piezo common rail pcr 2 dv4td ford

Trainer additional informationGeneral

Service Training TAI -- 1

Note on handling Siemens Piezo Common RailPCR 2 DV4TD Ford aftersales documentation Date: 06/2002

Note on handling Siemens aftersales documentation

NOTE: This Siemens aftersales documentationentitled Piezo Common Rail PCR 2

DV4TD Ford must be treated as strictlyconfidential and is intended exclusively

for the Ford Service Trainer for

information. It must not be passed to

third parties.

Diesel-Systems

Piezo Common Rail PCR 2 DV4 TD Ford After Sales Documentation

Applicable

This handbook is applicable for:

System: Siemens PCR2 DV 4 TD

Engine: PSA DV 4 TD

Vehicle: Ford B 256

Contents

A System description PCR 2 diesel injection system . . . . . . . . . . . . . . . . . . . . . . . . . 5

1. Complete system PCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.1 General to the PCR-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2. System boundaries fuel supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

3. System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133.1 Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133.2 Diesel Common Rail Pump (DCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193.3 Volumetric Control Valve (VCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253.4 Pressure Control Valve (PCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293.5 High pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333.6 Engine Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4. Initial start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414.1 First time start of the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414.2 Initial start after a repair / Start after an empty tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

B Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

1. System Nominal Value and Operating Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431.1 Typical values by various operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431.2 Typical Start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

2. Fault Search Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 552.1 MIL control lamp does not light up by turned on ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 552.2 MIL control lamp lights when the engine is running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562.3 Engine does not start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 572.4 Engine starts badly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 602.5 Poor cold start behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622.6 Engine does not allow itself to be turned off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 632.7 Engine dies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 642.8 Engine idle too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 661PCR 2 DV 4 TD / FORD 1/2002

2.9 Engine idle too low or runs rough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently . . . 702.11 Vehicle jerks by constant speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 742.12 Vehicle accelerates without actuation of the accelerator pedal . . . . . . . . . . . . . . . . . . . . . . . 772.13 Vehicle does not slow down (no coasting down) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 782.14 Vehicle judders while coasting with gear engaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 792.15 Performance too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 802.16 Performance too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 842.17 Bouncing by acceleration or braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 862.18 Vehicle accelerates strongly while coasting after release of the brake . . . . . . . . . . . . . . . . . 872.19 Engine smokes while driving steep sloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 882.20 Engine smokes at start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 892.21 Engine produces smoke / blue smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 902.22 Engine produces white smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 922.23 High fuel consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 932.24 Engine knocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 952.25 Engine gets too hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 962.26 Engine does not fulfil the requirements of the AU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

3. Fault code listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

4. Test instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1134.1 Directives for working on diesel fuel systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

4.1.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1134.1.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1134.1.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . 1154.1.4 Precondition for the test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

4.2 Check low pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1174.2.1 Check internal fuel transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1174.2.2 Check Internal Transfer Pump (ITP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

4.3 Check high pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1194.3.1 Check PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1194.3.2 Check high pressure pump (HPP) and VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1234.3.3 Check rail pressure control loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

4.4 Check injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1374.4.1 High injector leakage /injectors remain open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1374.4.2 Faulty injected amount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

4.5 Check engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

5. Diagnosis tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1455.1 Freeze Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1455.2 Actuator tests through diagnosis tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

5.2.1 Test PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1475.2.2 Test VCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1475.2.3 Test EGR valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1485.2.4 Glow plug relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1485.2.5 Test Coolant pre-heating (Heating circuit 1 and 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1485.2.6 Test Cooler fan 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1485.2.7 ACC relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1482 PCR 2 DV 4 TD / FORD 1/2002

C Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

1. Directives for working on the diesel fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1491.1 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1491.2 Work safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1491.3 Information concerning the exchange of parts and the work steps . . . . . . . . . . . . . . . . . . . . 151

2. Cleaning of the fuel high pressure connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1532.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1532.2 Preparatory work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1532.3 Work process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

3. Disassemble and assemble injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1553.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1553.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1563.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

4. Disassemble and assemble high pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1614.1 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1614.2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1624.3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

5. Removal and assembly of the Engine control unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1675.1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1675.2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1673PCR 2 DV 4 TD / FORD 1/2002

4 PCR 2 DV 4 TD / FORD 1/2002

Symbols

This hand book contains the following symbols:

* This symbol marks components which are out of the scope of delivery.

This symbol denotes an interruptedlisting that is continued on the nextpage.

Danger

This symbol reminds you to act according the regula-tions for the prevention of accidents. Ignoring these regulations can result in severe or fatal injuries.

