which is fed to the high-pressure chambers of the
Function high-pressure pump depending on the fuel pressure in
the fuel rail.
As a result, the quantity of fuel that flows back to the

fuel tank is kept to a minimum.
1 Coil 5 Maximum opening cross-section

2 Wiring harness connector connection 6 From the transfer pump
3 Valve needle 7 To the high-pressure chambers
4 Valve closed
NOTE: The fuel metering valve is fully opened in its

de-energized state.

Actuators Lesson 3 – Bosch-Common Rail
System
The fuel metering valve is controlled by PWM signals From the output shape of the pulse width modulated
from the PCM. The type of pulse width modulation is signals, the monitoring system identifies (by comparing
a function of: it with the target map data) whether the actuation is
• Driver's requirements, within the limits.
• Fuel pressure requirement, The Bosch diagnostic system classifies faults in the fuel
• Engine speed. metering valve either
• as control faults (in this case the engine speed is
The fuel metering valve operates together with the
limited to a safe range) or
fuel pressure sensor on the fuel rail in a closed
control loop. • as malfunctions (in this case the engine is switched
off by the PCM).
Effects of faults .
In addition, short circuits (to ground and battery) and

In the event of serious malfunctions, the injected
open circuits are monitored.
quantity is set to 0 and the engine cuts out or cannot be
started. Control faults only have minor effects on exhaust gas
emissions. Consequently, this is a non MIL active
Malfunctions in the fuel metering valve are detected by
component, as the EOBD limits are not exceeded.
continually comparing the fuel pressure request
(calculated by the system) and the actual fuel pressure Malfunctions result in the engine being stopped by the
(measured in the fuel rail). In the event of a deviation PCM; this ensures that the exhaust gas emissions are
from a set tolerance range, the injected quantity is set not affected.
to 0 and the engine cuts out or cannot be started. Possible diagnostic trouble codes: P0191, P0192,
P0193, P0251, P0252, P0253, P0254.
Diagnosis
Fuel metering valve (CP1H)
The EOBD requirement demands the detection of faults
when determining the injected fuel quantity and fuel
injection timing. These parameters have serious effects
on the exhaust gas emissions.
The determination of the fuel injection timing is

established via the crankshaft position.
The injected quantity results from the engine speed and

the opening time of the fuel injector, depending on the
fuel pressure in the fuel rail.
Monitoring of the fuel pressure is a function determined

by the interaction of the fuel metering valve (adjusting
the delivery quantity for the fuel rail) and the fuel
pressure sensor (adjusting the desired fuel pressure).

System
NOTE: When de-energized, the fuel metering valve is The fuel injectors are each fitted with one solenoid
completely closed. valve. Actuation for fuel metering is carried out by the
PCM.
Additional functions as well as strategies are essentially
the same as those of the fuel metering valve of CP3.2 The electrical supply of the solenoid valves occurs in
(see relevant section in this lesson). several phases:
1. Opening phase,
Fuel injector solenoid valve 2. Pickup current phase,
3. Transition to holding current phase
Function
4. Holding current phase,
5. Turn-off phase,
6. Recharge phase
1 Solenoid armature
2 Wiring harness connector connection
3 Solenoid valve needle

System
A Solenoid valve current 2 Pickup current phase

B Solenoid valve needle lift 3 Transition to holding current phase
C Injected fuel quantity 4 Holding current phase
t Time 5 Turn-off phase
1 Opening phase 6 Recharge phase
In the pickup current phase the solenoid valve is

In the opening phase the current has to increase initially
supplied by battery voltage. This supports rapid opening
to approximately 20A with a steep edge to achieve a
of the solenoid valve.
low tolerance and therefore high repeatability for
calculation of the injected quantity. Current control limits the pickup current to
approximately 20A.
This is achieved by using an amplifier voltage of up to
100 V which is generated in the PCM and stored in a In the holding current phase the current is reduced to
capacitor. approx. 12A. Unnecessary heat generation in the PCM
is prevented in this way.
By applying this high voltage to the solenoid valve, the
current rises several times steeper than when battery When lowering the pickup current to holding current,
voltage is applied. energy is released. It is supplied to the capacitor
(amplifier voltage storage) for recharging.

System
In the turn-off phase the current is switched off to close Possible diagnostic trouble codes: P0201 to P0204
the solenoid valve. This releases energy which is also (MIL active); P1201 to P1204, P1551 to P1554 (non
supplied to the capacitor. MIL active)
The recharge phase takes place between injections.

For this purpose, an unused solenoid valve is supplied Boost pressure control solenoid valve
with a saw-tooth current. The current level is so low,
however, that the solenoid valve is not opened. Function
The energy stored in the solenoid valve is also supplied The boost pressure control solenoid valve is supplied
to the capacitor so that it is fully charged for the next with vacuum by the vacuum pump.
opening phase.
Pulse width modulated signals from the PCM control
this vacuum via the boost pressure control solenoid
Effects of faults valve.
rough engine running, The controlled vacuum acts upon the vacuum unit of
the turbocharger.
increased emissions of black smoke,
loud combustion noise

Effects of faults
Diagnosis In the event of a fault, boost pressure control is no longer

possible. Due to this, the injected fuel quantity is limited
The monitoring system is able to identify two types of (power output reduction) and the EGR system is
malfunctions via several electrical tests. switched off.
• Fuel metering fault of all fuel injectors,
• Fuel metering fault of a single fuel injector Diagnosis
This works by monitoring the staged power supply
Boost pressure control operates in a closed control loop.
(current phases) of the fuel injectors (as described
The adjustment of the guide vanes of the variable
previously).
geometry turbocharger is carried out via the boost
The power consumption of the solenoid valve coil (in pressure control solenoid valve. The boost pressure is
relation to a defined time) indicates whether the solenoid controlled depending on requirements via the MAP
valve is working within its tolerances. sensor.
Deviations from the tolerance range result in Faults on the boost pressure control solenoid valve or
uncontrollable fuel metering. This means that the on the vacuum system are detected by the MAP sensor.
injected quantity and the injection timing cannot be
As the EGR system is deactivated, the NOX emissions
determined exactly (see Possible consequences of
increase sharply. As a result, EOBD limits are exceeded.
faults).
Therefore this is a MIL active component.
In addition, the fuel injectors are checked for short
circuit and open circuit.
Fuel injector faults are MIL active if continued engine

running is permitted.

System
EGR valve
Function
The EGR valve is fitted on the exhaust side of the engine

on the cylinder head.
The EGR valve comprises the following components:

• Servo motor,
1 PCM
2 DC motor
3 Servo motor
4 Position sensor
NOTE: After the EGR valve is replaced or after the

PCM is replaced/reprogrammed, the EGR valve must
be initialized by the PCM via WDS.
The servo motor acts as a DC motor that sets the

requested opening cross-section of the EGR valve.
Actuation is by means of the PCM using pulse width
modulation.
The exact position of the EGR valve is established via

the position sensor.
It is therefore a closed control loop.

System
Note: Each time the engine is stopped, a cleaning mode The position sensor is monitored for the following:
is activated by the PCM, whereby the EGR valve is • Limit monitoring: The PCM checks constantly if the
moved from its fully open position to a completely incoming signal is within the limits.
closed position (by means of maximum activation of
• Monitoring for short circuit and open circuit,
the DC motor).
• Position sensor reference voltage monitoring.
However, the longer the engine is in operation, the
The position sensor also detects when the EGR valve
greater the likelihood of residues forming on the valve
is sticking in the open position. This is detected by
seat of the EGR valve as a result of the exhaust gases
adaptation of the mechanical closing point. For
flowing past it. These residues can cause the mechanical
detection, the valve has to move a certain distance from
closing point of the EGR valve to shift.
its fully opened state to its fully closed state. If the
For this reason, the closing is re-adapted at regular expected distance is not traveled as programmed, the
intervals. Consequently, the position sensor also retains position sensor detects this and interprets it as a fault.
its precise measurement after a long period of operation.
Another control function checks whether the position
of the EGR valve is reached according to the
Effects of faults requirements. This monitors proper mechanical
functioning of the EGR valve.
In the case of a fault, controlled exhaust gas recirculation
is no longer possible and the EGR system is switched Faults in the EGR valve have serious effects on the
off. If the EGR sticks open, this is detected by the exhaust gas emissions. If the level of exhaust gas is too
position sensor and the PCM then reduces the quantity low, the NOX emissions increase, if it is too high, the
of fuel injected and thus engine performance. diesel particulate emissions increase dramatically.
Therefore, this is a MIL active component.

Diagnosis Possible diagnostic trouble codes: P0403, P0404,
P0405, P0406, P1412.
Monitoring of the EGR servo motor is divided into three
monitoring operations:
• Monitoring of the DC motor,
Intake manifold flap servo motor
(vehicles with diesel particulate filter)
• Monitoring of the position sensor,
• Monitoring of the EGR valve. Function
In addition, the entire EGR system (interaction between
the EGR valve, position sensor, servo motor and MAF
sensor) is monitored under certain operating conditions.
The DC motor is monitored through a simple electrical

test.
The output stage in the PCM for the DC motor is

continuously checked for short circuit and open circuit,
as well as for malfunctions that can occur due to high
temperatures.

System
An intake manifold flap is located in the air intake

system which has the following functions:
• Restricting the intake air for exhaust gas
recirculation,
• Closing the intake system when the engine is
stopped,
• Closing the air path via the intercooler while the
regeneration of the diesel particulate filter takes place
(see section on "Diesel particulate filter with fuel
additive system" in this lesson).
The intake manifold flap is actuated by a servo motor.

The servo motor is a DC motor that precisely controls
the requested position of the intake manifold flap
through actuation by the PCM.
In addition, there is a position sensor in the servo motor

that informs the PCM of the current position of the
intake manifold flap (closed control loop).
In order to restrict the intake air flow, the intake

manifold flap is closed by a set percentage value
depending on requirements. 1 Power supply from the battery junction box
This produces a specific vacuum behind the intake 2 PCM
manifold flap. This vacuum results in the recirculated 3 DC motor
exhaust gases being drawn in more efficiently by the
4 Servo motor
engine via the EGR valve and therefore in a higher EGR
rate to be delivered to the cylinders. 5 Position sensor
When the engine is stopped, the intake manifold flap

is closed. This prevents intake air from being drawn in
and, consequently, running on (judder) of the engine.
In the case of vehicles with a diesel particulate filter

the intake air temperature has to be increased under
certain operating conditions for the regeneration process.
To achieve this, the intake air valve is closed depending

on requirements and an intercooler bypass opened
(bypass of the intercooler) – see "Lesson 4 – Engine
emission control".

System
Effects of faults
The intake manifold flap is sticking in the open position:

• EGR is limited or switched off.
• When switching off the engine, increased engine
judder occurs.
The intake manifold flap is sticking in the closed

position:
• Engine does not start.
If the intake manifold flap is sticking, only limited

control of exhaust gas recirculation is possible.
Depending on the position in which it is sticking, too
much exhaust gas could be recirculated under certain
load conditions. In this case, the injected fuel quantity
and therefore the engine power output is reduced to
prevent black smoke.
Serious faults at the position sensor will result in the

EGR system being deactivated.
Diagnosis
Monitoring the intake manifold flap (by means of the

position sensor) includes the following checks:
• Limit range check,
• Plausibility check,
• Control deviations,
• Sticking intake manifold flap.
Most faults result in limited exhaust gas recirculation

or the EGR system being deactivated, which means that
the maximum exhaust emission levels are exceeded.

P0487, P0488, P2141, P2142.

Strategies Lesson 3 – Bosch-Common Rail
System
Regeneration process Initiating regeneration
General
With the use of diesel particulate filters the remaining

diesel particulate matter can be reduced by more than
99%.
The storage capacity of the diesel particulate filter is

limited. This means that the diesel particulates
accumulated in the diesel particulate filter have to be
removed periodically.
This is achieved by burning off the diesel particulates

1 Supervisor software
at set intervals.
2 Manager software
A burn-off of diesel particulates takes place chemically
3 Regeneration
at a temperature of approximately 600 °C. As the
exhaust gas temperature during the approved European 4 Regeneration is to take place
driving cycle rarely exceeds 270 °C due to the low 5 Monitoring of the regeneration
engine load, measures have to be initiated to enable
For regeneration of the diesel particulate filter, the PCM
burn-off of the diesel particulates.
features a separate data record.
These measures are:
The decision on whether, and if so when, regeneration
• Sustained increase in exhaust gas temperature,
has to take place must be made by two different software
• Lowering the oxidation temperature by using a fuel applications:
additive.
• Supervisor software and
The increased exhaust gas temperature is achieved • Manager software.
by:
The Supervisor software decides on the basis of the
• Closing of the intake manifold flap,
following parameters whether regeneration should be
• Opening the intercooler bypass (increasing the intake carried out:
air temperature by bypassing the intercooler),
• Soot load of the diesel particulate filter (value of the
• Two post-injections, diesel particulate filter differential pressure sensor),
• Closing of the EGR valve, • Distance traveled,
• Actuation of the guide vanes of the turbocharger to • Operating conditions driven,
deliver minimum boost pressure.
• Favorable conditions for regeneration,
A fuel additive (cerium) is used to lower the oxidation • Probability of improved conditions in the near future.
temperature. With the help of the fuel additive, the
By taking these parameters into account, it is possible
oxidation temperature is lowered to 450 °C.
to achieve minimum fuel consumption levels, minimum
oil dilution and optimum performance whilst the vehicle
is in operation.

Lesson 3 – Bosch-Common Rail Strategies
System
If the Supervisor software makes the decision that Regeneration cycle

regeneration should be carried out, the Manager software
is informed. The post-injections result in high oil dilution and must
therefore be kept within limits.
The Manager software monitors the regeneration
process and constantly interrogates the following inputs: To avoid excessively high oil dilution, a minimum
driving distance has to be maintained between two
• Coolant temperature,
regeneration cycles (approx. 350 km).
• Intake air temperature,
Depending on operating conditions, the diesel particulate
• Fuel temperature,
filter is regenerated every 350 to 1000 km.
• Exhaust gas temperature,
Regeneration cycles are increased depending on ash
• Manifold absolute pressure.
content, which increases with every regeneration of the
diesel particulate filter.
Regeneration Process
As the ash content increases, the pores of the diesel
After the Supervisor software has enabled regeneration, particulate filter become increasingly blocked. This
the following actuations occur in two stages: means that regeneration cycles also become increasingly
shorter.
Stage 1:
For this reason, the diesel particulate filter has to be
• Deactivation of the EGR system,
replaced at a defined service interval (every 60,000 km
• Actuation of the guide vanes of the turbocharger to
at the time of going to print).
deliver minimum boost pressure,
Note: Increased oil consumption and reduced fuel
• Driver does not accelerate.
quality (high sulphur content), as well as high fuel
Stage 2: consumption accelerate the build-up of ash in the diesel
• Opening of the intercooler bypass, particulate filter, shortening regeneration intervals more
• Closing of the intake manifold flap, quickly.
• Advanced post-injection, If the minimum distance between regeneration cycles,
• Retarded post-injection. currently 350 km, cannot be adhered to, this is detected
by the diesel particulate filter differential pressure
If regeneration has commenced, it will be completed,
sensor, and the engine system fault warning lamp is
regardless of the operating condition of the engine.
switched on. The diesel particulate filter must be
Regeneration is only stopped then by shutting off the
serviced early.
engine. Regeneration is started again once acceptable
operating conditions are detected by the system.
Regeneration takes a maximum of 10 minutes.

System
EGR system
1 MAF sensor 6 Position sensor (integrated in servo motor)

2 PCM 7 Intercooler
3 Oxidation catalytic converter 8 EGR cooler
4 Turbocharger(s) 9 Intake manifold flap with servo motor (only in
5 EGR valve servo motor emission standard IV)
In the part load range, exhaust gas recirculation is

By using turbochargers, the temperatures in the
achieved by mixing the exhaust gases with the intake
combustion chamber rise together with the compression
air. This reduces the oxygen concentration in the intake
and combustion performance.
air. In addition, exhaust gas has a higher specific heat
In addition, the combustion temperatures are increased capacity than air and the proportion of water in the
by using the direct fuel injection method. recirculated exhaust gas also reduces the combustion
Both result in the increased formation of NOX in the temperatures.
exhaust gas. In order to keep this NOX content in the These effects lower the combustion temperatures (and
exhaust gas within required limits, the EGR system is thereby the proportion of NOX) and also reduce the
becoming increasingly important. amount of exhaust gas emitted. The quantity of exhaust
gas to be recirculated is precisely determined by the

System
PCM. An excessive exhaust gas recirculation rate would Intake manifold flap
lead to an increase in diesel particulate, CO and HC
emissions due to lack of air. A further step towards minimizing NOX is the
restriction of intake air via the intake manifold flap.
For this reason, the PCM requires feedback on the
amount of recirculated exhaust gases. This works via By partial closing of the intake manifold flap a vacuum
the MAF sensor and a position sensor which is is generated behind the intake manifold flap. The
integrated into the servo motor of the EGR valve. vacuum results in the exhaust gases being drawn in more
efficiently by the engine via the EGR valve, enabling
The servo motor itself is activated by the PCM
the EGR rate to be metered more effectively.
depending on requirements.
This combination (MAF sensor, position sensor and
intake manifold flap control) allows even more precise
MAF sensor
metering of the recirculated quantity of exhaust gas.
This way, it is possible to get even closer to the
The quantity of exhaust gas recirculated when the EGR
operating limit with a greater quantity of exhaust gas.
valve opens has a direct influence on the MAF sensor
The NOX emissions are thereby reduced to a minimum.
measurement.
During exhaust gas recirculation, the reduced air mass

measured by the MAF sensor corresponds exactly to Diagnosis
the value of the recirculated exhaust gases. If the
The EGR control works as a system. The interaction of
quantity of recirculated exhaust gas is too high, the
individual components is monitored.
intake air mass drops to a specific limit. The PCM then
reduces the proportion of recirculated exhaust gas, thus Malfunctions lead to increased exhaust emissions which
forming a closed control loop. exceed the EOBD limits. Certain faults also lead to the
EGR system being switched off. Therefore, this is a
MIL active system.
Position sensor
Malfunctions in the EGR system are detected by the
In the face of increasingly stringent emission standards, MAF sensor.
EGR control via the MAF sensor alone is reaching its In case of a fault, the EGR system is switched off. In
limits. the event of specific faults, the PCM limits the injected
For this reason, a position sensor, which is integrated fuel quantity (power output reduction).
into the EGR valve servo motor, is used in addition to
the MAF sensor.

System
1 Boost pressure solenoid valve 5 Turbocharger(s)

2 MAP sensor 6 PCM
3 Intercooler 7 Vacuum pump
4 Vacuum unit for variable turbine geometry
In the event of a malfunction of the boost pressure

On a variable turbocharger, the boost pressure is
regulated by adjusting the guide vanes. This means that
metering system.
optimum boost pressure can be set for any operating
condition. Within the framework of EOBD, all the components of
the boost pressure control system are monitored
The boost pressure actual value is measured via the
individually as is their interaction (during system
MAP sensor. The set value depends on the speed and
monitoring).
injected fuel quantity as well as the BARO.
When a control deviation occurs, the guide vanes of the

variable-geometry turbocharger are adjusted via the Turbocharger diagnosis
boost pressure control solenoid valve.
Boost pressure control works as a system. The
interaction of individual components (including the
turbocharger) is monitored.

System
Malfunctions of the turbocharger and faults of the boost In the event of a fault, the PCM limits the injected fuel
pressure control solenoid valve or the vacuum system quantity (power output reduction) and sets a diagnostic
for the turbocharger actuation result in increased exhaust trouble code.
emissions which exceed the EOBD limits. Certain faults Possible diagnostic trouble codes:
also lead to the EGR system being switched off.
• MIL active: P0045, P0046, P0047, P0048
Therefore, this is a MIL active system.
• Non MIL active: P0234, P0299
Malfunctions in the boost pressure control system are
detected by the MAP sensor.
1 PCM 5 Fuel metering valve

3 High pressure chambers for high pressure 7 Fuel rail
generation 8 Solenoid valve
4 Fuel feed 9 Injector needle

System
The engine management system on the common rail Pressure drop after engine is switched off
injection system is capable of providing the optimum
injection pressure for each operating condition. After the engine has been switched off, pressure is
reduced through leakage past the fuel injectors. The rate
Via the high pressure chambers of the common rail
of pressure reduction depends on how high the fuel
high-pressure pump, fuel is compressed and fed to the
pressure and fuel temperature are. For safety reasons,
fuel rail.
a certain period of time has to elapse before the
In the process, the delivery quantity is regulated by the high-pressure system is opened after the engine is
fuel metering valve by varying the opening cross section stopped (see current Service Literature).
The fuel pressure is regulated in such a way that the Other strategies
condition. Other strategies include:
On the one hand, this reduces the noise emission during • Idle speed control
fuel combustion. • Judder damper
On the other hand, the engine management system can • Smooth-running control (cylinder balancing)
meter the fuel very precisely, which has a positive effect • External fuel quantity intervention
on exhaust emissions and fuel consumption. These strategies are similar to those for the Delphi
The fuel pressure sensor continuously informs the PCM common rail system (see relevant sections in "Lesson
about the current fuel pressure. 2 – Delphi common rail system")
Pressure is regulated via the fuel metering valve by

reducing the cross section of this valve accordingly. As
a result, the high-pressure pump delivers a smaller
quantity of fuel (or no fuel at all, depending on the
requirements) until the desired fuel pressure is reached.
Fuel pressure is dependent on engine speed and engine

load.
Switching off the engine
Because of the way the diesel engine works, the engine

can only be switched off by interrupting the fuel supply.
In the case of fully electronic engine management this

is achieved by the PCM specifying an injected quantity
of 0. The solenoids for fuel injection are therefore no
longer energized and the engine is switched off.

Lesson 3 – Bosch-Common Rail Diesel particulate filter with fuel additive
System system
Component overview
1 Catalytic converter exhaust gas temperature 5 Fuel additive control unit

sensor 6 Instrument cluster
2 Catalytic converter 7 Tank flap switch
3 Diesel particulate filter differential pressure 8 Tank flap solenoid
sensor
9 Fuel additive tank
4 PCM
10 Fuel additive pump unit

Diesel particulate filter with fuel additive Lesson 3 – Bosch-Common Rail
system System
11 Fuel injector 12 Fuel tank

13 Diesel particulate filter
The diesel particulate filter of the 1.6L Duratorq-TDCi

Diesel particulate filter (DV) engine is downstream of the catalytic converter
in the flow direction of the exhaust gases.
Oxidation catalytic converter and diesel particulate filter

are combined in one housing.
The particulate matter contained in the exhaust gas is

deposited in the diesel particulate filter. The pressure
drop across the particulate filter (measured via the diesel
particulate filter differential pressure sensor) is an
indicator for the soot load of the filter.
The soot load capacity of the diesel particulate filter is

limited, however, so that it has to be regenerated at
regular intervals (burning/oxidation of the diesel
particulates).
After regeneration, ash residues that have formed from

the fuel additive, engine oil and fuel remain in the diesel
particulate filter. These constituents cannot be further
converted and can only be deposited in the diesel
particulate filter up to a certain degree.
This means that the diesel particulate filter must be

replaced at prescribed service intervals (see current
Service Literature).
1 Connection – exhaust gas temperature sensor –
diesel particulate filter
2 Pipes to diesel particulate filter differential
pressure sensor
3 Diesel particulate filter and catalytic converter
housing

System system
1 Exhaust gas from engine 3 Diesel particulate filter

2 Oxidation catalytic converter 4 Cleaned exhaust gas
particulate matter flow into the diesel particulate filter

The diesel particulate filter is a honeycomb structure,
and are then forced to flow through the porous walls as
the walls of which are made of porous silicon carbide
a result of the offset position of the sealed channels.
In addition, the individual ducts are sealed at one side
and offset to each other. The build up of diesel particulate matter in the
intermediate chambers of the porous walls increases the
After combustion has occurred, some diesel particulates
filtration effect still further.
may still be present in the exhaust gas. As part of the
filtration process, the exhaust gases loaded with diesel

system System
Intercooler bypass
1 MAP sensor 6 Intercooler

2 Intake manifold flap housing 7 Turbocharger vacuum unit
3 Intercooler bypass 8 Intercooler bypass flap servo motor
4 MAF sensor with integral IAT sensor 9 Intercooler/intake manifold flap connection
5 Connecting piece between turbocharger and 10 Intake manifold flap servo motor
intercooler

System system
An intake manifold flap housing has been added to the The intercooler bypass flap is adjusted via a servo motor
intake system in conjunction with the particulate filter during the regeneration phase of the diesel particulate
system. The intake manifold flap housing contains the filter.
following components: During the regeneration phase the air mass flowing
• Intercooler bypass flap with servo motor, through the intercooler (regulated by the intake manifold
• Intake manifold flap with servo motor, flap) is reduced.
• MAP sensor, At the same time, the flow of uncooled air mass via the
• IAT sensor (not illustrated). intercooler bypass (regulated by the intercooler bypass
flap) is increased.
The intake manifold flap creates the connection
between the cooled air from the intercooler and the This reduces the engine's cylinder charge while keeping
intake ports of the engine via the intake manifold flap the intake air temperatures constant to prevent variations
housing. in exhaust gas temperatures during regeneration.
The intercooler bypass valve creates a direct The position of both valves is dependent on the intake
connection between the compressor side of the air temperature. For this reason, there is an additional
turbocharger and the intake ports of the engine via the IAT sensor in the intake manifold flap housing,
intake manifold flap housing. The intercooler is downstream of the intake manifold flap and intercooler
bypassed. bypass flap (not illustrated).

system System
Fuel additive system – general
1 Fuel tank 4 Fuel additive pump unit

2 Hoses for fuel additive (top up and ventilation) 5 Fuel additive pipe to fuel injector
3 Fuel additive tank 6 Fuel injector
The fuel additive mixes with the diesel fuel in the fuel
The fuel additive system comprises the following
tank. The quantity of the fuel additive to be injected is
components:
dependent on the diesel fuel quantity at each refueling.
• a fuel additive tank with a fuel additive pump unit,
• fuel additive pipes,
• a fuel injector.
In addition, a tank flap switch and a fuel additive control

unit are installed in the vehicle (not illustrated).
The fuel additive is injected into the fuel tank via the
fuel additive pump unit, the fuel additive pipe and the
fuel injector.

System system
System components – fuel additive Fuel additive pump unit

system
Fuel additive tank
1 Connection to the fuel tank

2 Fuel additive pump
3 Piezo sensor
1 Fuel line to fuel tank
2 Overflow (when filling) The fuel additive pump is designed as a
displacement-type pump (piston pump). It feeds the fuel
3 Fuel filler connection
additive, metered according to the command issued by
4 Fuel additive tank
the fuel additive control unit, via a short fuel pipe to the
5 Fuel additive pump unit injector where it is injected into the fuel tank.
6 Vent assembly The piezo sensor at the bottom end of the fuel additive
The fuel additive tank is located behind the fuel tank pump unit contains two sensor elements with the
and is attached to the crossmember. The fuel additive following functions:
tank forms a unit together with the fuel additive pump • They determine changes in the viscosity of the fuel
unit and can therefore only be replaced as a whole. additive as a result of changes in ambient
temperature.
The fuel additive tank has a capacity of 1.8 liters for an
average total mileage of 60,000 km. Therefore, the fuel • They detect when the fuel additive tank is empty
additive has to be topped up according to the service (measurement of the precise fuel level in the fuel
specifications. additive tank is also envisaged and will be
implemented at a later date).
Note: The fuel additive tank cannot be emptied fully.
Once the quantity remaining falls below 0.3 liters, fuel In the event of an empty fuel additive tank, initially the
additive injection ceases (the driver is informed before engine system fault warning lamp illuminates. This
this occurs via the relevant warning lamps). The residual means that from this point, only a residual quantity of
quantity prevents the fuel additive pump from drawing fuel additive is available for approximately 250 liters
in air, which could result in incorrect quantities of fuel of fuel. If the fuel additive tank is not refilled, theMIL
additive being metered. illuminates and the fuel additive injection process is
stopped.
The maximum top-up quantity is therefore 1.5 liters.

system System
Injector Each time after the fuel tank is filled, a metered quantity
of fuel additive is injected into the fuel tank where it
mixes with the fuel.
When combustion takes place, the cerium and iron traces

mix with the particulates from the diesel exhaust gas
and provide for a considerably lower burn-off
temperature.
As a result, the particulate matter collected in the filter

can be burned off at temperatures of just over 450 °C.
The homogeneously bound cerium oxide/diesel

particulate matter is then filtered out by the particulate
The injector is connected to the fuel additive tank by filter, where it becomes embedded.
means of a fuel pipe.
Due to the combination of fuel additives (reduction in
The fuel additive pump generates pressure in the fuel the burn-off temperature of the particles) and the engine
pipe. The injector check valve opens and fuel additive management system (increase in the exhaust gas
is fed into the fuel tank. temperature) diesel particulate filters can be regenerated
not only under full load conditions, but also in the partial
Fuel additive load range at comparatively low exhaust gas
temperatures typical for urban traffic.
Metallic catalysts, cerium and iron, are used as fuel
additives. These accelerate burn-off of the diesel
particulates and lower the temperature at which burn-off
can occur.

System system
Component overview – system control
1 Exhaust gas temperature sensor – diesel 5 Piezo sensor on fuel additive pump unit
particulate filter 6 Fuel additive control unit
2 Diesel particulate filter differential pressure 7 PCM
sensor
8 CAN
3 IAT sensor
9 DLC
4 Fuel tank flap switch and solenoid (in the tank
10 Intercooler bypass flap servo motor
flap)

system System
11 Intake manifold flap servo motor 12 Fuel additive pump
Service instructions Fuel additive control unit
On replacing a PCM or before loading a new software

as well as replacing the diesel particulate filter, always
read the instructions in the current Service Literature.
Control modules
PCM
During the regeneration phase, the PCM partially

assumes control of the system.
During the regeneration phase, completely different

parameters are required for engine management. For
this reason, the PCM is equipped with an additional data
set for the regeneration phase.
The fuel additive system is monitored by a separate fuel

additive control unit which communicates with the PCM
via the CAN data bus.
The PCM and the fuel additive control unit can be

diagnosed by means of WDS via the DLC connection.
1 Fuel additive control unit
A separate fuel additive control unit is responsible for

fuel additive injection. This is installed on the
right-hand side of the passenger compartment under the
rear seat.
It is connected to the PCM via CAN data bus.
The fuel additive control unit detects when the vehicle

has been refueled on the basis of various input values
and subsequently controls metering of the fuel tank
additives to be injected into the fuel tank.
The fuel additive control unit also features a counter

function. Using this counter, the fuel additive control
unit calculates the liquid level in the fuel additive tank

System system
by recording the frequency with which the fuel additive this occurs by means of the relevant warning lamps).
pump unit is actuated and the duration of these The residual quantity prevents the fuel additive pump
actuations. from drawing in air, which could result in incorrect
quantities of fuel additive being metered.
As soon as the level drops below a specific, calculated
quantity remaining in the fuel additive tank, the engine
system fault warning lamp in the instrument cluster Diagnosis
is actuated, indicating in this case that the quantity of
fuel additive remaining is sufficient for approximately The fuel additive system is a stand-alone system
250 liters of fuel. controlled by the fuel additive control unit.
This means that in the case of a fuel tank with a capacity The fuel additive control unit detects faults in the fuel
of 50 liters, sufficient fuel additive remains available additive system and sends these via CAN data bus.
for approximately five complete refueling operations The PCM registers the CAN fault data from the fuel
or, for example, for ten refueling operations at 25 liters additive control unit and subsequently logs a
each. corresponding DTC.
Information concerning the actual quantity of fuel added Faults in the fuel additive system can lead to
is sent by the fuel level sensor. With a properly illumination of both the engine system fault warning
functioning system, only refueling quantities exceeding lamp and the MIL.
5 liters are registered.
In the event of CAN communication failure, the MIL
If the engine system fault warning lamp illuminates, is also actuated.
this is a signal to the driver of the vehicle that he should
drive to the nearest Authorized Ford Workshop as soon
U0118
as possible.
If this does not happen the MIL is set when the fuel
Fuel additive pump unit
additive tank has been emptied completely.
To indicate an empty fuel additive tank, the fuel additive Function

control unit sends the appropriate information via CAN
data bus to the PCM, which logs a DTC and, in turn,
actuates the lamp in the instrument cluster, also via the
CAN data bus.
Note: If one of the previously mentioned lamps

illuminates to indicate that the fuel additive tank is
empty, the corresponding DTC must be cleared in the
fault memory by means of WDS once the fuel additive
tank has been refilled. In addition, the counter must
be reset by means of WDS.
Note: The fuel additive tank cannot be emptied fully. 1 Connection to the fuel tank
Once the quantity remaining falls below 0.3 liters, fuel 2 Fuel additive pump
additive injection ceases (the driver is informed before
3 Piezo sensor

system System
The fuel additive pump unit consists of the fuel additive The tank flap switch is incorporated into the fuel filler
pump and a two-piece piezo sensor. neck insert. The actuating solenoid is located in a
bracket on the tank flap.
The internal piezo sensor can only detect when the
fuel additive tank is empty. In conjunction with the The tank flap switch is a reed contact and informs the
counter of the fuel additive control unit, this device thus fuel additive control unit that the fuel tank is filled.
provides additional certainty of detecting an empty fuel However, the fuel additive control unit only registers
additive tank. that refueling has taken place if detected by the fuel
Note: There are plans to enable the external piezo sensor level sensor in addition to the tank flap switch signal
to detect the precise liquid level and these will be and if the vehicle is traveling at a speed of < 3 km/h.
implemented at a later date. If a clear signal is received from the tank flap switch as
The external piezo sensor establishes the changing a result of opening and closing the tank flap and if an
viscosity of the fuel additive affected by the ambient increase in the fuel quantity (differential quantity) of at
temperature and sends this reference value to the fuel least 5 liters is detected in the fuel tank once the ignition
additive control unit. has been turned on, the fuel additive control unit
assumes that refueling has taken place.
On the basis of this input signal, the fuel additive control
unit is able to determine precisely the injection duration The fuel additive control unit calculates the fuel additive
for the fuel additive. quantity to be injected, according to the differential
quantity calculated, and activates the fuel additive pump.
The fuel additive pump is actuated by the fuel additive
control unit using pulse width modulation and supplies Activation/metering is performed as soon as the vehicle
the injector on the fuel tank with a precise quantity of exceeds a speed of 40 km/h or, if this speed is not
fuel additive due to its defined stroke. reached, 4 minutes after the engine is first started.
Note: After the fuel additive tank has been topped up

Tank flap switch (during scheduled service) the counter in the fuel
additive control unit must be reset. It can be reset by
Function opening and closing the tank flap in a certain way and
use should be made of this feature (see current
Service Literature). Resetting the counter via the tank
flap switch is not possible if either the engine system
error warning lamp or the MIL has illuminated as a
result of the fuel additive tank becoming empty. In this
case, the counter must be reset using the WDS.
When the tank flap is closed, the tank flap switch is

open.
Effects of faults
1 Solenoid (in tank flap)
If the signal from the tank flap switch fails, small
2 Tank flap switch (reed contact)
refueling quantities (below 10 liters) cannot be detected.

System system
The software on the fuel additive control unit has been For this reason, an additional IAT sensor is installed in
designed to only allow fuel additive to be injected in the airflow, downstream of the intercooler bypass. This
the case of a missing signal from the tank flap switch is used to set the most favorable air intake temperature
if the refueling quantity is at least 10 liters. during the regeneration phase.
The reason for this is that, in the worst case scenario, When the engine is operating normally, the IAT sensor
the vehicle may, for example, have been rolled onto a has no function.
slope with the " ignition OFF". Then, when the ignition
is next switched on, the fuel additive control unit could
Effects of faults
register an increased quantity of fuel via the fuel level
sensor and might misinterpret this as a refueling In the event of a fault, the PCM performs the
operation. To prevent fuel additive from being injected calculations using a substitute value.
unnecessarily, if the tank flap switch is faulty, the fuel
level difference is increased from at least 5 liters to a
Diagnosis
minimum of 10 liters.
If the signal fails, the engine system error warning lamp The IAT sensor is checked by the monitoring system
is actuated. for short (to ground and positive) and open circuits.
As the PCM is able to use a substitute value to perform

IAT sensor its calculation when the signal fails, the impact of this
failure on the regeneration phase of the particulate filter
Function is only minimal. The EOBD limits are not affected by
this. Therefore, this is a non MIL active component.
Possible diagnostic trouble codes: P0097, P0098.
Exhaust gas temperature sensor
Function
1 IAT sensor
2 Intake manifold flap servo motor
3 Intercooler bypass flap servo motor
During regeneration of the diesel particulate filter, a

constant intake air temperature in conjunction with the
intercooler bypass and the intake manifold flap is of
The exhaust system of the 1.6L Duratorq-TDCi (DV)
great importance.
engine incorporates a diesel particulate filter exhaust
gas temperature sensor.

system System
The exhaust gas temperature required for burning off Diesel particulate filter differential
the diesel particulates (at least 500 °C to 550 °C) is pressure sensor
detected by the diesel particulate filter exhaust gas
temperature sensor and transmitted to the PCM. Function
The temperature of the exhaust gas prior to passing
through the particulate filter is used by the PCM as an
input parameter for calculation purposes. The values of
other relevant parameters are also taken into account.

can be initiated.
Moreover, the exhaust gas temperature is monitored

during the regeneration process.
The diesel particulate filter differential pressure sensor

Effects of faults measures the current pressure differential upstream and
downstream of the diesel particulate filter in the exhaust
In the event of a fault, the PCM reverts to a substitute
gas stream.
value.
For this purpose, there is a pipe connection upstream
The substitute value is calculated on the basis of:
and downstream of the particulate filter (see illustration
• Coolant temperature,
below).
• Engine speed,
The readings are converted by the diesel particulate
• Engine load.
filter differential pressure sensor into a voltage signal
and signaled to the PCM.
Diagnosis
The exhaust gas temperature sensor verifies that the

incoming signal is within the specified limits and checks
it for plausibility.
In the event of a fault, the exhaust gas emissions are not

affected and this is therefore a non MIL active
component.

P0427, P0428.
2 Pipe connections – diesel particulate filter
differential pressure sensor
3 Oxidation catalytic converter

System system
The soot particles and ash collected in the diesel regeneration not activated). Assuming that these
particulate filter result in a pressure change of the conditions are met, the sensor signal must be within
exhaust gas upstream and downstream of the diesel the specified limit values.
particulate filter. The altered pressure value due to the • With the engine switched off: Here, the differential
soot load is used by the PCM as an input parameter for pressure is measured before the engine is started or
determining soot load. immediately after it has been switched off. If the
If the measured value exceeds the stored maximum differential pressure calculated via the diesel
value, regeneration of the particulate filter is initiated, particulate filter is greater than the value specified
taking into account the necessary boundary conditions. by the PCM, this is recognized as an implausibility.
In addition, the diesel particulate filter differential The diesel particulate filter efficiency test determines
pressure sensor is mainly used for fault diagnosis. whether the filter material in the diesel particulate filter
is in sound condition.
Effects of faults The diesel particulate filter element itself poses a certain
resistance to the exhaust gas stream that is calculated
In the event of a fault the engine power output is reduced by the PCM. To achieve the calculated exhaust gas
by the PCM by reducing the injected fuel quantity. stream, the test is performed under certain operating
conditions.
Diagnosis If the value measured here is below the minimum value
calculated, the diesel particulate filter is recognized as
The monitoring system performs the following checks
inefficient.
using the diesel particulate filter differential pressure
sensor: A diesel particulate filter is recognized as overloaded
if the differential pressure across the diesel particulate
filter (under certain operating conditions) exceeds the
• Diesel particulate filter efficiency
overload limit calculated by the PCM.
• Diesel particulate filter overloaded,
A diesel particulate filter is recognized as blocked if
• Diesel particulate filter blocked,
the differential pressure across the diesel particulate
• Monitoring of the maximum regeneration attempts filter (under certain operating conditions) exceeds the
in the lower load range. blocking limit calculated by the PCM.
The plausibility check is divided into two tests: Monitoring of the maximum regeneration attempts
• With the engine running: The differential pressure in the lower load range: The diesel particulate filter
is measured across the diesel particulate filter. This regeneration system is designed to enable regeneration
is determined according to the difference between to be performed even under poor conditions (low coolant
the anticipated pressure of the exhaust gas stream as temperature, engine speed and engine load).
calculated by the PCM and the actual pressure of the
In the worst-case scenario the system may start
exhaust gas stream before and after it passes through
regeneration attempts but be unable to complete them.
the particulate filter. This test is performed under
These attempts are counted by the PCM. If the
certain operating conditions (depending on coolant
maximum number of regeneration attempts is reached,
temperature, engine speed and engine load –
this results in a fault entry the next time the ignition is
switched on.

system System
Certain faults lead to increased diesel particulate Intercooler bypass flap servo motor
emissions, with the result that the EOBD limits are
exceeded. It is therefore a MIL active component. Function
P2455, P2002, P242F, P2458, P2459
Intake manifold flap servo motor
Function
During the regeneration phase, the intercooler bypass

flap opens, enabling uncooled charge air to be directed
to the combustion chambers.
The uncooled air prevents cooling of the combustion

chamber when engine speeds/engine loads are low and
this promotes the regeneration of the diesel particulate
1 Intake manifold flap servo motor filter.
2 Intercooler bypass flap servo motor The intercooler bypass flap servo motor incorporates a
DC motor and a position sensor which detects the
The intake manifold flap has another function in addition
current position of the intake manifold flap.
to restricting the intake air for exhaust gas recirculation
and closing the intake system when the engine is
stopped.
During the regeneration phase the intake manifold flap

closes off the airflow via the intercooler, depending on
requirements. At the same time, the uncooled charge
air is fed via the intercooler bypass flap.
The intake manifold flap servo motor incorporates a

DC motor and a position sensor which detects the
current position of the intake manifold flap.
Effects of faults
In the event of a fault, limited regeneration is still

possible, depending upon how high the intake air
temperature is and the operating condition of the engine.