Important

This Symbol calls for attention to the possible dama-ging of systems, engine or other components.

Remark

This tip gives advice on easements of labor or further informations.

A System description PCR 2 diesel injection system

1. Complete system PCR

1.1 General to the PCR-System

The diesel fuel injection technic which are available at the present time are separated into helical groove controlled, time controlled and in decoupled systems. The only de-coupled system by which there is no direct dependence between the crankshaft angle and the high pressure ge-neration, is the common rail system.

The SiemensVDO diesel injection system Piezo Com-mon Rail (PCR) is a common rail injection system of the 2nd generation, for which piezo controlled injectors are utilised.

It consists of the Diesel Common Rail Pump (DCP) and the piezo controlled injectors. The Rail* (storage line) and the pressure pipes* are not part of the scope of delivery and therefore are not described in this manual. The Volumetric Control Valve (VCV), the Internal Transfer Pump (ITP), the High Pressure Pump (HPP) and the Pres-sure Control Valve (PCV) are integrated into the DCP.The structure of the DCP allows the exact supply of fuel according to requirements and provides thereby, an in-crease in the efficiency of the diesel motor.

The diesel fuel will be drawn from the fuel tank by the in-ternal transfer pump (ITP) and delivered to the volumetric control valve (VCV). The volumetric control valve governs the amount of fuel supplied to the high pressure pump (HPP). The internal transfer pump and high pressure pump are directly driven by the engine. The high pressu-re pump delivers the fuel to the rail* at a pressure of up to 1500 bar. The rail* and the injectors are connected to-gether through the high pressure pipes*. The Piezo injec-tors allow extremely short response times and make it possible to freely select the injection begin and the fuel quantity according to the demands of the engine control unit (ECU).

Independent of the engine speed, the system pressure generated with the aid of the DCP will be optimaly adjus-ted for every operational condition. Due to the storage volume of the rail*, the injection pressure will remain practically constant over the complete duration of the in-jection process.

The system will be operated with a pre-injection and a main-injection.The pre-injection reduces the combustion sound, redu-ces the mechanical load and, in many cases, the exhaust emissions.

*The Rail and the High pressure pipes are not included in the scope of delivery.5PCR 2 DV 4 TD / FORD 1/2002

6 PCR 2 DV 4 TD / FORD 1/2002

1 Air filter2 Air mass sensor with air intake temperature sensor3 Turbocharger4 Catalytic converter5 Wastegate6 Accelerator pedal7 Accelerator pedal sensor8 Coolant temperature sensor9 Crankshaft sensor

10 High pressure sensor11 Engine control unit (ECU)12 Sensor for the fuel gauge13 Fuel tank14 Hand pump15 Fuel filter16 Diesel Common Rail Pump (DCP)

a Pressure control valve (PCV) b High pressure pump (HPP) c Volumetric control valve (VCV) d Internal transfer pump (ITP)

17 Glow plug relay18 Fuel temperature sensor19 Rail*20 Injector21 Camshaft sensor22 Vacuum pump23 Exhaust gas re-circulation (EGR) valve24 EPC EGR valve

C1 Cylinder 1C2 Cylinder 2C3 Cylinder 3C4 Cylinder 4


8 PCR 2 DV 4 TD / FORD 1/2002

The pressure control valve governs the exit pressure of the high pressure pump.2. System boundaries fuel supply

Diesel Common Rail Pumpe DCP

D Diesel C Common Rail P Pump

The diesel common rail pump consists of the following components which are all in a single housing:

Internal transfer pump ITPI InternalT TransferP Pump

The internal transfer pump which is constructed as a vane-type pump has the task to draw the fuel from the tank through the fuel filter and to supply the high pres-sure pump with diesel fuel. In addition to this, it sup-plies the high pressure pump with fuel for lubrication purposes.

Volumetric control valve VCVV VolumetricC ControlV Valve

The volumetric control valve controls the flow rate of the fuel to the high pressure pump and enables thereby an exact supply to the high pressure pump according to demands.

High pressure pump HPPH HighP PressureP Pump

The high pressure pump is constructed as a 3 cylinder cam-plate driven plunger type pump and supplies the rail* with the necessary system pressure.

Pressure control valve PCVP PressureC ControlV Valve

High pressure sensor

The fuel pressure measured by the High pressure sensor is used by the engine control unit (ECU) for the computa-tion of the control period of the injectors.

Piezo injectors

The Piezo injectors allows an extremely quick and exact dosage of the fuel amount.

The response time of the Piezo injectors, which is 4 ti-mes quicker that the previous systems, allow shorter and more variable distances between the pre-injection and main- injection.