System system
Effects of faults
In the event of a fault, limited regeneration is still

possible, depending upon how high the intake air
temperature is and the operating condition of the engine.
Diagnosis
Monitoring of the intercooler bypass flap (by means of

the position sensor) includes the following checks:
• Reference voltage of the position sensor
• Limit value range check,
• Control deviations,
• Sticking intercooler bypass flap.
Since the EGR system only works to a limited extent

in the event of a fault, this is a MIL active component.
Possible diagnostic trouble codes: P022A, P022B,

P022C, P024A, P024B, P024E, P024F, P0033, P138C.
1 PCM
2 Servo motor
3 Position sensor
4 DC motor
The DC motor is supplied with battery voltage by means

of the ignition relay in the battery junction box.
The actuation of the DC motor and therefore the

adjustment of the intercooler bypass flap is performed
by the PCM connecting to ground (pulse width
modulated).
The position sensor is supplied with a reference voltage.

The voltage drop across the position sensor (variable
resistance via sliding contact) signals the precise angular
position of the intercooler bypass flap to the PCM.

Fuel System Lesson 3 – Bosch-Common Rail
System
Overview
A Fuel feed G Fuel return to fuel tank

B Outlet pipe for excess fuel delivered 1 High pressure pump
C High pressure line 2 Fuel rail (common rail)
D Fuel injection line 3 Fuel injector
E Fuel return from high-pressure pump 4 Fuel temperature sensor
F Leak-off pipe 5 Fuel return collector pipe

Lesson 3 – Bosch-Common Rail Fuel System
System
6 Fuel filter 7 Fuel tank

8 Fuel level sensor
General Engine has insufficient power.

Function
The fuel is drawn from the fuel tank via the fuel filter attention to the fact that the vehicle must urgently be
by means of the transfer pump integrated in the high refueled.
pressure pump. Note for vehicles with EOBD: If the system causes the
The high-pressure pump compresses the fuel and forces engine to judder because the fuel tank is empty, the
it into the fuel rail. EOBD is deactivated during this phase. This prevents
Leak-off fuel from the fuel injectors and/or returning

fuel from the high pressure pump are fed back into the
fuel tank.
Possible causes of defects in fuel pipes and the

fuel tank

bending.



Irregular idling

System
Fuel filter
Function
1 Battery junction box

2 Fuel heater relay
3 Fuse (10A)
4 Fuse (15A)
5 Ground
6 Electric fuel heater in the fuel filter
7 Ground
1 Fuel feed to the high-pressure pump The electric bi-metal controlled fuel heater works
2 Water drain screw independently of the PCM.
3 Electric fuel pre-heater It is actuated via a fuel heater relay when the ignition
4 Fuel feed from the fuel tank is switched on (ignition ON). However, the activation
of the heating element is dependent on the current
The fuel filter clipped into transmission end of the
temperature.
cylinder head is equipped with an electric fuel heater.
Below a fuel temperature of 0 to –4 °C, the circuit is
There is a water drain screw in the top housing section
closed by the bi-metal and the heating element is
of the filter for draining purposes.
energized.
In accordance with the service intervals, the fuel filter
The bi-metal opens the circuit at a fuel temperature
must be drained of water regularly.
between 1 and 5 °C and ends the heating phase.
Possible causes of faults

filter.

System
Effects of faults Engine does not start.

Engine has insufficient power.
Irregular idling
1 Fuel injector 3 Leak-off pipe

2 Fuel injection line 4 Fuel metering valve

System
5 Transfer pump 8 Fuel rail

6 High pressure line 9 Fuel pressure sensor
7 High pressure pump
High pressure pump
Overview
High pressure pump CP3.2
1 Transfer pump 4 Eccentric

2 Fuel metering valve 5 Drive shaft
3 Pump plunger 6 Pump housing

System
High pressure pump CP1H Vehicle Introduction of CP1H
Fiesta 2002.25 (11/2001-) October 2004
Focus C-MAX 2003.75 February 2005

(06/2003-)/Focus 2004.75
(07/2004) with 67 kW (90
hp)
Focus C-MAX 2003.75 May 2005

(06/2003-)/Focus 2004.75
(07/2004) with 82 kW
(110 hp)
1 Fuel metering valve Function of the high-pressure pump

2 Fuel return port First, the fuel is drawn from the tank by the transfer
3 Fuel supply port pump mounted on the high-pressure pump and delivered
4 Transfer pump to the high-pressure pump.
5 High pressure port (to fuel rail) The high-pressure pump provides the interface between
the low and the high pressure systems. Its function is to
Two different types of high pressure pumps are used in
always provide sufficient compressed fuel under all
the Delphi common rail system:
operating conditions and for the entire service life of
• High pressure pump CP3.2 and the vehicle.
• High pressure pump CP1H
The high-pressure pump permanently generates the
With the launch of the Focus C-MAX 2003.75 high system pressure for the fuel rail. Therefore, the
(06/2003-), initially only the CP3.2 was installed. Over compressed fuel does not have to be supplied under high
time the CP3.2 was being replaced increasingly by the pressure for each injection process individually, unlike
CP1H and this pump was installed from the outset for systems with distributor type injection pumps.
certain new launches.
Due to the permanently high system pressure, injection
The following table shows the fuel injection timing of quality is optimized over the entire engine speed/load
the CP1H based on the vehicle. range.
The function of the high pressure pump CP1H is
essentially the same as that of the CP3.2.

System
Flow of fuel through the high-pressure pump
A To the fuel injectors 2 High-pressure range

B High fuel pressure 3 Pressure restriction
C Flow of fuel through the high-pressure pump 4 Fuel metering valve
D Return flow to transfer pump 5 Overflow throttle valve
E Fuel feed 6 High pressure pump
F Fuel injector leak-off 7 Transfer pump
G Fuel return 8 Fuel filter
1 Fuel rail 9 Fuel tank

System
Transfer pump The transfer pump is designed as a gear pump and

delivers the required fuel to the high-pressure pump.
Essential components are two counter-rotating, meshed

gear wheels that transport the fuel in the tooth gaps from
the intake side to the pressure side.
The contact line of the gears forms a seal between the

intake side and the pressure side and prevents the fuel
from flowing back.
The delivery quantity is approximately proportional to

engine speed. For this reason, fuel-quantity control is
required.
1 Intake side
For fuel-quantity control purposes, there is an overflow
2 Drive gear
reducing valve incorporated in the high-pressure pump.
3 Delivery side
Overflow throttle valve
A Low engine speeds C High engine speeds

B Increasing engine speeds 1 Transfer pump pressure

System
2 Time 6 Control piston

3 Compression spring 7 Lubrication/cooling/ventilation – high-pressure
4 Orifice pump
5 To the high-pressure chambers 8 High-pressure pump cooling bypass

9 Return bypass to transfer pump
With increasing engine speed (increasing transfer pump

High-pressure generation (up to 1600 bar) means high
pressure), the control piston is moved further against
thermal load on the individual components of the
the compression spring.
high-pressure pump. The mechanical components of
the high-pressure pump must also be lubricated Increasing engine speeds require increased cooling of
sufficiently to ensure durability. the high-pressure pump. Above a certain pressure, the
high-pressure pump cooling bypass is opened and the
The overflow reducing valve is designed to ensure
flow rate through the high-pressure pump is increased.
optimum lubrication or cooling for all operating
conditions. At high engine speeds (high transfer pump pressure),
the control piston is moved further against the
At low engine speeds (low transfer pump pressure) the
compression spring. The high-pressure pump cooling
control piston is moved only slightly out of its seat. The
bypass is now fully open (maximum cooling).
lubrication/cooling requirement is correspondingly low.
Excess fuel is transferred to the intake side of the
A small amount of fuel is released to lubricate/cool the
transfer pump via the return bypass.
pump via the restriction at the end of the control piston.
In this way, the internal pump pressure is limited to a
NOTE: The high-pressure pump features automatic
maximum of 6 bar.
venting. Any air in the high-pressure pump is vented
through the restriction.

System
High pressure generation
1 High pressure to fuel rail 6 Eccentric cam

2 Outlet valve 7 High-pressure chamber
3 Spring 8 Pump plunger
4 Fuel feed 9 Inlet valve
5 Drive shaft
If the BDC position of the pump plunger is exceeded,

The high-pressure pump is driven via the drive shaft.
the inlet valve closes due to the increasing pressure in
An eccentric element is fixed to the drive shaft and
the high-pressure chamber. The fuel in the high-pressure
moves the three plungers up and down according to the
chamber can no longer escape.
cam lobes of the eccentric element.
As soon as the pressure in the high-pressure chamber
Fuel pressure from the transfer pump is applied to the
exceeds the pressure in the fuel rail, the outlet valve
inlet valve. If the transfer pressure exceeds the internal
opens and the fuel is forced into the fuel rail via the
pressure of the high pressure chamber (pump plunger
high-pressure connection (delivery stroke).
in TDC position), the inlet valve opens.
The pump plunger delivers fuel until TDC is reached.
Fuel is now forced into the high-pressure chamber,
The pressure then drops so that the outlet valve closes.
which moves the pump plunger downwards (intake
stroke).

System
As the pressure on the remaining fuel is reduced, the Fuel rail (common rail)
pump plunger moves downward.
Structure and task
If the pressure in the high-pressure chamber falls below
the transfer pressure, the inlet valve reopens and the
process starts again.
Zero delivery valve
The fuel rail is made of forged steel.
The common rail performs the following functions:

1 From high-pressure chamber annular channel • minimizes pressure fluctuations.
2 Zero delivery valve Pressure fluctuations are induced in the high-pressure
3 Calibrated bore (ø = 0.4 mm) fuel system due to the operating movements in the
4 To transfer pump high-pressure chambers of the high-pressure pump and
the opening and closing of the solenoid valves on the
The zero delivery valve is located between the annular fuel injectors.
channel that is connected to the inlet valves of the
Consequently, the fuel rail is designed in such a way
high-pressure chambers and the fuel metering valve.
that, on the one hand, it possesses sufficient volume to
Even in the fully closed state, the fuel metering valve minimize pressure fluctuations, but, on the other hand,
(see "Lesson 3 – Engine management system") is not the volume in the fuel rail is sufficiently low to build
completely sealed. In other words, a small amount of up the fuel pressure required for a quick start in the
leakage in the annular channel continues to pass to the shortest time possible.
high pressure chambers due to the transfer pump
pressure. As a result, the inlet valves are opened and an
undesirable pressure increase may occur in the high
Function
pressure system.
The fuel supplied by the high pressure pump passes
To prevent this, the zero delivery valve features a through a high pressure line to the high pressure
calibrated bore. In this way, excess fuel is fed back to accumulator. The fuel is then delivered to the individual
the intake side of the transfer pump. fuel injectors via the four injector tubes which are all
of the same length.

System
When fuel is taken from the fuel rail for an injection Fuel injectors
process, the pressure in the fuel rail remains almost
constant.
In order that the engine management system can

determine the injected fuel quantity precisely, as a
function of current fuel pressure in the fuel rail, a fuel
pressure sensor is provided on the fuel rail (see Lesson
3).
High pressure fuel lines
1 Connection, leak-off pipe

2 Retainer
3 Plastic ring
system and must not be changed.
4 Seal ring
NOTE: After disconnecting one or more high pressure
5 Combustion chamber seal
fuel lines, these must always be replaced. Reason: The
reason for this is that leaks can occur when re-tightening, 6 High pressure fuel line connection
due to distortion of the connections of the old lines. 7 Electrical connection - solenoid valve
The high-pressure fuel lines connect the high-pressure NOTE: The combustion chamber sealing rings must
pump to the fuel rail and the fuel rail to the individual not be reused.
fuel injectors.
The exact procedure for the correct installation of
the sealing rings and the plastic rings can be found
Start of injection and injected fuel quantity are adjusted

via the fuel injectors.

System
To achieve the optimum injection timing and exact The fuel injectors are divided into different function
injected quantity, the Bosch common rail system uses blocks:
special fuel injectors with a hydraulic servo system and • Injector nozzle,
electric actuator (solenoid valve).
• Hydraulic servo system,
The fuel injectors are actuated directly by the PCM. • Solenoid valve.
The PCM specifies the injected quantity and the
injection timing.

System
Operating principle of the fuel injectors
A Fuel injector closed 5 Feed channel to nozzle prechamber

B Fuel injector open 6 Injector needle
1 Solenoid valve coil 7 Nozzle prechamber
2 Feed channel 8 Injector needle control spring
3 Valve ball 9 Valve control piston
4 Feed restriction 10 Valve control chamber

System
11 Outlet restriction 12 Fuel return

The fuel is fed from the high-pressure connection via a

feed channel into the nozzle prechamber and via the Fuel injector closes
feed restriction into the valve control chamber.
After a period determined by the PCM, the power supply
The valve control chamber is connected to the fuel return to the solenoid valve is interrupted.
via the outlet restriction, which can be opened by means
This results in the outlet restriction being closed again.
of a solenoid valve.
By closing the outlet restriction, pressure from the fuel
rail builds up in the valve control chamber via the feed
Fuel injector closed restriction.
This increased pressure exerts an increased force on the

In its closed state (solenoid valve de-energized) the
valve control piston. This force and the spring force of
outlet restriction is closed by the valve ball so that no
the injector needle spring now exceed the force in the
fuel can escape from the valve control chamber.
nozzle prechamber and the injector needle closes.
In this state, the pressures in the nozzle prechamber and
Note: The closing speed of the injector needle is
in the valve control chamber are the same (pressure
determined by the flow rate at the feed restriction.
balance).
Injection terminates when the injector needle reaches
There is, however, also a spring force acting on the its bottom stop.
injector needle spring so that the injector needle remains
closed (hydraulic pressure and spring force of the
injector needle spring). No fuel can enter the combustion Indirect actuation
chamber.
Indirect actuation of the injector needle via a hydraulic
booster system is used because the forces required for
Fuel injector opens rapid opening of the injector needle cannot be generated
directly with the solenoid valve.
The outlet restriction is opened via actuation of the
The "control quantity" therefore required in addition to
solenoid valve. This lowers the pressure in the valve
the injected fuel quantity enters the fuel return via the
control chamber, as well as the hydraulic force on the
orifices in the control chamber.
valve control piston.
As soon as the hydraulic force in the valve control

chamber falls below that of the nozzle prechamber and Leak-off quantities
the injector needle spring, the injector needle opens.
In addition to the control quantity there are leak-off
Fuel is now injected into the combustion chamber via
quantities at the injector needle and valve control piston
the spray holes.
guide.
These leak-off quantities are also discharged into the

fuel return.

System
Identification number (fuel injector correction Effects of faulty fuel injector(s) (mechanical
factor) faults)
Fuel injector leaks

needles
Irregular idling
1 Fuel injector
2 Identification number


identification number which is located on the outside
To ensure optimum fuel metering, the PCM must be

informed of a change of fuel injector.
Furthermore, once new PCM software has been loaded

via WDS, the fuel injectors must also be configured
using it.
This is achieved by inputting the 8-digit identification

number (divided into two blocks of four on the fuel
injector) into the PCM by means of WDS and taking
into account the corresponding cylinder.

• Increased black smoke formation,
• Irregular idling

Test questions Lesson 3 – Bosch-Common Rail
System
1. How does the system respond to serious malfunctions at the fuel metering valve?
a. From an engine speed of 2000 rpm upwards, the injected fuel quantity, and thereby engine power, is reduced.
b. The injected quantity and consequently the engine performance is reduced across the entire speed range.
c. The engine cuts out or cannot be started.
d. The injected fuel quantity is increased accordingly to reduce the excess pressure in the fuel system.
2. What is avoided with the aid of the BARO sensor in the PCM?
a. excessively high engine speeds which cause the engine to overheat at increasing geographic altitudes
b. intercooling at increasing geographic altitudes
c. damage to the turbocharger and black smoke formation at increasing geographic altitudes
d. damage to the EGR system at increasing geographic altitudes
3. What is the purpose of opening the intercooler bypass flap?
a. The cylinder charge of the engine is reduced.
b. The cylinder charge of the engine is increased.
c. A more efficient exhaust gas recirculation
d. Improved idle speed stabilization
4. Which of the following statements about the high-pressure system is false?
a. The zero delivery valve prevents undesired opening of the fuel injectors when the fuel metering valve is
closed.
b. The fuel metering valve controls the opening cross-sectional area of the feed orifice to the high-pressure
chambers.
c. The identification number on the fuel injectors serves as a coefficient of correction for the PCM.
d. The fuel high-pressure lines can be reused as required following disconnection.

Lesson 4 – Siemens-Common Rail Objectives
System

• specify the components of the diesel particulate filter system.
• explain how the diesel particulate filter works.
• name and describe the modifications to the air intake system.
• explain the electrical/electronic components of the diesel particulate filter system.

Lesson 4 – Siemens-Common Rail
System
Overview
1.4L Duratorq-TDCi (DV) diesel/2.0L Duratorq-TDCi (DW) diesel

System
1 MAF sensor 23 PCM

2 MAP sensor (not on all versions) 24 CAN
3 Fuel pressure sensor 25 DLC
4 IAT sensor (not on all versions) 26 Fuel injectors
5 Fuel temperature sensor 27 Turbocharger guide vane adjustment solenoid
6 ECT sensor valve (not on all versions)
7 CMP sensor 28 Intake manifold flap solenoid valve (not on all

versions)
8 CKP sensor
29 EGR valve solenoid valve (not on all versions)
9 Turbocharger position sensor
30 High pressure pump actuators (fuel metering
10 APP sensor (2002.25 Fiesta)
valve and fuel pressure control valve)
11 APP sensor (2003.75 C-MAX)
31 A/C compressor and fan control magnetic clutch
12 Stoplamp switch
32 Electric PTC (Positive Temperature Coefficient)
13 BPP switch booster heater (not on all versions)
14 CPP switch 33 PCM relay
15 VSS (vehicles with no ABS) 34 Sheathed-type glow plug relay
16 Start inhibit relay 35 Electrically-controlled EGR valve (not on all
17 Ignition switch versions)
18 Vehicle battery 36 Bypass solenoid valve
19 Oil pressure switch (not on all versions) 37 Shutoff solenoid valve
20 Instrument cluster 38 Electrically actuated intake manifold flap (1.4L
21 DLC Duratorq-TDCi (DV) diesel, emission standard
IV)
22 'Smart charge' alternator control system

System
1.8L Duratorq-TDCi (Kent) diesel

System
1 MAF sensor 19 Intake manifold flap position sensor (certain

2 MAP sensor versions)
3 Fuel pressure sensor 20 Electric EGR valve
4 IAT sensor 21 'Smart charge' alternator control system
5 Fuel temperature sensor 22 PCM
6 CHT sensor 23 CAN
7 CMP sensor 24 DLC
8 CKP sensor 25 Fuel injectors
9 KS 26 Intake manifold flap solenoid valve
10 APP sensor 27 High-pressure pump actuators (fuel metering

valve and fuel pressure control valve)
11 Stoplamp switch
28 A/C compressor and fan control magnetic clutch
12 BPP switch
29 PCM relay
13 CPP switch
30 Sheathed-type glow plug relay
14 Start inhibit relay
15 Ignition switch
actuator **
16 Vehicle battery
* May be, for example, instrument cluster or
17 Oil pressure switch GEM
18 Gateway * ** Depending on the version with feedback or
without feedback to the PCM
Characteristics Special features
Piezo-controlled fuel injectors are used in the Siemens

The following components originate from the Siemens
common rail system.
company:
• High-pressure pump (with fuel metering valve and Note: With these fuel injections, the wiring harness
fuel pressure control valve), connectors must not be disconnected from the fuel
injectors while the engine is running. Otherwise, this
• Fuel injectors,
may lead to major engine damage.
• PCM.

required and conveys it into the fuel rail. The fuel
metering is carried out through electrical actuation of
the fuel injectors by the PCM.

System
Service instructions PCM
MAF sensor
After replacing a MAF sensor it may be necessary to

perform a parameter reset with the aid of WDS. In this
regard, refer to the instructions in the current Service
Literature.
Electric EGR valve
After replacing the electric EGR valve a parameter reset The Siemens PCM is the main component of the engine
must be performed via WDS in the PCM. management system. It receives the electrical signals
from the sensors and set-point transmitters, evaluates
them and calculates the signals for the actuators (for
Intake manifold flap position sensor
example fuel injectors, boost pressure control valve,
In the 1.8L Duratorq-TDCi (Kent) diesel engine in the EGR valve, etc.) based on them.
S-MAX/Galaxy 2006.5 (02/2006-) after replacing the The control program (the software) is stored in a
intake manifold flap position sensor an initialization memory. The execution of the program is carried out
must be performed with the aid of WDS. by a microprocessor.
In addition to the actuators, there are also sensors which

Vehicles with diesel particulate filter form the interface between the vehicle and the PCM as
a processing unit.
On replacing the PCM following a PCM crash
(communication with the PCM can no longer be Note: The further "functioning" is similar to that for the
established using WDS) it may also be necessary to Delphi common rail system (see relevant section in
replace the diesel particulate filter. In this regard, always "Lesson 2").
refer to the instructions in the current Service Literature.
After replacing the diesel particulate filter a parameter Diagnosis

reset must be performed via WDS in the PCM.
The PCM monitors to ensure correct operation.
In some versions it may be necessary after replacing Malfunctions are therefore detected and indicated using
the diesel particulate filter differential pressure a relevant diagnostic trouble code entry.
sensor or the PCM to reset the parameters for the diesel
Faults which permit continued running of the engine
particulate filter differential pressure sensor. In this
are generally MIL active.
regard, always refer to the instructions in the current
Service Literature. Faults which lead to the engine stopping are non MIL
active.
Possible diagnostic trouble codes: P0606, P0A94,

P0A09, P0A10, P1563, P0685, P0686, P0687.

System
PCM identification markings 1 Ford part number

2 Serial number
3 Manufacturer's number
At the top of the PCM housing there is a sticker with

the appropriate PCM identification markings for the
relevant engine.

System
Glow plug control
1 Battery junction box 5 Sheathed-type glow plug 3

2 Sheathed-type glow plug control module 6 Sheathed-type glow plug 4
3 Sheathed-type glow plug 1 7 PCM
4 Sheathed-type glow plug 2 8 Instrument cluster with glow plug warning
indicator
Note: The glow plug control functions similar to that

in the Bosch common rail system (see "Lesson 3 - Bosch
common rail system" in this Student Information).

Lesson 4 – Siemens-Common Rail Sensors
System
MAP sensor Effects of faults
Function In the event of a fault, the guide vanes of the variable

geometry turbocharger are closed completely. Boost
pressure is minimized.
Furthermore, the EGR system is deactivated and the

injected fuel quantity is appreciably reduced (reduced
engine power output).
Diagnosis
Within the framework of EOBD, the proper functioning

of the MAP sensor is of great importance.
Malfunctions lead to significantly increased emissions,

as the EGR system is switched off and the boost pressure
reduced to a minimum. For this reason, it is a MIL
active component.
Monitoring of the MAP sensor consists of altogether

three checking routines:
• The range check determines whether the sensor
values are within the limits. If the limits are not
achieved or are exceeded for a certain period, the
PCM interprets this as an open control loop or a short
1 MAP sensor circuit.
2 IAT sensor • The rise/fall check identifies intermittent faults. This

indicates a loose contact at the sensor connector,
NOTE: Not all versions are equipped with a MAP
among other things.
sensor. In these versions, the boost pressure is calculated
• The plausibility check compares the MAP sensor
from the engine speed, intake air mass and BARO
signal with the BARO sensor signal.
parameters. These versions are equipped with a fixed
geometry turbocharger with a pneumatic bypass valve The range check is activated when the ignition is
(waste gate). switched on, provided that the PCM does not have a
power supply fault.
The MAP sensor is located in the air intake tract
downstream of the intercooler. The MAP sensor has the If the MAP sensor voltage exceeds the maximum limit,
following functions: the PCM interprets this as a short to positive.
• Measuring the current boost pressure, If the MAP sensor voltage is below the minimum limit,
• Calculating the air density for adapting the injected the PCM interprets this as an open control loop or a
quantity and the injection timing, short to ground.
• Calculating the turbocharger outlet temperature.

Sensors Lesson 4 – Siemens-Common Rail
System
The rise/fall check is also activated after the ignition Function

is switched on, provided there is no fault in the power
supply voltage to the sensor. The IAT sensor is designed as an NTC thermistor and
is located in the intake tract, downstream of the
If the PCM identifies extreme, illogical voltage jumps
turbocharger.
below/above the limits, a relevant DTC is stored.
It detects the charge air temperature in order to
The plausibility check takes place when the ignition is
compensate for the temperature influence on the density
switched on (engine off). The plausibility check is only
of the charge air.
performed if the limit check was completed without any
faults. The IAT signal influences the following functions:
• Injected fuel quantity,
A prerequisite for this check, however, is that there is
no plausibility fault entry stored in the fault memory of • Injection timing,
the PCM. • EGR system.
The PCM compares the current pressure at the MAP

sensor with the pressure measured at the BARO sensor Effects of faults
for a determined period.
In the case of a fault, the PCM operates using a
If the PCM detects an excessive deviation from the substitute value. This substitute value is derived from
target map data, the PCM concludes that the MAP the ECT and fuel temperature.
sensor is defective.
Typical malfunction limits: Diagnosis

• Sensor voltage < 0.098 V, corresponds to approx.
0.133 bar The PCM constantly checks whether the IAT sensor
• Sensor voltage > 4.8 V, corresponds to approx. 2.5 values are within the limits.
bar If the maximum limits are exceeded for a determined
• Difference between MAP sensor und BARO sensor time, this is interpreted by the PCM as an open control
> 0.2 bar. loop or a short to positive.
Possible diagnostic trouble codes: P0235, P0236, If the minimum limits are not reached for a determined
P0237. time, this is interpreted by the PCM as a short to ground.
The rise/fall check permits the system to detect

IAT sensor intermittent faults (for instance a loose connector
contact).
Note: not all versions are equipped with an IAT sensor. In vehicles with a diesel particulate filter system
For these versions the intake air temperature (Emission Standard IV) a further check, the plausibility
(downstream of the turbocharger) is calculated by the check, has been implemented.
IAT sensor integrated in the MAF sensor (see
For the plausibility check, the signals of the ECT sensor,
"Combined IAT sensor and MAF sensor" in this lesson).
the fuel temperature sensor, the IAT sensor in the MAF
sensor and the separate IAT sensor are compared with

System
one another once the engine has cooled down. In this As already described with regard to the MAP sensor, a
condition, the temperature values are approximately the comparison (plausibility check) is performed between
same. the BARO sensor and the MAP sensor when the ignition
is switched on (engine off).
If the check reveals that the IAT sensor values deviate
from the other values by more than a specified limit, If the PCM detects a fault during the plausibility
the IAT sensor is recognized as implausible and a DTC check, the system assumes that the MAP sensor is
is stored. defective. As the BARO sensor is integrated into the
PCM, it is assumed that malfunctions of the BARO
sensor are extremely improbable.
BARO sensor
Depending on the vehicle version a faulty BARO sensor
Function may have a greater or lesser effect on the exhaust
emissions. Depending on this fact the component can
The BARO sensor is located in the PCM and measures
be classified as MIL active or non MIL active.
the ambient air pressure.
Typical malfunction limits:
The further functioning is similar to that for the Bosch
• Sensor voltage < 2.2 V
common rail system (see relevant section in "Lesson
3"). • Sensor voltage > 4.36 V
Note: some versions (with fixed-geometry turbocharger) Possible diagnostic trouble codes: P2227, P2228,
are not equipped with a MAP sensor for detecting the P2229.
actual boost pressure. In these versions, the BARO
sensor signal is used together with the engine speed and
air mass signals to calculate the boost pressure.
Effects of faults
In the event of a fault, the signal from the MAP sensor

is used to determine the ambient air pressure.
If both sensors (BARO und MAP) are defective, the

PCM uses a substitute value. In this case, the injected
fuel quantity and therefore engine performance is
significantly reduced.
Diagnosis
The PCM continuously checks the BARO sensor for

short circuits (to ground and positive) and for open
control loop.

System
Turbocharger position sensor (certain The PCM treats this fault in the same manner as a MAP
versions only) sensor fault and reduces the engine power output
(reduction of injected quantity).
Diagnosis
Monitoring of the turbocharger position sensor

comprises the following checks:
• Short circuits and open circuits. A check is carried
out to see if the signal falls within its limits.
• Logical rise/fall rate of the signal. Intermittent errors
(e.g. loose contact for a plug) are determined.
• End stop adjustment for fully opened guide vanes.
If too great a deviation is detected during end stop
adjustment, it indicates a blockage to the adjustment
of a vane.
• Control deviation check. A check is made via the
1 Turbocharger position sensor
position sensor as to whether the guide vanes adopt
2 Turbocharger vacuum unit the correct position smoothly during adjustment.
3 Variable geometry turbocharger
On some versions with variable geometry turbochargers, Typical malfunction limits:
a turbocharger position sensor is located at the end of
• Rise/fall rate = 2 V / 10 ms
the vacuum unit.
• Control deviation check > ± 30%
This position sensor further optimizes the boost pressure
control. This has a positive effect on exhaust emissions
P2565, P2566.
and fuel consumption.
The position sensor is directly connected to the

diaphragm in the vacuum unit. When the guide vanes
ECT sensor
are adjusted (by means of a vacuum, via the boost
Function
pressure control solenoid valve, the PCM determines
the exact position of the guide vanes via the turbocharger The ECT sensor is located in the small coolant circuit
position sensor. of the engine and measures the coolant temperature.
The voltage value supplied by the ECT sensor is

Effects of faults assigned to a corresponding temperature value by the
PCM.
No substitution strategies are available in the case of a
fault. Following the detection of a fault, the boost The ECT is used for the following calculations:
pressure control switches to open loop control. • Idle speed,
• Injection timing,

System
• Injected fuel quantity, Monitoring of the ECT sensor consists of three parts:
• EGR quantity, • Monitoring for short circuit and open circuit,
• Glow plug control • Monitoring of the signal for logical temperature
• Actuation of the temperature gauge and glow-plug increases,
warning indicator • Monitoring for plausibility.
• Fan control Faults in the EGR sensor have serious effects on the
exhaust gas emissions. Therefore, this is a MIL active
Effects of faults component.

In the event of a fault, the PCM operates using a
P0117, P0118, P0119.
substitute value (based on the IAT and fuel temperature).
This calculated substitute value serves as an initial value.

CHT sensor (1.8L Duratorq-TDCi
To this value, the PCM adds the value of the additional
(Kent) diesel only)
temperature increase every 10 seconds until the
maximum limit of the PCM substitute value is reached. Function
During this phase, the EGR quantity is already
significantly reduced.
When the substitute value limit is reached, the EGR

system is switched off and the engine power output is
reduced (by reduction of the injected fuel quantity).
Further interventions in the case of a faulty ECT sensor:

• activation of a limited operation strategy on vehicles
with thermo management (described in this lesson).
• shutting off of the electric PTC booster heater (not
on all versions),
• switching on of the cooling fan,
• turning off of the air conditioning.
Diagnosis
NOTE: A CHT sensor that has already been removed
With regard to exhaust gas emissions, the ECT sensor may no longer be used.
plays a very important part, as this value has a
The CHT sensor is screwed into the cylinder head and
significant influence on the injected fuel quantity and
measures the material temperature.
EGR.
It replaces the familiar ECT sensor.
Moreover, the ECT sensor signal is used to define the
warm-up cycle. By measuring the material temperature, engine
overheating (e.g. through the loss of coolant) is clearly
detected.

System
At high temperatures, the resolution of the CHT sensor The MAF sensor measures the air mass drawn into the
is not high enough to adequately cover the entire engine. The MAF signal is used:
temperature range from –40 °C to +214 °C. Therefore • as a parameter for calculating the quantity to be
the temperature curve is shifted by activating a second injected and the time of injection,
resistor in the PCM.
• for controlling the EGR quantity (closed control loop
The resistor is activated at a temperature of: with EGR valve).
• 85 °C. There is a MAF sensor integrated into the IAT sensor
The resistor is deactivated at a temperature of: (forms an NTC).
• 80 °C. The IAT sensor corrects the MAF signal so that a more
accurate measurement of the air mass can be achieved.
Combined IAT sensor and MAF sensor If no separate IAT sensor is installed in the intake
system downstream of the turbocharger, the IAT signal
Function is used for calculating the turbocharger outlet
temperature. In this version, the calculated value serves
as a correction factor for calculating the air density
downstream of the turbocharger.
Possible consequences of faults (MAF sensor)
If the signal fails, the PCM employs a substitute value,

which is calculated from the engine speed and other
values.
1 MAF sensor Possible consequences of faults (integrated IAT

sensor)
2 Mark showing installation direction
Depending on the version, two different MAF sensors In the event of a fault, the PCM performs the
are used: calculations using a substitute value.
• analog MAF sensor – transmits an analog voltage Furthermore, if installed, the thermo management
signal to the PCM, where an analog/digital converter system is controlled via a limited-operation map. If
converts the signal for further processing. installed, the electric PTC booster heater is switched
• digital MAF sensor – an integrated circuit in the off.
MAF sensor converts the measured signal directly
into a digital signal.
Note: in Emission Standard IV vehicles, a digital MAF

sensor is usually installed.
Location: in the intake manifold, directly behind the air

cleaner.

System
Diagnosis (MAF sensor) Diagnosis (integrated IAT sensor)
The monitoring system checks: The monitoring system checks the integrated IAT
• the sensor for short to ground/battery (by means of sensor:
a limit range check) and open control loop. • for short circuit and open control loop (via the limit
• the logical rise/fall rate of the signal, whereby range check),
intermittent faults are detected (e.g. loose connector • the logical rise/fall rate of the signal, whereby
contacts). intermittent faults are detected (e.g. loose connector
• for plausibility of the signal (only 1.4L contacts).
Duratorq-TDCi (DV) diesel engine, Emission In contrast, the integrated IAT sensor has only a slight
Standard IV). influence on exhaust gas emissions and is therefore non
During a test cycle, the current maximum and minimum MIL active.
values are compared over a specified period for the limit Possible diagnostic trouble codes: P0110, P0112,
range check. P0113, P0114.
If a value exceeds/falls below the calibrated range during
this test cycle, the test cycle is deemed to be faulty and Vehicle speed signal
a test cycle counter is activated.
For a certain number of test cycles, the "sound" and Function

"faulty" test cycles are recorded, evaluated and
The illustration shows the version with ABS
compared with one another.
The ratio of faulty test cycles to the total number of test

cycles is calculated and compared. If the result exceeds
a calibrated limit, a DTC is immediately stored.
The increase check (for intermittent faults) works in a

similar manner.
Malfunctions of the MAF sensor have a significant

influence on exhaust gas emissions if the recirculated
exhaust gas quantity cannot be controlled precisely.
An excessively low EGR quantity causes a dramatic 1 Wheel speed sensors

increase in the NOX emissions, on the other hand an
2 ABS module
excessively high EGR quantity causes an increase in
3 PCM
diesel particulate emissions.
Therefore this is a MIL active component. There are two methods available for detecting the
vehicle speed:
• Use of a VSS on vehicles with no ABS,
• MAF sensor: P0100, P0101, P0102, P0103, P0104.
• Via the wheel speed sensors for vehicles with ABS.

System
The signal from the wheel speed sensors is transmitted APP sensor
via the CAN data bus. The PCM calculates the vehicle
speed from this.
The vehicle speed signal is used by the PCM to calculate

the gear engaged and as information for the speed
control integrated in the PCM.
For calculation of the vehicle speed, the wheel speeds

of both front wheels are detected and an average value
is calculated.
If one or both front wheel speed signals are faulty, the

signals of both rear wheel speed sensors are used and
their average is taken as the vehicle speed value. If a The functioning and fault strategy are very similar to
fault occurs with the wheel speed sensors (one or both), the APP sensor in the Bosch common rail system (see
a reliable vehicle speed signal can no longer be relevant section in this Student Information Publication).
transmitted via the CAN data bus.
Effects of faults
Increased idling speed
Uncomfortable juddering when changing gears
Speed control system inoperative (if installed)
Traction control inoperative (if installed)
Reduction of injected fuel quantity
Diagnosis
The vehicle speed signal has only minor effects on

exhaust gas emissions and does not exceed the EOBD
limits.
The vehicle speed signal is, however, part of the freeze

frame data and is therefore classified as MIL active.
Possible diagnostic trouble codes: P0608 (vehicles

with VSS), P0500, U2197 (vehicles with ABS).

System
Vacuum-operated intake manifold flap The position sensor is acted on by a reference voltage
position sensor (certain vehicles with (5 V ± 5 %). The analogue output signal to the PCM is
emission standard IV) between 5 ... 95 % of the reference voltage.
Function
Effects of faults
Figure depicts version of 1.8L Duratorq-TDCi (Kent)
Specific EGR is no longer possible.
diesel in S-MAX/Galaxy 2006.5 (02/2006-)
Diagnosis

• the sensor for short to ground/battery (by means of
a limit range check) and open control loop.
• the logical rise/fall rate of the signal, whereby
intermittent faults are detected.
Emissions-related component:
Function
1 Intake manifold flap vacuum unit
The illustration shows the fuel pressure sensor on the fuel
2 Intake manifold flap
rail of the of the 2.0L Duratorq-TDCi (DW) diesel engine
NOTE: The intake manifold flap position sensor is only

installed for certain versions with intake manifold flap.
NOTE: In the 1.8L Duratorq-TDCi (Kent) diesel engine

in the S-MAX/Galaxy 2006.5 (02/2006-) after replacing
the intake manifold flap position sensor an initialization
must be performed with the aid of WDS.
Further improvement of the EGR rate is achieved by

the use of a position sensor on the intake manifold flap.
In vehicles with coated diesel particulate filter the 1 Fuel pressure sensor
exact position of the intake manifold flap has an effect NOTE: The fuel pressure sensor must on no account
on the active regeneration process (see section on be removed from the fuel rail during servicing.
"Coated diesel particulate filter" in this lesson).

System
The fuel pressure sensor measures the current fuel Diagnosis

pressure in the fuel rail very accurately and quickly and
delivers a voltage signal to the PCM in accordance with The fuel pressure sensor is monitored for the following
the current pressure level. functions:
• short circuit, open circuit and open control loop (via
The fuel pressure sensor operates together with the
the limit range check),
fuel metering valve and the fuel pressure control
valve on the high pressure pump in a closed control • logical rise/fall rate of the signal (loose contact
loop. detection)
• sensor-specific signal fluctuations,
The fuel pressure sensor signal is used to:
• correct pressure reduction after the engine is stopped.
• determine the injected fuel quantity,
• determine the start of injection, Monitoring of the sensor-specific signal fluctuations
serves to check whether the signal emitted by the sensor
• actuate the fuel metering valve on the high pressure
is subject to "normal fluctuations".
pump and the fuel pressure control valve.
A pre-condition for this check is that no faults are
present in the sensor supply voltage and that there is no
Effects of faults
short circuit, open circuit or open control loop.
In the case of a fault, the PCM switches from closed Moreover, the engine must be running in the partial load
loop to open loop control and performs a calculation range.
using an average value (approx. 350 bar), which is made During monitoring, the PCM checks whether the signal
available via a limited-operation map. fluctuations emitted by the sensor are within a calibrated
The average value used is within a safe range (in order minimum limit. If the fluctuations are inferior to the
to prevent excessive pressure). This means that the calibrated minimum limit, a DTC is stored.
injected fuel quantity and consequently the engine power This is in order to check whether the sensor is sticking
output is restricted to a specified limit from approx. at a certain point when emitting the signal.
2800 rpm upwards.
Monitoring for correct pressure reduction is performed
Note: For a quick check of the fuel pressure sensor, after the engine is switched off using the ignition key
disconnect the wiring harness connector while the engine (ignition OFF) as well as if the engine cuts out (ignition
is running. The engine should run more roughly. ON or OFF).
After reconnecting the wiring harness connector, the The PCM checks for pressure reduction in the high
engine should return to smooth running. pressure system.
When the engine is stopped, a timer is activated. The

fuel pressure present at timeout is registered and
compared with the calibrated limit in the PCM. If the
measured value exceeds the calibrated limit, this leads
to a DTC being stored.

System
The substitution strategy is designed so that the EOBD

limits are not exceeded in the case of a fuel pressure
sensor fault. Therefore, this is a non MIL active
component.
In the case of a fault, the engine system fault warning

lamp illuminates.
Typical fault function limits:

• Sensor voltage < 0.19 V (corresponds to approx. 0
bar)
• Sensor voltage > 4.81 V (corresponds to approx.
1800 bar)
• Voltage fluctuations during partial load operation >
0.01 V

P0192, P0193, P0194.
Other sensors
Other sensors include:

• CKP sensor,
• CMP sensor,
• Fuel temperature sensor.
The functioning of these sensors in the engine

management system is similar to that for the Bosch
common rail system (see relevant sections in "Lesson
3 - Bosch common rail system").

Switch Lesson 4 – Siemens-Common Rail
System
Information
The function of the switches listed below is similar to

that in the Bosch common rail system:
• Oil pressure switch,
• Stoplamp switch/BPP switch,
• CPP switch.
See also the relevant sections in the Bosch common rail

system in this Student Information Publication.

Lesson 4 – Siemens-Common Rail Actuators
System
Fuel metering valve
Function
1 Electromagnetically operated fuel metering valve 4 Compression spring

2 Piston 5 Coil
3 Bush 6 Armature
This permits the fuel quantity supplied to the high

NOTE: During repair, the fuel metering valve must not
pressure pump to be adapted to the engine requirements
be removed from the high pressure pump. The pump
from the low-pressure side. This minimizes the fuel
may only be replaced as a complete unit.
quantity that flows back to the fuel tank.
The fuel metering valve is bolted directly onto the high
In addition, this control function reduces the power
pressure pump.
consumption of the high pressure pump. This improves
Depending on the fuel pressure in the fuel rail, the fuel the efficiency of the engine.
metering valve regulates the fuel feed (and consequently
The fuel metering valve is operated electromagnetically
the fuel quantity) from the transfer pump to the high
and is closed and opened in a controlled manner via
pressure pump elements.
pulse-width modulated signals from the PCM.

Actuators Lesson 4 – Siemens-Common Rail
System
The type of pulse width modulation is a function of:

• Driver's requirements,
• Fuel pressure requirement,
• Engine speed.
Function
1 Fuel supply from the transfer pump

2 Piston
3 Fuel feed to the high pressure pump
1 Fuel supply from the transfer pump
4 Coil energized
2 Piston
5 Fuel volume
3 Fuel feed from the high pressure pump
6 Control current
Fuel metering valve not actuated 7 Fuel metering valve characteristic curve at
• When de-energized, the piston closes the passage constant engine speed.
between the two ports (1) and (3) by means of
Fuel metering valve actuated
compression spring force. The fuel supply to the
high-pressure pump is interrupted. • The valve coil is energized by the PCM in
accordance with the engine requirements. The
armature force is proportionate to the electrical
control current and acts against the compression
spring via the moving piston.
• The aperture between the two ports (1) and (3) and
consequently the fuel quantity supplied to the high
pressure pump via the port (3) is also proportional
to the control current. This means that the greater
the cross section of the aperture, the greater the fuel
quantity supplied.

System
Effects of faults Diagnosis
NOTE: When de-energized, the fuel metering valve is In the Siemens strategy, the fuel metering valve, the
closed. fuel pressure control valve as well as the fuel pressure
sensor operate in close interdependency and should
therefore not be treated separately during EOBD fault
high pressure control valve and the fuel pressure
analysis. A description of the principle of operation of
sensor on the fuel rail in a closed-loop control circuit.
these components (fuel metering/fuel pressure control
Depending on the extent of the fault, either a limited valve) for the EOBD can be found in the section "Fuel
operation program is activated, or in the case of serious pressure control valve" in this lesson.
faults, the injected fuel quantity is set to 0 (engine cuts
out or does not start).
Fuel pressure control valve
1 Electromagnetically operated fuel pressure 4 Coil

control valve 5 Armature
2 Valve seat 6 Compression spring
3 Valve ball 7 Pin
The high pressure control valve regulates the fuel

NOTE: During repair, the high pressure control valve
pressure at the high pressure outlet port of the high
may not be removed from the high pressure pump. The
pressure pump and consequently the pressure in the fuel
pump may only be replaced as a complete unit.
rail. In addition, pressure fluctuations arising during
The fuel pressure control valve is flanged directly onto fuel supply and the injection process are compensated
the high pressure pump. by the fuel pressure control valve.

System
The fuel pressure control valve is actuated by the PCM starting phase. This holding pressure is a result of the
so that the optimum fuel pressure is present in the fuel closing force of the compression spring when the valve
rail for all engine operating states. is de-energized.
The fuel pressure control valve is operated The required pressure in the fuel rail during starting
electromagnetically and is closed and opened in a must be at least 150 bar. Below this minimum pressure,
controlled manner via pulse-width modulated signals fuel injector needle lift is not possible. The engine
from the PCM. The variable actuation of the valve is a cannot be started, it cuts out.
function of driver request, fuel pressure requirement
and engine speed.
Function
1 Fuel pressure at the high pressure outlet port of

the high pressure pump 1 Fuel pressure at the high pressure outlet port of
2 To fuel return the high pressure pump
3 Valve ball 2 To fuel return
4 Compression spring (partial section shown) 3 Valve ball

4 Compression spring
Fuel pressure control valve not actuated
5 Armature
• The valve ball is only operated via the spring force.
This maintains a low fuel pressure (pmin) at the high 6 Coil energized
pressure outlet port of the high pressure pump to the 7 Pin
fuel rail. The fuel pressure control valve is open.
8 High fuel pressure
Note: In the case of a defective fuel pressure control 9 Valve control current
valve (e.g. if the valve is permanently de-energized) a
10 Fuel pressure control valve characteristic curve
fuel rail pressure of only 50 bar is achieved during the

System
Fuel pressure control valve actuated by PCM Monitoring of the fuel pressure is a function determined
• The energized coil attracts the armature. The by the interaction of the fuel metering valve (adjusts
armature transfers the magnetic force to the valve the delivery quantity for the fuel rail), the fuel pressure
ball via the pin. control valve (regulates of the fuel pressure to the fuel
rail) and the fuel pressure sensor (provides feedback
• The force with which the armature is attracted, and
regarding the actual fuel pressure in the fuel rail).
consequently the pressure on the valve ball, is
proportionate to the valve control current. The fuel The Siemens diagnostic system classifies faults in the
pressure control valve closes. fuel metering valve either
• In the case of maximum PWM actuation, the • as control faults (in this case the fuel pressure is
maximum required fuel pressure (depending on limited to a safe range) or
actuation of the fuel metering valve) is adjusted in • as malfunctions (in this case, the engine is switched
the fuel rail. off by the PCM), for example short or open circuit.
The following monitoring is performed in the context

Effects of faults of EOBD:
• Shorts and open circuit (no power consumption at
the relevant valve).
high pressure control valve and the fuel pressure
sensor at the fuel rail in a closed-loop control circuit. • Power consumption of the fuel metering valve/fuel
pressure control valve or pulse-width modulation
In the case of serious faults, for example a short or open
from the PCM outside the limit range. From the
circuit, fuel injection no longer takes place as the fuel
output shape of the pulse width modulated signals,
pressure is limited to 50 bar owing to the de-energized
the monitoring system identifies (by comparing it
fuel pressure control valve.
with the target map data) whether the actuation is
In the case of various control faults in the PCM, a within the limits. Power consumption of the
limited operation program is activated, permitting respective components provides information to the
continuation of the journey to the next workshop under PCM as to whether the relevant component is
restricted conditions. operating correctly or not.
• Plausibility check for correct closing of the fuel
Diagnosis (fuel metering valve and fuel pressure metering valve.
control valve) • Position (actuation) of the fuel metering valve
deviates to an impermissible extent from the position
The EOBD requirement demands the detection of faults
(actuation) of the fuel pressure control valve.
when determining the injected fuel quantity and fuel
• Sticking fuel pressure control valve.
injection timing. These parameters can have serious
effects on the exhaust gas emissions. • Adjustment of the map data for the fuel metering
valves reaches the maximum (impermissible
The determination of the fuel injection timing is
deviation of position with regard to map data; in
established via the crankshaft position.
order to achieve the required fuel pressure, the fuel
The injected fuel quantity results from the engine speed metering valve must open to an impermissible
and the opening time of the fuel injector, depending on extent).
the fuel pressure in the fuel rail.

System
Whether a fault has relevance to exhaust gas emissions Piezo-electric control of fuel injectors
depends on the type of fault. Both MIL active and non
MIL active faults are therefore possible. Comprehensive Operating principle
fault strategies decide whether the MIL or only the
engine system fault warning lamp is activated.

P0003, P0004, P0089, P0090, P0091, P0092, P120F.
A Fuel injector closed

B Voltage pulse from the PCM: Start of charging
phase, fuel injector begins to open
C Injection
D Voltage pulse from the PCM: Start of discharging
phase, injection ends
1 PCM
2 Piezo actuator
3 Injector needle
The piezo-electrically controlled fuel injectors switch

up to four times more rapidly than electro-magnetically
actuated fuel injectors.

System
Actuation of the fuel injectors for fuel metering (start Fuel injector actuation characteristic curve
of injection and injected fuel quantity) is performed
directly by the PCM, whereby the target rail pressure
must be at least 150 bar during startup.
A voltage pulse is required both for opening and closing

the fuel injectors.
The initial charging voltage applied by the PCM for

opening the fuel injectors is 70 V, however, this is
increased to approx. 140 V within 0.2 milliseconds by
the piezoelement. The charging current is approx. 7
A.
The voltage pulse causes the individual peizoelements

to press against one another, generating further voltage.
During the charging phase, the piezo actuator expands

(elastic tension) and opens the fuel injector needle.
A Injected fuel quantity for pilot injection
In order to end the injection process, a further voltage
B Injected fuel quantity for main injection
impulse is required from the PCM. The discharging time
of the piezo actuator and consequently the closing time 1 Fuel injector needle lift (mm)
of the fuel injector needle is approx. 0.2 milliseconds. 2 Actuation current (amps)
3 Voltage (V)
4 Crankshaft angle (CS degrees)
The various characteristic curves during pilot injection

and main injection are shown in the illustration.
In the case of vehicles with diesel particulate filters, any
possible post-injections following the main injections
during the regeneration process are comparable to the
pilot injections.
In order to operate the piezo actuator, a brief burst of

current (charging current) is needed.
During the injection phase, a voltage of approx. 140 V

is maintained by the PCM by means of a capacitor.
To reverse the expansion of the piezo actuator, a short

burst of current in the opposite direction (discharging
current) is generated.
The discharging current causes the piezo actuator to

return to its initial position and injection ends.

System
Note: Deviations from the tolerance range result in

• As the injection is ended by means of the discharging uncontrollable fuel metering. This means that the
current, the wiring harness connector of the piezo injected fuel quantity and the injection timing can no
fuel injectors must on no account be detached when longer be determined precisely.
the engine is running. This fault is therefore a MIL active fault, unless a fault
• If the wiring harness connector is detached at the of this kind leads to engine shutoff.
moment of injection, this leads to continuous In addition, the fuel injectors are checked for short
injection and engine damage. circuit and open circuit.
Certain faults (e.g. short to positive) lead to the fuel

Effects of faults injectors no longer being actuated.
rough engine running, Possible diagnostic trouble codes: P0200 to P0204;

P0606; P1201 to P1204, P1551 to P1554.
loud combustion noise (e.g. resulting from cut-off of

the pilot injection)
Boost pressure control valve (variable
geometry turbocharger,
reduced engine power output vacuum-controlled)
Moreover, electrical faults lead to deactivation of
cylinder balancing and limited anti slip regulation (no Function
intervention in engine management).
The boost pressure control valve is provided with a
vacuum by the vacuum pump.
Diagnosis
Pulse-width modulated signals from the PCM control
In the context of EOBD the PCM performs various this vacuum via the boost pressure control valve.
electrical checks in the individual fuel injector electrical The controlled vacuum acts on the vacuum unit in the
circuits. variable geometry turbocharger.
Electrical faults in the fuel injectors are detected via the
power consumption at the piezo actuator by means of Effects of faults
the relevant output stage in the PCM.
In the event of a fault, boost pressure control is no longer
The monitoring system is able to identify two types of
possible. Therefore, the injected fuel quantity is limited
malfunctions using several electrical tests:
(power output reduction) and the EGR system is
deactivated.
• Fuel metering fault of a single fuel injector
This works by monitoring the staged power supply of

the fuel injectors (as described previously).
The power consumption of the piezo actuator (in relation
to a defined time) indicates whether the actuator is
working within its tolerances.

System
Diagnosis Electrical turbocharger guide vane

adjustment actuator
Boost pressure control operates in a closed control loop.
The adjustment of the guide vanes of the variable
geometry turbocharger is carried out via the boost
pressure control valve. The boost pressure is controlled
depending on requirements via the MAP sensor.
Monitoring of the boost pressure control valve

comprises the following checks:
• short circuit (to ground and positive) and open
circuit,
• for intermittent faults (for example loose contact),
Furthermore, boost pressure control valve or vacuum

system faults are detected by the MAP sensor.
Boost pressure control valve faults are detected by the

output stage in the PCM via the power consumption of
the boost pressure control valve. 1 Electrical turbocharger guide vane adjustment
As the EGR system is deactivated, the NOX emissions actuator
increase sharply. As a result, EOBD limits are exceeded. 2 Actuator lever
At the time of going to press, installed in the 1.8L
Duratorq-TDCi (Kent) diesel engine only.
P0048, P2263
The purpose and internal functioning are similar to
the installed actuator in the Delphi common rail system
(see relevant section in "Lesson 2 – Delphi common rail
system").
However, the type of control differs. Two types are

used in the Siemens common rail system:
• Actuation of the actuator unit via a separate line,
• Complete regulation by the PCM.

System
Actuation via a separate line Direct monitoring:

• Monitoring of the PCM/actuator wiring for short
circuits to ground and positive.
• The integrated diagnosis in the control unit of the
actuator detects malfunctions in the actuator and
PWM as well as voltage supply outside the standard
range.
Indirect monitoring:
• Indirect monitoring is performed via the MAP sensor.
In the process, the engine management system checks
whether the currently required boost pressure is
1 Electrical turbocharger guide vane adjustment actually being provided.
actuator • An open circuit (open control loop) in the signal wire
2 PCM from the PCM to the actuator cannot be detected by
the PCM. However, an open circuit leads to an
The actuator is activated by PWM signals via separate
implausible boost pressure which then results in the
wiring through the PCM.
guide vanes of the turbocharger being set in the fully
The actuator control unit then activates the servo motor open position (minimal boost pressure). The pressure
accordingly. The position sensor detects the current deviation is detected by the MAP sensor and a
position of the guide vanes and communicates this relevant DTC is stored.
position to the actuator control unit.
It is therefore a MIL active component.
Effects of faults
Complete regulation by the PCM.
Boost pressure control is no longer possible in the event
See relevant section in "Lesson 5 – Denso common rail
of turbocharger guide vane adjustment actuator
system".
malfunctions. In this case, the engine output is restricted
by means of a reduction in the injected fuel quantity.
An implausible boost pressure is detected by the MAP

sensor, and the turbocharger guide vane adjustment
actuator then sets the guide vanes to the fully open
position.
In case of a fault, the EGR system is switched off.
Diagnosis
The monitoring system of the turbocharger guide vane

adjustment actuator consists of direct and indirect
monitoring.

System
Intake manifold flap and intake Preventing "serious engine judder" when the engine
manifold flap solenoid valve is stopped:
(vacuum-operated systems) • Diesel engines have a high compression ratio. The
high compression pressure of the intake air affects
Function the crankshaft via the pistons and connecting rods
and causes judder when the engine is stopped.
• The intake manifold flap solenoid valve connects
the vacuum for the intake manifold flap vacuum unit,
as a result of which the intake manifold flap is
closed. This prevents engine judder when the engine
is stopped.
• The intake manifold flap solenoid valve is energized
when the engine is stopped. The vacuum for
actuation of the intake manifold flap vacuum unit is
activated and the intake manifold flap is closed
1 Air flow in intake manifold briefly.
2 Intake manifold flap Closing the air channel through the intercooler
3 PCM (vehicles with fuel additive diesel particulate filter):
4 Intake manifold flap solenoid valve • This function is utilized when the exhaust gas
temperatures are low in vehicles with diesel
5 Vacuum unit
particulate filters. The intake manifold flap closes
In some versions, a vacuum-operated intake manifold the air channel through the intercooler at the same
flap is used, which is actuated via an intake manifold time as the intercooler bypass is opened (see relevant
flap solenoid valve. section in this brochure).
The intake manifold flap has the following functions: An additional function in other versions is that the air
• Preventing "serious engine judder" when the engine intake is restricted for better exhaust recirculation at
is stopped, low engine speeds.
• Closing the air channel through the intercooler

(vehicles with fuel additive diesel particulate Restricting the intake air to improve the EGR
filter), rate (certain vehicles with emission standard
• Restricting the intake air to improve the EGR rate IV)
(certain vehicles with emission standard IV).
With certain vehicles, the normal exhaust gas
• Restricting the intake air to assist the increase in
recirculation is not adequate to return the required EGR
exhaust gas temperature during the active
rate.
regeneration process (vehicles with coated diesel
particulate filter). For information on this see section By slightly restricting the intake air using an intake
on "Coated diesel particulate filter" in this lesson. manifold flap, a vacuum is created in the intake tract.
This vacuum increases the EGR flow.

System
Effects of faults In these versions the intake manifold flap only serves
to restrict the intake air for more efficient exhaust gas
In the event of a signal failure or a failure of the intake recirculation (more efficient exhaust gas recirculation
manifold flap solenoid valve: at lower engine speed/load ranges).
• the intake manifold flap remains open when the
If the system does not provide a sufficient quantity of
engine is stopped. This results in increased engine
exhaust gas at low engine speeds/loads despite a
judder when the engine is stopped.
fully-opened EGR valve, the intake manifold flap is
• controlled Exhaust Gas Recirculation is only closed by a specified value.
possible to a limited extent.
The resulting low pressure causes more of the exhaust
• the regeneration of the diesel particulate filter
gases to be drawn away from the EGR valve. In this
cannot be performed in an ideal way under certain
way, the EGR is adjusted to the required amount.
conditions.
The current setting of the intake manifold flap is
determined by the MAF sensor (closed control loop).
Diagnosis
The intake manifold flap solenoid valve is checked for Effects of faults
short circuit and open circuit in the context of EOBD.
Intake manifold flap servo motor faults lead to the EGR
Faults can be classified as either MIL active or non
system being switched off.
MIL active (depending on the function of the
component in the strategy).
Diagnosis
Intake manifold flap servo motor (1.4L Based on the power consumption of the servo motor,
Duratorq-TDCi (DV) diesel engine, the PCM detects whether actuation is within the limits.
emission standard IV) In this manner, the system detects a short or open circuit.
Since the EGR system is deactivated in the event of a
Function
fault, this is a MIL active component.
EGR valve solenoid valve

(vacuum-controlled systems)
Function
The EGR valve solenoid valve is actuated via PWM

signals from the PCM, in accordance with the required
exhaust gas quantity to be recirculated.
The duty cycle with which the EGR valve solenoid valve
Some engine versions with emission standard IV is actuated by the PCM therefore determines the
(without diesel particulate filter) are equipped with appropriate vacuum level for actuation of the EGR valve
an intake manifold flap servo motor. and consequently of the EGR quantity.

System
Effects of faults EGR valve (electrically controlled

systems)
In case of a fault, the EGR system is switched off.
Note: If the EGR valve is sticking in the open position, Function

incomplete combustion occurs at high engine speeds
due to a lack of oxygen. This results in increased black
smoke formation and rough running.
Diagnosis
Exhaust gas recirculation via the EGR valve solenoid

valve operates in conjunction with the MAF sensor, in
a closed loop control circuit.
The EGR valve solenoid valve is monitored for short

circuit and open circuit by the output stage in the PCM
(via the power consumption of the solenoid valve).

P0406
A Installation position on 1.4L Duratorq-TDCi

(DV) diesel engine (Emission Standard IV)
B Installation position on 2.0L Duratorq-TDCi
(DW) diesel engine
Depending on the engine version, an electrically

controlled EGR valve is used in the Siemens Common
Rail system.
This EGR valve comprises the following components:

• Servo motor,
Exhaust gas recirculation is further optimized by means

of the electrically controlled EGR valve, which has a
positive effect on exhaust gas emissions.

System
With the introduction of Emission Standard IV, an It is therefore a closed-loop control circuit.
electrically controlled EGR valve is installed in all Note: Each time the engine is stopped, a
versions. cleaning/adaptation mode is activated by the PCM,
The illustration shows an excerpt of the circuit diagram whereby the EGR valve is moved from its fully open
of the 2.0L Duratorq-TDCi (DW) diesel engine position to a completely closed position (by means of
maximum activation of the DC motor).
However, the longer the engine is in operation, the

greater the likelihood of residues forming on the valve
seat of the EGR valve as a result of the exhaust gases
flowing past it. These residues can cause the mechanical
closing point of the EGR valve to shift.
For this reason, the closing point is reconfigured each

time the engine is stopped. Consequently, the position
sensor maintains its ability to perform precise
measurement after long periods of operation.
Note: In some versions cleaning/adaptation mode can

be observed with the help of a WDS datalogger.
Effects of faults
In the event of a fault, controlled exhaust gas

recirculation is no longer possible and the EGR system
is switched off. If the EGR sticks open, this is detected
by the position sensor and the PCM then reduces the
quantity of fuel injected and thus engine performance.
1 PCM
2 DC motor Diagnosis
3 Servo motor
Monitoring of the EGR servo motor is divided into three
4 Position sensor
monitoring operations:
NOTE: Following replacement of the EGR valve or • Monitoring of the DC motor,
replacement/reprogramming of the PCM, the EGR valve
• Monitoring of the position sensor,
must be initialized by the PCM via WDS.
• Monitoring of the EGR valve.
The servo motor acts as a DC motor that sets the
In addition, the entire EGR system (interaction between
requested opening cross-section of the EGR valve.
the EGR valve, position sensor, servo motor and MAF
Actuation is by means of the PCM via pulse width
sensor) is monitored under certain operating conditions.
modulation.
The exact position of the EGR valve is determined via

the position sensor.

System
The DC motor is monitored for the following:

• Power consumption of the motor (excessively high
or low current flow through the coil).
• Cleaning diagnosis of the EGR valve
The power consumption of the coil is used as a basis

to check whether the signal from the PCM is within the
limits. Moreover, potential overheating of the EGR
valve is detected via the resistance of the coil.
Cleaning diagnosis is also performed via the power

consumption of the DC motor. During cleaning, the DC
motor must open and close the EGR valve within a
defined timeframe. A sticking EGR valve is detected
via the power consumption of the motor.
The position sensor is monitored for the following:

• limit range check: detects short and open circuits.
• logical rise/fall rate of the signal: by this means,
intermittent errors (e.g. loose connector contact) are
determined.
• plausibility check: detects a seized or sticking EGR
valve
The plausibility check is started when a certain engine

speed is reached.
If a control deviation of more than +20 % or –30 % with

regard to the calibrated values is detected during the
check, this is interpreted as a fault by the PCM and a
relevant DTC is stored.
Possible diagnostic trouble codes (DC motor): P0403,

P0404, P1193.
Possible diagnostic trouble codes (position sensor):

P0403, P0404, P0405, P0406, P0409, P0489, P0490,
P1335, P1409, P141A.

Engine warm-up regulation(only 2.0L Lesson 4 – Siemens-Common Rail
Duratorq-TDCi (DW) diesel engine) System
Note
The engine warm-up regulation is implemented for

vehicles that were built up to January 2005.
Component locations
1 Coolant pump 6 Thermostat

2 EGR cooler 7 Shutoff solenoid valve
3 Heater core 8 Radiator
4 Thermostat housing 9 Oil/coolant heat exchanger
5 Bypass solenoid valve 10 Coolant reservoir

Lesson 4 – Siemens-Common Rail Engine warm-up regulation(only 2.0L
System Duratorq-TDCi (DW) diesel engine)
Some versions with Siemens common rail system are Principle of operation
equipped with an engine warm-up regulator.
First phase
This regulator permits faster warming up of the engine
and reduces the increased pollutant emissions during
the warm-up phase.
A bypass solenoid valve has been integrated in the

coolant system for this purpose.
Like the ECT sensor, the bypass solenoid valve is

located in the thermostat housing.
Actuation of the bypass solenoid valve is via the PCM,

which performs regulation in accordance with the
coolant temperature signal.
A conventional thermostat, which works according to

the expanding material principle, is also used for engine
temperature regulation.
Another component is the shutoff solenoid valve. This

limits the flow of coolant to the coolant expansion tank
during the warm-up phase.
Note:
• in January 2004 the PCM software was changed.
This modification to the software (starting with
software bearing the suffix NB) meant that the
shutoff solenoid valve is no longer controlled. From 1 Bypass solenoid valve
March 2004, production with the shutoff solenoid 2 Thermostat
valve ceased altogether.
In the first phase, the bypass solenoid valve and the
• For this reason the shutoff solenoid valve is no longer thermostat are closed.
covered in the following function description.
The coolant is fed by the coolant pump through the
engine and the oil cooler directly to the heat exchanger.
It is then returned to the coolant pump via the EGR

cooler.

Engine warm-up regulation(only 2.0L Lesson 4 – Siemens-Common Rail
Duratorq-TDCi (DW) diesel engine) System
Second phase Third phase
1 Bypass solenoid valve 1 Bypass solenoid valve

2 Thermostat 2 Thermostat
Above a certain coolant temperature, the bypass solenoid When the thermostat opening temperature is reached,
valve begins to open and remains open until engine the thermostat opens.
operating temperature is reached. At the same time, the bypass solenoid valve is closed.
Part of the coolant now flows directly back to the Coolant is now also routed through the radiator (large
coolant pump while the remainder is routed via the heat coolant circuit).
exchanger.
The thermostat remains closed.

Values
Power supply voltage of bypass solenoid valve approx.

12 V.

Lesson 4 – Siemens-Common Rail Engine warm-up regulation(only 2.0L
System Duratorq-TDCi (DW) diesel engine)
Effects of faults
In the case of a fault, the cooling fan runs at maximum

power. The air conditioning system is also switched off,
or switching on the air conditioning system is disabled.
Diagnosis
The bypass solenoid valve is only monitored for short

and open circuit. In this way, a blocked solenoid valve
(open or closed state) can be detected by the PCM.
If a "control circuit fault - low" is detected, the PCM

interprets this as a short to ground or an open control
loop.
If a "control circuit fault - high" is detected, the PCM

interprets this as a short to positive.
Bypass solenoid valve faults have no effect on exhaust

gas emissions. Therefore, this is a non MIL active
component.

• P2682 (short to ground / open control loop),
• P2683 (short to positive).

System
The illustration shows boost pressure control on the 2.0L Duratorq-TDCi (DW) diesel engine
1 Boost pressure solenoid valve 5 Turbocharger(s)

2 MAP sensor 6 PCM
3 Intercooler 7 Vacuum pump
4 Vacuum unit for variable turbine geometry (with
turbocharger position sensor)
When a control deviation occurs, the guide vanes of the

On a variable turbocharger, the boost pressure is
variable-geometry turbocharger are adjusted via the
regulated by adjusting the guide vanes. This means that
boost pressure control solenoid valve.
optimum boost pressure can be set for any operating
condition. In the event of a malfunction of the boost pressure
The actual value of the boost pressure is measured by
metering system.
the MAP sensor and in some versions by the
turbocharger position sensor as well. The set value
depends on the speed and injected fuel quantity as well
as the BARO.

System
Turbocharger diagnosis emissions which exceed the EOBD limits. Certain faults
also lead to the EGR system being switched off.
Boost pressure control works as a system. The Therefore, this is a MIL active system.
interaction of individual components (including the
Malfunctions in the boost pressure control system are
turbocharger) is monitored.
detected by the MAP sensor.
Malfunctions of the turbocharger and faults of the boost
In the event of a fault, the PCM limits the injected fuel
pressure control solenoid valve or the vacuum system
quantity (power output reduction) and sets a diagnostic
for the turbocharger actuation result in increased exhaust
trouble code.
1 PCM 6 Fuel pressure control valve

3 High pressure chambers for high pressure 8 Fuel rail
generation 9 Solenoid valve
4 Fuel feed 10 Injector needle
5 Fuel metering valve

System
The engine management system on the common rail period of time has to elapse before the high-pressure
injection system is capable of providing the optimum system is opened after the engine is stopped (see current
injection pressure for each operating condition. Service Literature).
Via the high pressure chambers of the common rail

high-pressure pump, fuel is compressed and fed to the Other strategies
fuel rail.
The following additional strategies are similar to those
In the process, the delivery quantity is regulated by the
for the Delphi common rail system (see relevant sections
fuel metering valve by varying the opening cross section
in "Lesson 2 – Delphi common rail system"):
• Idle speed stabilization,
The fuel pressure is regulated in such a way that the
• Surge dampers,
condition. • Smooth-running control (cylinder balancing),
• External fuel quantity intervention.
On the one hand, this reduces the noise emission during
fuel combustion. The following additional strategies are similar to those
for the Bosch common rail system (see relevant sections
On the other hand, the engine management system can
in "Lesson 3 – Bosch common rail system"):
meter the fuel very precisely, which has a positive effect
on exhaust emissions and fuel consumption. • Regeneration process (vehicles with diesel particulate
filter and fuel additive),
The fuel pressure sensor continuously informs the PCM
• EGR system.
about the current fuel pressure.
Precise regulation of the fuel pressure is performed via

the fuel pressure control valve.
The fuel pressure supplied to the fuel rail is dependent

on the engine speed and engine load.
Switching off the engine
Because of the way the diesel engine works, the engine

can only be switched off by interrupting the fuel supply.
In the case of fully electronic engine management this

is achieved by the PCM specifying injected quantity
= 0. The fuel injector piezo elements are therefore no
longer actuated and the engine is switched off.
Pressure drop after engine is switched off
After the engine has been switched off, pressure is

released through leakage in the injection pump and the
fuel injectors. For safety reasons, however, a certain

Lesson 4 – Siemens-Common Rail Diesel particulate filter with fuel additive
System system
Note Only the differences are discussed in the following

section.
The diesel particulate filter system with fuel additive is
essentially similar to that of the Bosch common rail
system (see relevant section in "Lesson 3 – Bosch
common rail system")
Component overview

Diesel particulate filter with fuel additive Lesson 4 – Siemens-Common Rail
system System
1 Catalytic converter exhaust gas temperature 7 Tank flap switch

sensor 8 Tank flap solenoid
2 Exhaust gas temperature sensor – diesel 9 Fuel additive tank
particulate filter
10 Fuel additive pump unit
11 Fuel injector
4 Pipes to diesel particulate filter differential
12 Fuel tank
pressure sensor
13 PCM
5 Instrument cluster
6 Fuel-additive control unit
sensor
Diesel particulate filter
1 Exhaust gas from engine 4 Diesel particulate filter

2 Oxidation catalytic converter 5 Catalytically cleaned exhaust gas
3 Filtered exhaust gas

System system
The diesel particulate filter is designed as a separate After combustion has occurred, some diesel particulates
component and is downstream of the oxidation catalytic may still be present in the exhaust gas. As part of the
converter. filtration process, the exhaust gases loaded with diesel
particulate matter flow into the diesel particulate filter
The particulate filter is a honeycomb structure, the walls
and are then forced to flow through the porous walls as
of which are made of porous silicon carbide. In addition,
a result of the staggered position of the sealed channels.
the individual ducts are sealed at one side and offset to
each other. The build up of diesel particulate matter in the
intermediate chambers of the porous walls increases the
filtration effect still further.
Intercooler bypass

system System
1 Connecting piece between air cleaner housing 6 Intercooler bypass flap vacuum unit
and turbocharger 7 Intake manifold flap housing
2 Combined IAT and MAF sensor 8 Turbocharger(s)
3 Intercooler 9 Intake manifold flap vacuum unit
4 Connecting piece between turbocharger and 10 Intercooler/intake manifold flap housing
intercooler connection
5 Intercooler bypass
Actuation of the two flaps is performed by vacuum,

An intake manifold flap housing has been added to the
which is controlled by means of two solenoid valves.
intake system in conjunction with the particulate filter
system. The intake manifold flap housing contains the During the regeneration phase the air mass flowing
following components: through the intercooler (regulated by the intake manifold
• Intercooler bypass flap with vacuum unit, flap) is reduced.
• Intake manifold flap with vacuum unit, At the same time, the flow of uncooled air mass via the
• MAP sensor, intercooler bypass (regulated by the intercooler bypass
flap) is increased.
• IAT sensor (not illustrated).
This reduces the engine's cylinder charge while keeping
The intake manifold flap creates the connection
the intake air temperatures constant to prevent variations
between the cooled air from the intercooler and the
in exhaust gas temperatures during regeneration.
intake ports of the engine via the intake manifold flap
housing. The position of both valves is dependent on the intake
air temperature. For this reason, there is an additional
The intercooler bypass valve creates a direct
IAT sensor in the intake manifold flap housing,
connection between the compressor side of the
downstream of the intake manifold flap and intercooler
turbocharger and the intake ports of the engine via the
bypass flap (not illustrated).
intake manifold flap housing. The intercooler is
bypassed.

System system
Component overview – system control
1 Catalytic converter exhaust gas temperature 5 Fuel tank flap switch and solenoid (in the tank
sensor flap)
2 Exhaust gas temperature sensor – diesel 6 Piezo sensor on fuel additive pump unit
particulate filter 7 Fuel-additive control unit
3 Diesel particulate filter differential pressure 8 PCM
sensor
9 CAN
4 IAT sensor

system System
10 DLC 12 Intake manifold flap solenoid valve

11 Intercooler bypass flap solenoid valve 13 Fuel additive pump
When replacing a PCM or before loading a new software

as well as replacing the diesel particulate filter, always
read the instructions in the current Service Literature.
Exhaust gas temperature sensors
Function
1 Catalytic converter exhaust gas temperature 3 Exhaust gas temperature sensor – diesel
sensor particulate filter
2 Oxidation catalytic converter 4 Diesel particulate filter

System system
The exhaust system of the 2.0L Duratorq-TDCi (DW) If both exhaust gas temperature sensors are faulty, a
diesel engine incorporates a catalytic converter exhaust substitute value is calculated based on the coolant
gas temperature sensor and a diesel particulate filter temperature, engine load and engine speed.
exhaust gas temperature sensor.
The exhaust gas temperature of at least 500°C to 550°C Diagnosis

required for the oxidation of the diesel particulates is
detected by the exhaust gas temperature sensors and The following checks are carried out:
transmitted to the PCM. • short and open circuit (by means of a limit range
check).
The exhaust gas temperature input parameters are used
for calculation purposes by the PCM, which also takes • logical rise/fall rate of the signal, whereby
other parameters into account. intermittent faults are detected (e.g. loose connector
contacts),
• plausibility (following engine staring, a certain
temperature increase is expected by the PCM).
can be initiated.
A faulty exhaust gas temperature sensor has no direct
Through the arrangement of the two exhaust gas
influence on exhaust emissions. As regeneration is
temperature sensors, the exhaust gas temperature
however significantly impaired, and clogging of the
required for regeneration can be adjusted and monitored
diesel particulate filter is possible, the MIL is actuated
very precisely.
in the case of a fault. Therefore, they are MIL active
The regeneration process cannot be terminated unless components.
a minimum temperature of 450 °C is reached and
Possible diagnostic trouble codes (catalytic converter
maintained.
exhaust gas temperature sensor): P0425, P0426,
P0427, P0428, P2080.
Effects of faults
Possible diagnostic trouble codes (diesel particulate
If a fault occurs at one of the two exhaust gas filter exhaust gas temperature sensor): P0435, P0436,
temperature sensors, the value of the other exhaust gas P0437, P0438, P042A, P042B, P141E, P2084, P042C,
temperature sensor is used by the PCM. P042D.

system System
Intake manifold flap and intercooler bypass flap solenoid valves
Function
1 Intake manifold flap vacuum unit 4 Intercooler bypass flap solenoid valve
2 Intercooler bypass flap vacuum unit 5 PCM
Adjustment of the intercooler bypass flap is performed

The intake manifold flap has another function in
by the intercooler bypass flap solenoid valve via
addition to restricting the intake air for exhaust gas
vacuum.
recirculation and closing the intake system when the
engine is stopped. In accordance with the requirements, the solenoid valves
are actuated at a specified duty cycle by the PCM.
During the regeneration phase, the intake manifold flap
closes off the air flow via the intercooler, depending on
requirements. At the same time, the uncooled charge Effects of faults
air is fed via the intercooler bypass flap.
If a fault occurs at one (or both) of the two solenoid
Adjustment of the intake manifold flap is performed by
valves, limited regeneration is still possible, depending
the intake manifold flap solenoid valve via vacuum.
upon how high the intake air temperature is and the
During the regeneration phase, the intercooler bypass operating condition of the engine.
flap opens, enabling uncooled charge air to be directed
to the combustion chambers.
Diagnosis
The uncooled air prevents cooling of the combustion
chamber at low engine speeds/engine loads and this In the context of EOBD both solenoid valves are
promotes the regeneration of the diesel particulate filter. monitored for short and open circuit.

System system
Faults to the solenoid valves have very little effect on

exhaust gas emissions. Therefore, they are non MIL
active components.
Possible diagnostic trouble codes (intake manifold

flap solenoid valve): P0488, P0489, P0490.
Possible diagnostic trouble codes (intercooler bypass

flap solenoid valve): P0033, P0034, P0035.

Coated diesel particulate filter Lesson 4 – Siemens-Common Rail
System
Overview – diesel particulate filter
1 Oxidation catalytic converter 5 Rear pipe – diesel particulate filter differential

2 Flexible pipe pressure sensor
3 Location of exhaust gas temperature sensor – 6 Front pipe – diesel particulate filter differential
diesel particulate filter pressure sensor
4 Diesel particulate filter 7 Location of exhaust gas temperature sensor –

catalytic converter
The function is similar to the coated diesel particulate

With the launch of the S-MAX/Galaxy 2006.5
filter in the Delphi common rail system (see relevant
(02/2006-) a coated diesel particulate filter is used in
section in "Lesson 2 – Delphi common rail system" in
conjunction with the 2.0L Duratorq-TDCi (DW) diesel
this brochure).
engine.

Lesson 4 – Siemens-Common Rail Coated diesel particulate filter
System
Emission control components
1 Catalytic converter exhaust gas temperature 5 Intake manifold flap position sensor
sensor 6 PCM
2 Diesel particulate filter exhaust gas temperature 7 CAN
sensor
8 DLC
sensor
10 Fuel injector
4 MAP sensor
However, if it is necessary to replace the diesel

Note: The function of the components in the system is
particulate filter, it is essential that the instructions in
similar to that of the diesel particulate filter in the Delphi
the current Service Literature are followed.
common rail system (see relevant section in "Lesson 2
- Delphi common rail system" in this brochure). Before replacing the PCM or before loading a new
software as well as replacing the diesel particulate filter
differential pressure sensor, always read the instructions
The coated diesel particulate filter is built in the vehicle
for life. It therefore has no maintenance intervals.

Coated diesel particulate filter Lesson 4 – Siemens-Common Rail
System
Intake manifold flap position sensor The function of the intake manifold flap during the
active regeneration process is similar to that of the diesel
After replacing the intake manifold flap position sensor particulate filter in the Delphi common rail system (see
or after replacing/reprogramming the PCM, an relevant section in "Lesson 2 – Delphi common rail
initialization of the intake manifold flap position sensor system" in this Student Information Publication).
must be performed using the PCM (see information in
Note: After replacing the intake manifold flap position
the current Service Literature).
sensor or after replacing/reprogramming the PCM, an
initialization of the intake manifold flap position sensor
Intake manifold flap, intake manifold must be performed using the PCM (see information in
flap position sensor and intake manifold the current Service Literature).
flap solenoid valve
Function
1 MAP sensor
2 IAT sensor
3 Intake manifold flap vacuum unit
The figure depicts the installation position of the intake

manifold flap, the vacuum unit and the intake manifold
flap position sensor.

Lesson 4 – Siemens-Common Rail Siemens system
System
Overview
A Fuel feed 2 Fuel rail

B High pressure line 3 Fuel injector
C Fuel injection line 4 Fuel return collector pipe
D Fuel return from high-pressure pump 5 Fuel temperature sensor
E Leak-off pipe 6 Fuel filter
F Fuel return to fuel tank 7 Fuel tank
1 High pressure pump 8 Fuel level sensor unit

Siemens system Lesson 4 – Siemens-Common Rail
System

General
attention to the fact that the vehicle must urgently be
Function refueled.
Note for vehicles with EOBD: If the system causes the

The fuel is drawn from the fuel tank via the fuel filter
engine to judder because the fuel tank is empty, the
by means of the transfer pump integrated in the high
EOBD is deactivated during this phase. This prevents
pressure pump.
The high-pressure pump compresses the fuel and forces
it into the fuel rail.

Leak-off fuel from the fuel injectors and/or returning

fuel from the high pressure pump are fed back into the
fuel tank.

fuel tank

bending.



Irregular idling

System
Fuel filter For this purpose, open the water drain screw on the filter
housing and allow approx. 80 to 100 ml of liquid to
Function drain into an appropriate container. Then tightly close
the water drain screw again and dispose of the liquid.
Fuel filter of the 1.4L Duratorq-TDCi (DV) diesel engine
Both fuel filters also featured a fuel heater, which is
activated at low temperatures.
Fuel filter of the 2.0L Duratorq-TDCi (DW) diesel engine
1 Fuel feed port (from fuel tank)

2 Fuel feed port (to high pressure pump)
3 Electric fuel pre-heater
4 Water drain screw
Fuel pre-heating is controlled by a bi-metallic strip and

functions independently of the PCM.
1 Fuel feed port (from fuel tank) The bi-metallic strip controlled fuel pre-heater is
2 Fuel feed port (to high pressure pump) activated when the ignition is on (ignition key in
3 Fuel filter with water separator position II) regardless of whether the engine is running
or not.
4 Water drain screw
Regardless of the ambient temperature, the bi-metallic
5 Electric fuel pre-heater
strip closes the circuit and the heating element in the
Different fuel filters are used for the Siemens common fuel pre-heater is activated.
rail System depending on the type of engine. Their • In the 1.4L Duratorq-TDCi the on/off temperature
operating principles and service-relevant characteristics, for the heating element is approximately 5°C.
however, are very similar.
• In the 2.0L Duratorq-TDCi (DW) diesel engine the
Both fuel filters are equipped with a water separator, heating element is switched on at –2°C ± 2°C and
which must be drained regularly in accordance with the switched off at +3°C ± 2°C.
specified service intervals.

System
Possible causes of faults Manual pump

filter.
Note: a certain quantity of air is drawn out of the fuel

tank together with the fuel when the transfer pump draws
fuel into the high-pressure pump. The air bubbles are
very small, however, and cannot initially be seen with
the naked eye.
The air bubbles are separated out in the fuel filter and
clump together to form larger bubbles. These air bubbles
occasionally emerge from the filter material and are
drawn into the high pressure pump. They can be seen
through a transparent hose. This form of separation is
entirely normal.
The visual inspection for air bubbles in the transparent

hose is therefore not counted as a fault diagnosis.
Effects of faults
A Direction of travel
Poor engine starting when warm or cold 1 Fuel return to fuel tank
Irregular idling 2 Manual pump
Engine does not start. 3 Hand pump bypass line
Engine starts, but cuts out again immediately afterwards. 4 Fuel feed line to high pressure pump
Engine has insufficient power. 5 Fuel return line from high pressure pump
6 Fuel feed line from fuel tank
Some versions with Siemens common rail system are

equipped with a rubber hand pump. This is for bleeding
the fuel pipes prior to initial operation of the vehicle or
may be used during repair work.
With the hand pump, fuel can be pumped from the fuel
tank via the fuel filter to immediately before the high
pressure pump port.
Due to the installation position of the hand pump in the

bypass line between the fuel feed and return lines, the
normal flow of fuel through the high pressure pump is
bypassed.

System
This arrangement prevents the hand pump from extracted as close to the high pressure pump port as
interfering with the normal fuel flow through the high possible when bleeding the system following repair or
pressure pump. It also ensures that the fuel can be maintenance work.
For vehicles that are not equipped with a hand pump,

the special tool for bleeding the system must be used.
High-pressure system – general
The illustration shows the high pressure system of the 2.0L Duratorq-TDCi (DW) diesel engine
1 Fuel injector 4 High pressure pump

2 Fuel metering valve 5 Fuel rail
3 Fuel pressure control valve 6 Fuel pressure sensor

System
High pressure pump
Overview
The illustration shows the high pressure pump with drive shaft for timing belt drive (1.4L Duratorq-TDCi (DV) diesel
engine)
A Fuel return 3 Fuel pressure control valve

B High-pressure connection 4 Eccentric
C Fuel feed 5 Drive shaft
1 Fuel metering valve (partial view) 6 Transfer pump
2 High pressure pump element (displacement unit)
Note: Depending on the engine version, the high

pressure pump is driven via the timing belt for camshaft Function of the high-pressure pump
drive (1.4L Duratorq-TDCi (DV) diesel engine) or via
The high-pressure pump provides the interface between
the exhaust camshaft (2.0L Duratorq-TDCi (DW) diesel
the low and the high pressure systems. Its function is to
engine). The design and function of the high-pressure
always provide sufficient compressed fuel under all
pump are essentially similar.
the vehicle.

System
First, the fuel is drawn from the tank by the transfer The high pressure chambers are formed by three pump
pump integrated in the high pressure pump and delivered elements (displacement units), each offset by 120
to the high pressure pump. degrees.
The high-pressure pump permanently generates the The fuel metering valve and the fuel pressure control
high system pressure for the fuel rail. Therefore, the valve are bolted/flanged to the high pressure pump
compressed fuel does not have to be supplied under high housing. These ensure optimum control of the high
pressure for each injection process individually, unlike pressure for the system.
systems with distributor type injection pumps. Due to the permanently high system pressure, injection
quality is optimized over the entire engine speed/load
range.

System
High pressure generation and fuel routing in the high pressure pump
A Fuel feed 2 Screen filter

B Fuel feed (fuel quantity fed to the high pressure 3 Intake side of transfer pump
pump) 4 Transfer pump
C High pressure connection to the fuel rail 5 Fuel metering valve
D Fuel return 6 Fuel pressure control valve
1 Admission-pressure control valve 7 Fluid filter

System
8 High pressure pump 12 High-pressure ring line

9 Eccentric on drive shaft 13 High pressure pump elements
10 Pump element inlet valve 14 Lubrication valve
11 Pump element outlet valve
The fuel quantity fed to the high pressure chambers

(pump elements) is determined via the
electromagnetically operated fuel metering valve
pressure pump.
(actuated by the PCM).
The transfer pump delivers the fuel on to the fuel
The fuel pressure control valve is located in the high
metering valve and to the lubrication valve. When the
pressure channel, between the high pressure chambers
fuel metering valve is closed, the admission pressure
and the high pressure outlet port to the fuel rail. This
control valve opens and routes the excess fuel back to
electro-magnetically operated valve, which is actuated
the inlet side of the transfer pump.
by the PCM controls the fuel pressure which is fed into
The lubrication valve is calibrated in order to always the fuel rail via the high pressure outlet port.
ensure sufficient lubrication and cooling in the interior
The fuel pressure control valve routes the excess fuel
of the pump.
into the fuel return line and back to the fuel tank.
Principle of high pressure generation (intake stroke)
A Fuel intake 1 Inlet valve

B Fuel delivery 2 Outlet valve
C Fuel feed from fuel metering valve 3 Piston
D Fuel delivery to high pressure ring line

System
4 Drive shaft 5 Eccentric
The three pump plungers are actuated by the rotary

movement of the high pressure pump drive shaft and Fuel rail (common rail) and high
the eccentric on the shaft. pressure fuel lines
When the fuel metering valve opens the inlet to the high Fuel rail
pressure chambers, the pressurized fuel from the transfer
pump is fed to the inlet valves at the high pressure The illustration shows the system in the 2.0L
chambers. If the transfer pressure exceeds the internal Duratorq-TDCi (DW) diesel engine
pressure of the high pressure chamber (pump plunger
in TDC position), the inlet valve opens.
Fuel is now forced into the high-pressure chamber,

which moves the pump plunger downwards (intake
stroke).
Principle of high pressure generation (delivery

stroke)
When the pump plunger passes BDC, the inlet valve

closes due to the increasing pressure in the high pressure
chamber. The fuel in the high-pressure chamber can no
longer escape.
As soon as the pressure in the high pressure chamber

1 High pressure fuel lines (to the fuel injectors)
exceeds the pressure in the high pressure channel, the
outlet valve opens and the fuel is forced into the high 2 High pressure pump line (to high pressure pump)
pressure channel (delivery stroke). 3 Fuel rail
The pump plunger delivers fuel until TDC is reached. 4 Fuel pressure sensor
The pressure then drops and the outlet valve closes.
The fuel rail is made of forged steel.
The pressure on the remaining fuel is reduced. The pump
plunger moves downwards.
If the pressure in the high-pressure chamber falls below
the transfer pressure, the inlet valve reopens and the
process starts again. Pressure fluctuations are induced in the high pressure
fuel system due to the operating movements of the high
pressure chambers in the high pressure pump and the
opening and closing of the fuel injectors.

System
The fuel rail is therefore designed in such a way that its In order that the engine management system can
volume is sufficient, on the one hand, to minimize determine the injected fuel quantity precisely, as a
pressure fluctuations. On the other hand, the volume function of current fuel pressure in the fuel rail, a fuel
in the fuel rail is small enough to build up the required pressure sensor is located on the fuel rail (see lesson 3).
fuel pressure for a quick start in the shortest possible
time.
High pressure fuel lines
The fuel supplied by the high pressure pump flows via
a high pressure line to the fuel rail (high pressure NOTE: The bending radii are exactly matched to the
accumulator). The fuel is then delivered to the individual system and must not be changed.
fuel injectors via the four injector tubes which are all NOTE: After disconnecting one or more high pressure
the same length. fuel lines, these must always be replaced. Reason: The
When fuel is taken from the fuel rail for an injection reason for this is that leaks can occur when re-tightening,
process, the pressure in the fuel rail is kept almost due to distortion of the connections of the old lines.
constant. The high-pressure fuel lines connect the high-pressure
pump to the fuel rail and the fuel rail to the individual
Fuel pressure sensor fuel injectors.
NOTE: The fuel pressure sensor must not be removed

from the fuel rail during servicing. If the fuel pressure
sensor is faulty the fuel rail must be replaced along with
the fuel pressure sensor.

System
Fuel injectors
A Fuel injector (1.4L Duratorq-TDCi (DV) diesel 3 High pressure fuel line connection
engine and 1.8L Duratorq-TDCi (Kent) diesel 4 Copper sealing ring
engine)
5 Emission standard coding
B Fuel injector (2.0L Duratorq-TDCi (DW) diesel
6 Fuel return port
engine)
7 Retainer
C Fuel injector head
8 Fuel return adapter
D Hydraulic servo system
9 O-ring seal
E Fuel injector nozzle
10 Adapter fastening clip
1 Connector for PCM
11 Plastic bush
2 Piezo actuator
The start of injection and the injection quantity specified

Depending on the engine version, fuel injectors of
by the PCM are implemented by means of the
different designs are used. Their basic construction and
piezo-electrically controlled fuel injectors.
function are however largely the same.

System
Depending on engine speed and engine load, the fuel for a certain period after the power is interrupted, i.e.
injectors are actuated by the PCM with an opening the fuel injectors remain open. Effect: Continuous
voltage of approximately 70 V. The piezo effect causes injection and engine damage!
the voltage within the piezo element to rise to The copper sealing rings must be replaced during
approximately 140 V. servicing.
The fuel injectors inject the appropriate fuel quantity
for all engine operating conditions into the combustion
Special features
chambers in accordance with the combustion cycle.
Extremely short switching times of approximately 200 1.4L Duratorq-TDCi (DV) diesel engine:
µs permit extremely rapid reaction to changes in the • In newer versions, a distinction is made between
operating conditions. The fuel quantity to be injected Emission Standard III and Emission Standard IV
can thus be metered very precisely. fuel injectors. A code is stamped onto the fuel
injector shaft for this purpose:
The fuel injectors are divided into three assemblies:
– E3 = Emission Standard III,
• fuel injector head, including the piezo actuator,
– E4 = Emission Standard IV.
• hydraulic servo system,
• fuel injector nozzle. 2.0L Duratorq-TDCi (DW) diesel engine:
• A guide bushing located in the lower part of the
NOTE: In the case of repairs, the fuel injectors cannot
cylinder head and a plastic bushing on the fuel
be dismantled, as this results in their destruction.
injector shaft serve to fasten the fuel injector.
NOTE: The wiring harness connectors of the piezo fuel
injectors must on no account be detached when the
engine is running. The piezo actuators remain expanded

System
Fuel injector closed
1 High pressure feed line 5 Valve mushroom

2 Control piston 6 Control chamber
3 Fuel return 7 Nozzle prechamber
4 Piezo actuator 8 Injector needle
The hydraulic force now exerted onto the fuel injector

The fuel is fed at high pressure from the fuel rail via the
needle by the high fuel pressure in the control chamber
high pressure feed line into the control chamber and the
via the control piston is greater than the hydraulic force
nozzle prechamber.
acting on the fuel injector needle, as the surface of the
The piezo actuator is de-energized and the orifice for control piston in the control chamber is greater than the
fuel return is closed by means of the spring-loaded surface of the fuel injector needle in the nozzle
mushroom valve. prechamber.
The needle of the fuel injector is closed (no injection).

System
Fuel injector opens
1 High pressure feed line 6 Control chamber

2 Control piston 7 Nozzle prechamber
3 Fuel return 8 Injector needle
4 Piezo actuator 9 Valve piston
5 Valve mushroom
This causes the fuel injector needle to be moved

The piezo actuator, which is energized by the PCM,
upwards, the fuel injector opens and the fuel enters the
expands (charging phase) and pushes against the fuel
combustion chamber via the spray holes.
injector piston.
At a certain point, the piezo actuator is deactivated by
The mushroom valve opens the orifice which connects
the PCM. The fuel injector piston moves back upwards
the control chamber with the fuel return line.
and the mushroom valve closes off the control chamber.
This results in a pressure drop in the control chamber
As soon as the pressure in the control chamber exceeds
and the hydraulic force acting on the fuel injector needle
the pressure in the nozzle prechamber, the fuel injector
is now greater than the force acting on the control piston
needle closes off the spray holes and injection ends.
in the control chamber.

System
Fuel injector identification markings Classification:

• The fuel injectors for the 2.0L Duratorq-TDCi
(DW) diesel engine are marked with a number for
classification purposes.
• A total of three classifications are available:
– 4, 5 and 6
• When replacing one fuel injector, it should be noted
which classification is marked on the fuel injector.
• All the fuel injectors installed in an engine must have
the same classification!
When replacing all fuel injectors, the new fuel injectors

may have a different classification, For example, if the
old fuel injectors are in class "5" and the new ones are
all class "4", this is permissible.
The change of classification must nevertheless be

communicated to the PCM using WDS.
Effects of faulty fuel injector(s) (mechanical

faults)

Identification number coding:
Fuel injector leaks
a. Classification (only 2.0L Duratorq-TDCi (DW)
diesel engine Increased combustion noise as a result of coked injector
needles
b. Ford part number
c. Year of manufacture (C = 2003, D = 2004). . . ) Irregular idling
d. Month (A = January, B = February, ... . . L =

December)
e. Day (01 ... 31)
f. Part number (00001 ... 99999)
The identification markings of the piezo fuel injectors

are located on the fuel injector head.
During production, the piezo fuel injectors are

manufactured without tolerances and consequently
have no identification number for the purpose of
adaptation to the PCM using the WDS.

Lesson 4 – Siemens-Common Rail Test questions
System
1. Which components are used for controlling fuel pressure?
a. Fuel pressure sensor, fuel metering valve and MAP sensor
b. Fuel pressure sensor, fuel metering valve and fuel pressure control valve
c. Fuel pressure sensor, fuel metering valve and ECT sensor
d. Fuel temperature sensor and fuel metering valve
2. Which of the following statements is true?
a. The fuel metering valve is set to a limited-operation position when de-energized.
b. The fuel metering valve is fully open when de-energized.
c. The fuel metering valve is fully closed when de-energized.
d. The position of the fuel metering valve is detected by a position sensor.
3. Detaching the wiring harness plug from the piezo fuel injector when the engine is running.
a. leads irrevocably to destruction of the engine bearings due to the uneven running of the engine.
b. can lead to engine damage.
c. results in a short circuit and thus the destruction of the PCM.
d. is recommended in order to identify a faulty fuel injector.
4. The intake manifold flap
a. is only used for improved engine stopping.
b. is not active during the active regeneration process.
c. may be active during the passive regeneration process.
d. may be active during the active regeneration process.

Notes
Lesson 5 – Denso-Common Rail Objectives
System


Lesson 5 – Denso-Common Rail
System
Overview

System
1 CHT sensor 15 Ignition lock

2 MAPT sensor 16 High pressure pump (with fuel metering valve
3 MAF sensor and fuel temperature sensor)
4 APP sensor 17 PCM (BARO sensor integrated into the control

unit)
5 Oil level/temperature sensor (certain versions
only) 18 CAN
6 Stoplamp switch 19 DLC
7 CKP sensor 20 Electrical turbocharger guide vane adjustment

actuator (certain versions only)
8 CMP sensor
21 Fuel injectors
22 Sheathed-type glow plugs
10 VSS (vehicles with no ABS)
23 Cooling fan module
11 Oil pressure switch
24 Cooling fan
12 Water-in-fuel sensor (certain markets only)
25 A/C cut-off relay (WAC)
13 GEM
26 A/C compressor clutch
14 Electric EGR valve with position sensor
Notes on this lesson Characteristics
The following components originate from the Denso

The components of the engine management as well as
company:
their function in the system are to some extent similar
to those in the Delphi common rail system. • High pressure pump (with fuel metering valve and
fuel temperature sensor),
For this reason, only the new or modified components
and functions are discussed in this lesson. • Fuel rail (with fuel pressure sensor and pressure
limiting valve),
Components/functions which are not discussed here in
• Fuel injectors.
detail can be found in "Lesson 2 - Delphi common rail
system". The engine management is performed by a Visteon
PCM.

System
Service instructions PCM
Fuel injectors
A 16-digit identification number is engraved on every

fuel injector. After replacing one or more fuel
injector(s), the identification number of the
of WDS.
After a new software version has been loaded, it is also

necessary to enter the identification numbers of all fuel
injectors with the aid of WDS.
Exact instructions on the input of identification numbers C1 Connector C1(A) with 32 PIN
can be found in the current Service Literature. C2 Connector C2(B) with 48 PIN
C3 Connector C3(C) with 32 PIN
Calibrating the high-pressure pump (fuel The PCM is the main component of the engine
metering valve) management system. It receives the electrical signals
from the sensors and set-point transmitters, evaluates
After replacing the high pressure pump and/or the PCM
them and calculates the signals for the actuators (for
the fuel metering valve of the high pressure pump must
example fuel injectors, boost pressure control valve,
be calibrated with the aid of WDS.
EGR valve, etc.).
The control program (the software) is stored in a

High pressure system leak test
memory. The execution of the program is carried out
After working on the high-pressure system (e.g. after by a microprocessor.
replacing a fuel injector or after replacing the high In addition to the actuators, there are also sensors which
pressure pump or the injector tubes) a high-pressure form the interface between the vehicle and the PCM as
system leak test must be conducted with the aid of WDS. a processing unit.
Note: The further "function" is similar to that for the

Fuel filter with water-in-fuel sensor (certain Delphi common rail system (see relevant section in
markets only) "Lesson 2").
After replacing the fuel filter, a parameter reset for the

values of the water-in-fuel sensor must be carried out Diagnosis
with the aid of WDS.
The PCM performs self-monitoring to ensure correct
operation. Malfunctions in the hardware or software of
the PCM are displayed by means of a DTC. Additional
monitoring (see below) is also performed.

System

– In the case of reference voltage monitoring, so-called
comparators compare the individual reference
voltages for the relevant sensors programmed in the
PCM to check if they are within limits.
– If a set reference voltage of 5 V falls below 4.7 V, a
fault is stored and the engine is stopped.

• The engine adjustment data and freeze frame data
are stored in the EEPROM.
• The freeze frame data forms part of the EOBD. Fault
entries are detected appropriately and indicated by
a DTC.
Vehicles with EOBD

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

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

Sensors Lesson 5 – Denso-Common Rail
System
MAF sensor APP sensor
Function Function
For safety reasons, the APP sensor is designed as a

breakerless double sensor.
The MAF sensor works according to the hot film

principle.
The sensor's output signal is a digital square-wave signal 1 PCM

with a variable frequency.
2 Gateway (GEM)
The following generally applies: the frequency drops 3 APP sensor
with increasing engine speed.
In this system, the signal from APP sensor 1 is
The MAF sensor is used to control the exhaust gas
transmitted directly as a Pulse Width Modulation
recirculation (closed-loop control).
signal to the PCM.
The APP sensor 2 signal is transmitted as an analog

Effects of faults
signal to the GEM.
In the event of a fault, the EGR system is switched off. In the GEM the APP 2 signal is digitized, then put onto
the CAN data bus and transferred to the PCM.
Diagnosis
Effects of faults
• if the values output by the sensor are within the If APP sensor 2 fails, the engine runs with decreased
limits, acceleration. However, it is still possible to achieve top
speed.
• the sensor for short circuit to battery/ground,
• for intermittent faults. If APP sensor 1 or the entire APP sensor system fails,
the engine is regulated to an increased idling speed after
Emissions-related component:
the BPP switch and the stoplamp switch have been
• Yes (MIL-active). actuated once and a plausibility check has been carried
out. It is possible to continue driving but with greatly
reduced power output.

Lesson 5 – Denso-Common Rail Sensors
System
Oil level/temperature sensor
1 Oil level/temperature sensor

2 Openings
3 Oil dipstick
The 135 PS version of the 2.4l Duratorq-TDCi in the

Transit 2006.5 (at the time of going to press) is equipped
with an oil level/temperature sensor.
The quality of the engine oil is calculated using this

sensor and a strategy implemented in the PCM. This
measure is also able to increase the oil change intervals
in this version.
Furthermore, the driver receives an indication via the

driver information system when the engine oil level has
dropped below the limit.

Sensors Lesson 5 – Denso-Common Rail
System
Function The voltage drop (U0) across the wire loop is measured
immediately after the circuit closes. Another
measurement (U1) takes place approximately 1.75
seconds later.
Between the first measurement (U0) and the second

measurement (U1) there is a temperature drop at the
wire loop. It is dependent on the extent to which the
wire loop is immersed in the engine oil.
The temperature drop results from the dissipation of

heat from the wire loop to the engine oil. This
temperature drop causes a change in resistance of the
wire loop and thus also a change in the voltage drop.
The voltage drop is used by the PCM as an indicator

for calculating the oil level and the oil quality.
The integral temperature sensor measures the current

engine oil temperature and is used as a correction factor
for the oil level calculation.
Prerequisites for the measurement
Two conditions must be satisfied in order to ensure the

1 Electrical connector measurement is correct:
2 Wire loop • The engine must be stopped for a certain period of

time (the planned period is up to two minutes –
3 Temperature sensor (NTC)
detailed information was not available at the time of
4 Oil level/temperature sensor going to press). This provides an adequate return
The oil level/temperature sensor comprises a wire loop, flow of engine oil into the oil pan. In this time, the
which is immersed in the engine oil to a greater or lesser power supply of the PCM is maintained (Power
extent corresponding to the oil level. Latch Phase).
At the time of the oil level measurement, a regulator • The vehicle must be standing on a horizontal surface.
circuit in the PCM closes the circuit of the wire loop. After completing the second measurement, the PCM
The regulator circuit regulates a constant current flow calculates the oil level. The calculated value is stored.
of 195 mA through the wire loop.
The constant current flow heats the wire loop in a

specific way.

Lesson 5 – Denso-Common Rail Sensors
System
Strategy for determining a horizontal surface Registering an oil level that is too low
If the PCM has detected refilling of the vehicle fuel

tank, the last oil level measurement is compared with
the map data.
If the measured values indicate an oil level which is too

low, a corresponding indicator/text message is displayed
on the message center.
The indicator/text message illuminates/appears

immediately after "ignition ON" and remains active
until the next "ignition OFF".
Vref Reference voltage For the next "ignition ON" the lamp/text message is
then no longer active.
S Signal to the GEM
1 Instrument cluster Note: Even if the engine oil has not been topped up, the
indicator/text message is not active again.
2 PCM
3 GEM
Calculation of the oil quality
4 Fuel pump and level indicator module
A strategy is implemented in the PCM that calculates
In order to ensure a correct measurement of the oil level,
the optimal time for an oil change.
the strategy of the PCM must be certain that the vehicle
is standing on a horizontal surface. It assumes that the This calculation is based on the continuous detection of
pump area of a filling station has this type of surface. the engine operating conditions as well as the last valid
oil level measurement.
For this purpose, the signal from the fuel pump and level
indicator module is used. If this data reveals an oil change is necessary, then this
is indicated via an indicator/text message in the
If, following "ignition ON", the fuel level is significantly
instrument cluster.
higher than at the last "ignition OFF", the PCM assumes
that the vehicle is at a filling station and, therefore, is Note: After every oil change, the parameters for the oil
standing on a level surface. quality calculation must be reset (see the current Service
Literature).
The last oil level measurement, that was stored at the
last "ignition OFF", is classified as a valid
measurement.
Only this oil level measurement is used for the

calculation.

Actuators Lesson 5 – Denso-Common Rail
System
Electrical turbocharger guide vane

adjustment actuator
Function
1 Connection 1: DC motor (+)

2 Connection 2: DC motor (–)
3 Connection 3: Position sensor (–)
4 Connection 4: PWM position sensor output
1 Electrical turbocharger guide vane adjustment signal
actuator
5 Connection 5: Position sensor reference voltage
2 Variable geometry turbocharger
6 PCM
In this system, a simplified electrical turbocharger guide 7 DC motor
vane adjustment actuator is used.
8 Position sensor (breakerless)
The integral electronics in the actuator unit are no longer 9 Electrical turbocharger guide vane adjustment
required. actuator
This means
The inductive (breakerless) position sensor transmits
• that the DC motor is actuated directly by the PCM. PWM signals to the PCM. The duty cycle is determined
• that the position of the guide vanes is detected by the position of the guide vanes.
directly via the position sensor by the PCM.
Duty cycle of the position sensor:
• with minimum opening of the guide vanes
(maximum boost pressure): approx. 90 %
• with maximum opening of the guide vanes
(minimum boost pressure): approx. 10 %

Lesson 5 – Denso-Common Rail Actuators
System
Fuel metering valve
A Fuel metering valve opened to maximum b High duty cycle

B Fuel metering valve opened to minimum 1 Transfer pump
V Voltage 2 Fuel metering valve
a Low duty cycle 3 Fuel flow to the high-pressure chambers
Function
Effects of faults
NOTE: The fuel metering valve operates together with
the fuel pressure sensor (on the fuel rail) in a closed In the event of malfunctions: Injected quantity = 0
control loop. (engine cuts out or cannot be started.)
NOTE: The fuel metering valve is fully open when

de-energized. Diagnosis
The fuel quantity that passes to the high pressure
chambers of the high pressure pump is dependent on
• the circuit for short circuits and open circuit.
the opening cross section of the fuel metering valve.
• the fuel metering valve for correct function; the
The opening cross-section is determined by the PCM
values of the fuel pressure sensor are used for this
via the duty cycle of the PWM signal:
purpose. The currently measured values from the
• Low duty cycle: large aperture cross-section
• High duty cycle: small aperture cross-section

Actuators Lesson 5 – Denso-Common Rail
System
fuel pressure sensor are continuously compared with 3 Solenoid armature

the map data. Slight deviations are indicated as
4 Solenoid valve
control faults whereupon:
The fuel injectors are each fitted with one solenoid
– the quantity of fuel injected is reduced and
valve. Actuation for fuel metering is carried out by the
– the pilot injection is deactivated.
PCM.
• whether serious deviations exist. They are indicated
Current is applied to the solenoid valves in two stages.
as a malfunction whereupon
– the quantity injected is set to 0 and the engine is At the beginning of an injection process, the solenoid
stopped. valve is actuated with a higher pick-up current so that
it opens quickly.
Note: Control faults do not necessarily mean a defective
fuel metering valve or a defective high pressure pump. After a short period of time, the pick-up current is
A blocked fuel low pressure system or defective fuel reduced to a low holding current.
injectors could (among other things) also be the cause.
Emissions-related component (vehicles with EOBD): Effects of faults
• Yes (MIL-active), with control faults
rough engine running,
• No (Non MIL active), with malfunctions.
loud combustion noise

Fuel injector solenoid valve
reduced power output
Function
Diagnosis
The monitoring system is able to identify two types of

malfunctions via several electrical tests.
• Fuel metering fault of a single fuel injector.
The PCM detects malfunctions based on the power

consumption of the solenoid valves.
Deviations from the tolerance range result in

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

1 PCM circuit and open circuit.
2 Coil

Lesson 5 – Denso-Common Rail Actuators
System
Components significant for emissions:

• Yes (MIL-active), if engine continues to run.
• No (Non MIL active), if the engine is stopped.

Fuel system Lesson 5 – Denso-Common Rail
System
Overview
A Fuel return from high-pressure pump 2 Fuel rail

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

Lesson 5 – Denso-Common Rail Fuel system
System

General
attention to the fact that the vehicle must urgently be
Function refueled.
Diagnostic information: If the system causes the engine

to judder because the fuel tank is empty, the EOBD is
deactivated during this phase. This prevents apparent
pressure pump.
faults from being displayed.
The high-pressure pump compresses the fuel and forces
it into the fuel rail.
Fuel filter
available for the fuel injectors for each injection process. Function
Oil leaking from the fuel injectors and/or returning fuel
from the high pressure pump are fed back into the fuel
tank.

fuel tank

bending.

1 Fuel return (to the fuel filter)
impair the flow of fuel through the low-pressure system. 2 Fuel return (to the fuel tank)
3 Fuel feed (to the high-pressure pump)
Effects in case of faults (low pressure system 4 Air cleaner element minder gauge
contains air or is blocked) 5 Water-in-fuel sensor (certain markets only)
Poor engine starting when warm or cold 6 Water drain screw
Irregular idling 7 Water-in-fuel sensor wiring harness

8 Fuel feed (from the fuel tank)

System
The fuel heater functions in a similar way to that in the Fuel filter with water-in-fuel sensor (certain
Delphi common rail system (see relevant section in markets only)
"Lesson 2 – Delphi common rail system") via a bi-metal
controlled control valve. After replacing the fuel filter, a parameter reset for the
values of the water-in-fuel sensor must be carried out
with the aid of WDS.
The illustration shows the system in the 2.4L Duratorq-TDCi

System
1 High pressure line 7 Fuel metering valve

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

Fuel injectors
system and must not be changed. When replacing one (or more) fuel injector(s) this must
be signaled to the PCM through the input of a 16-digit
NOTE: After disconnecting one or more high pressure
code. This code is located in the head area of the fuel
fuel lines, these must always be replaced. Reason: The
injector.
reason for this is that leaks can occur when re-tightening,
due to distortion of the connections of the old lines.
The high-pressure fuel lines connect the high-pressure High pressure system leak test
pump to the fuel rail and the fuel rail to the individual
After working on the high-pressure system (e.g. after
fuel injectors.
replacing a fuel injector or after replacing the high
pressure pump or the injector tubes) a high-pressure
Fuel pressure sensor system leak test must be conducted with the aid of WDS.
The fuel pressure sensor must not be replaced separately

in the event of a fault. The whole fuel rail must always
be replaced in the event of a fault.

System
High pressure pump
The diagram shows the high pressure pump in the 2.4L Duratorq-TDCi
A High pressure fuel to fuel rail 7 Transfer pump (rotor pump)

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

System
Design • A portion of the fuel is transferred to the fuel

metering valve from the transfer pump. The fuel
The high-pressure pump provides the interface between quantity delivered to the high pressure chambers is
the low and the high pressure systems. Its function is to determined by the opening cross-section of the fuel
always provide sufficient compressed fuel under all metering valve.
• The small restriction bore in the overflow throttle
the vehicle.
valve provides for automatic bleeding of the high
Low-pressure zone: pressure pump. The entire low-pressure system is
• The transfer pump draws fuel out of the fuel tank designed to allow a defined quantity of fuel to flow
via the fuel inlet. back into the fuel tank via the overflow throttle valve.
• The pump internal pressure is adjusted via the This assists cooling of the high pressure pump.
admission-pressure control valve. This ensures that High-pressure zone:
sufficient lubrication and cooling are always – A total of two high pressure chambers, each with
provided for the high pressure pump components. one pump plunger, are used for high pressure
Excess fuel is transferred to the inlet side of the generation.
transfer pump via the admission-pressure control
– The drive for the pump plungers is via an eccentric
valve.
cam, which is in turn driven by the drive shaft
(principle similar to the Bosch common rail system,
see relevant section in this Student Information).
– The high pressure pump permanently generates
the high system pressure for the fuel rail.

System
Principle of high pressure generation
A Pump plunger 1 3 Eccentric cam

B Pump plunger 2 4 Eccentric cam ring
C To fuel rail 5 Fuel metering valve
1 Inlet valve 6 Drive shaft
2 Outlet valve

System
The rotary movement of the drive shaft is converted to Fuel rail (common rail)
a reciprocating movement by the eccentric cam. The
eccentric cam ring transfers the reciprocating movement Structure and task
to the pump plungers.
The pump plungers are offset by 180 degrees. This

means, that during a reciprocating movement, pump
plunger 1 performs exactly the opposite movement to
pump plunger 2.
The eccentric cam produces an "upward" stroke:

• Pump plunger 1 moves in the direction of TDC, thus
compressing the fuel and delivering it to the fuel rail
via the outlet valve. The inlet valve is pressed into
its seat by the delivery pressure.
• Pump plunger 2 is moved by the tension spring force
in the direction of BDC. Due to the high pressure in 2 Pressure limiting valve
the fuel rail, the outlet valve is pressed into its seat. 3 Fuel rail
The pump internal pressure opens the inlet valve and
fuel flows into the high pressure chamber.
The eccentric cam produces a "downward" stroke:
• The process is the reverse to that previously
described. Pressure fluctuations are induced in the high-pressure
fuel system due to the operating movements in the
high-pressure chambers of the high-pressure pump and
Calibrating the high-pressure pump (fuel the opening and closing of the solenoid valves on the
metering valve) fuel injectors.
After replacing the high pressure pump and/or the PCM Consequently, the fuel rail is designed in such a way
the fuel metering valve of the high pressure pump must that, on the one hand, it possesses sufficient volume to
be calibrated with the aid of WDS. minimize pressure fluctuations, but, on the other hand,
the volume in the fuel rail is sufficiently low to build
up the fuel pressure required for a quick start in the
shortest time possible.
Function
The fuel supplied by the high pressure pump passes

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

System
When fuel is taken from the fuel rail for an injection 2 Electrical connection - solenoid valve
process, the pressure in the fuel rail is kept almost
3 High pressure fuel line connection
constant.
NOTE: The combustion chamber sealing rings must
not be reused.
Pressure limiting valve
The exact procedure for the correct installation of
The pressure limiting valve opens at a fuel pressure of the fuel injectors can be found in the current service
approx. 2000 bar. It serves as a safety device in the case literature.
of malfunctions in the high-pressure system. Thus,
Start of injection and injected fuel quantity are adjusted
damage due to excessive pressure in the high-pressure
via the fuel injectors.
system is prevented.
In order to achieve the optimal injection timing and
The pressure limiting valve operates as a disposable
precise injected fuel quantity, special fuel injectors with
valve. This means that it must be replaced after a
a hydraulic servo system and electrical actuator unit
single triggering, as the valve can no longer be
(solenoid valve) are used.
guaranteed leak-free.
The injectors are actuated directly by the PCM.
Triggering of the pressure limiting valve is detected by
the PCM, whereupon a corresponding DTC is set and The PCM specifies the injected quantity and the
the MIL is actuated. injection timing.
For removal and installation, please follow the The fuel injectors are divided into different function
instructions in the current service literature. blocks:
• injector nozzle,
Fuel injectors • hydraulic servo system,

• solenoid valve.
The operating principle of the fuel injectors is similar

to that of the fuel injectors in the Bosch common rail
system (see relevant section in this Student Information).
A Fuel injector nozzle

B Hydraulic servo system
C Solenoid valve
1 Combustion chamber seal

System
Identification number (fuel injector correction Effects of faulty fuel injector(s) (mechanical
factor) faults)
Illustration shows top view of fuel injector Increased black smoke production
Fuel injector leaks

needles
Irregular idling

2 16-digit identification number
3 Connection - leak-off pipe


identification number, which is located on the housing
To ensure optimum fuel metering, the PCM must be

informed of a change of injector.
Furthermore, once new PCM software has been loaded

via WDS, the fuel injectors must also be configured.
This is achieved by entering the 16-digit identification

number into the PCM using the WDS, taking into
account the relevant cylinder.

• Increased black smoke formation,
• Irregular idling

Test questions Lesson 5 – Denso-Common Rail
System
1. Which of the following statements about the oil level/temperature sensor is correct?
a. During engine operation the engine oil level is measured continuously via a wire loop.
b. For a correct measurement, the engine must be running and have reached a temperature of at least 60 °C.
c. For a correct measurement, the engine must have cooled down to a temperature of 40 °C.
d. For a correct measurement, the vehicle must be on a horizontal surface.
2. Which statement regarding the fuel metering valve is incorrect?
a. high duty cycle = small opening cross-section of the fuel metering valve
b. low duty cycle = small opening cross-section of the fuel metering valve
c. In the case of malfunctions, the engine is stopped.
d. The fuel metering valve is fully open when de-energized.
3. The pressure limiting valve
a. regulates the fuel pressure in the fuel rail.
b. must be replaced after being triggered once.
c. reduces the fuel pressure after the engine is stopped.
d. may not be replaced as a separate component.
4. Which of the following statements about the APP sensor is true?
a. PWM signal: The frequency decreases with increasing engine speed.
b. PWM signal: The frequency increases with increasing engine speed.
c. The APP sensor transmits the PWM signal (APP 1) and the analogue signal (APP 2) directly to the PCM,
d. The APP sensor transmits the PWM signal (APP 1) and the analogue signal (APP 2) to the gateway first.

Answers to the test questions
1. b
2. c
3. d
4. c
Lesson 2 – Delphi-Common Rail System
1. d
2. b
3. c
4. b
Lesson 3 – Bosch-Common Rail System
1. c
2. c
3. a
4. d
Lesson 4 – Siemens-Common Rail System
1. b
2. c
3. b
4. d
Lesson 5 – Denso-Common Rail System
1. d
2. b
3. b
4. a
Service Training 265

List of Abbreviations
ABS Anti-lock Brake System MAPT Manifold Absolute Pressure And

Temperature
APP Accelerator Pedal Position
MIL Malfunction Indicator Lamp
BARO Barometric Pressure
NOX Oxides Of Nitrogen
BDC Bottom Dead Center
NTC Negative Temperature Coefficient
BPP Brake Pedal Position
PATS Passive Anti-theft System
CAN Controller Area Network
PCM Powertrain Control Module
CHT Cylinder Head Temperature
PTC Positive Temperature Coefficient
CJB Central Junction Box
PWM Pulse Width Modulation
CKP Crankshaft Position
TDC Top Dead Center
CMP Camshaft Position
T-MAP Temperature And Manifold Absolute
CO Carbon Monoxide Pressure
CPP Clutch Pedal Position VSS Vehicle Speed Sensor
DLC Data Link Connector WDS Worldwide Diagnostic System
DTC Diagnostic Trouble Code
ECT Engine Coolant Temperature
EGR Exhaust Gas Recirculation
EOBD European On-board Diagnostic
GEM Generic Electronic Module
HC Hydrocarbon
IAT Intake Air Temperature
IDM Injector Driver Module
KS Knock Sensor
MAF Mass Air Flow
MAP Manifold Absolute Pressure
266 Service Training

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Curriculum Training

Diesel Injection and Engine Management

Common Rail Systems

Technical Service Training

– Delphi common rail system,

Service Training (G544949) 1

Lesson 1 – General Information

Overview of the Systems ............................................................................................................................................... 14

Injection characteristics .................................................................................................................................................. 18

Emission Standard IV with or without diesel particulate filter ...................................................................................... 21

Cleanliness when working on the common rail system ................................................................................................. 21

EOBD (European On-board Diagnostic) ................................................................................................ 22

Fault logging and storing ............................................................................................................................................... 23

Engine Emission Control .......................................................................................................................... 25

Pollutant emissions reduction ........................................................................................................................................ 25

Test questions ............................................................................................................................................. 27

Lesson 2 – Delphi-Common Rail System

Special features .............................................................................................................................................................. 33

Service instructions ........................................................................................................................................................ 34

EEC V powertrain control module PCM (two-module system) .................................................................................... 34

IDM (two-module system) ............................................................................................................................................. 36

Delphi PCM (single-module system) ............................................................................................................................. 37

Glow plug control .......................................................................................................................................................... 38

CKP sensor ..................................................................................................................................................................... 40

CMP sensor .................................................................................................................................................................... 41

MAP/IAT and T-MAP sensor ......................................................................................................................................... 42

CHT sensor .................................................................................................................................................................... 43

MAF sensor .................................................................................................................................................................... 45

APP sensor ..................................................................................................................................................................... 46

Fuel temperature sensor ................................................................................................................................................. 47

Fuel pressure sensor ....................................................................................................................................................... 48

Fuel pressure outside the specified range ....................................................................................................................... 48

Position sensor in vacuum-operated EGR valve ............................................................................................................ 49

Position sensor in electric EGR valve ............................................................................................................................ 50

Stoplamp switch/BPP switch ......................................................................................................................................... 51

CPP switch ..................................................................................................................................................................... 51

Fuel metering valve ........................................................................................................................................................ 52

Fuel injector solenoid valve ........................................................................................................................................... 53

Electric EGR valve (certain versions only) .................................................................................................................... 56

Electrical turbocharger guide vane adjustment actuator ................................................................................................ 58

Ignition ON strategy ....................................................................................................................................................... 61

Engine start strategy ....................................................................................................................................................... 61

Idle strategy .................................................................................................................................................................... 64

Idle speed control ........................................................................................................................................................... 64

Fuel metering calculation ............................................................................................................................................... 65

Smooth-running control (cylinder balancing) ................................................................................................................ 68

External fuel quantity intervention ................................................................................................................................ 68

Controlling fuel injection ............................................................................................................................................... 68

Controlling the fuel pressure .......................................................................................................................................... 70

EGR system .................................................................................................................................................................... 72

Boost pressure control .................................................................................................................................................... 75

PCM fault strategy ......................................................................................................................................................... 77

Monitoring the system ................................................................................................................................................... 77

Coated diesel particulate filter ................................................................................................................. 79

Overview – diesel particulate filter ................................................................................................................................ 79

Passive regeneration ....................................................................................................................................................... 80

Active regeneration ........................................................................................................................................................ 80

Notes on the oil change interval ..................................................................................................................................... 81

Emission control components ........................................................................................................................................ 82

Service instructions ........................................................................................................................................................ 82

Exhaust gas temperature sensors .................................................................................................................................... 83

Diesel particulate filter differential pressure sensor ....................................................................................................... 83

MAP sensor .................................................................................................................................................................... 85