Through the possibilities gained by the recovery of ener-gy, the necessary triggering energy is reduced conside-rably. In addition, through the simplified electrical control, a greater electromagnetic toleration and thereby an es-sential reduction in the susceptibility for failure is achie-ved.


10 PCR 2 DV 4 TD / FORD 1/2002

1 Diesel Common Rail Pump (DCP): a High pressure pump (HPP) b Internal transfer pump (ITP) c Volumetric control valve (VCV) d High pressure control valve (PCV)

2 Rail* with high pressure sensor3 Injectors

A Fuel feedB Fuel return


12 PCR 2 DV 4 TD / FORD 1/2002

3. System components

3.1 Injector

The Piezo injectors, which are connected to the rail*, in-ject the necessary amount of fuel into the combustion chamber for all operating conditions of the engine.The injected amount per stroke are constituted from a pre-injection amount and a main-injection amount. This separation causes a "soft" combustion operation of the diesel engine.

Due to the deployment of the Piezo actuators, extremely quick response times are possible. Because of this, the injected fuel amount and the dosage can be extremely accurately controlled. Furthermore, an excellent repetiti-on is ensured.

The injectors are controlled from the engine control unit (ECU). Through the possible energy recovery with Piezo injectors a substantially smaller triggering energy is ne-cessary in comparison to previous systems.

*The Rail and the High pressure pipes are not included in the scope of delivery.

Important

During the time that the engine is running, the con-nection cable connectors to the engine control unit and the injectors must not be disconnected, other-wise there is a danger of damaging the engine.In the case of a repair job, the injectors must not be taken apart. No part must be loosened or unscre-wed, since this could lead to the destruction of the injectors.13PCR 2 DV 4 TD / FORD 1/2002

2 Electrical connector3 High pressure connection4 Fuel return flow

6 Nozzle retaining nut7 Injection nozzle1 Piezo actuator 5 Injector head14 PCR 2 DV 4 TD / FORD 1/2002

2 Fuel return3 Connector to engine control unit (ECU)4 Piezo actuator5 Valve piston

7 Control piston8 Nozzle needle9 High pressure chamber nozzle10 Spray hole (6 each)1 High pressure delivery connection 6 Valve mushroom15PCR 2 DV 4 TD / FORD 1/2002

*The Rail and the High pressure pipes are not included in the scope of delivery.Function of the Injectors

Injector non controlled:

The fuel, which comes from the rail* under high pressu-re, reaches the control chamber (2) and the high pressure chamber (3) of the jet via the high pressure fuel delivery (1). The boring to the fuel return line (5) is closed via the valve mushroom (4), which is actuated by a spring. The hydraulic force, which will be exerted (F1) through the high pressure of the fuel on the nozzle needle (6) in the control chamber (2), is greater than hydraulic force which is effected on the tip of the nozzle (F2), since the surface of the control piston in the control chamber is greater than the surface of the tip of the nozzle.The nozzle of the injector is closed.

Injector controlled:

The Piezo actuator (7) presses on the valve piston (8) and the valve mushroom (4), thereby opening the boring which joins the control chamber (2) with the fuel return line. In this manner, a reduction in the pressure occurs in the control chamber and the hydraulic force, which is ef-fected at the tip of the nozzle (F2x), is greater than the force on the control piston (F1x) in the control chamber. The nozzle needle (6) moves upwards and the fuel rea-ches the combustion chamber via the 6 spray holes.

When the engine is no longer running, the valve, which connects the control chamber with the fuel return line, and the nozzles of the injectors are closed via the force of the springs.

A small amount of fuel will be directed for lubrication pur-poses between the nozzle needle and the guide from the high pressure side directly into the return line.16 PCR 2 DV 4 TD / FORD 1/2002

Characteristic curve of the injector control

Needle stroke

Pilotset Mainset

Control current

Voltage

Crank angle17PCR 2 DV 4 TD / FORD 1/2002

Labelling of the injector

a Manufacturers numberb PSA part numberc Year of manufacture

A = 2001B = 2002C = 2003 ...

d MonthA = JanuaryB = FebruaryC = March...L = December

e Day1 - 31

f Part number00001 - 9999918 PCR 2 DV 4 TD / FORD 1/2002

3.2 Diesel Common Rail Pump (DCP)

The Diesel common rail pump DCP is a demand control-led central, cam-plate driven plunger pump with three displacement units each staggered at 120.

The DCP supplies the volume flow for the generation of the high pressure of the fuel in the rail* and provides the-reby, the necessary fuel quantity to the injectors for all operating conditions of the engine.


1 Internal transfer pump ITP2 Volumetric control valve VCV3 High pressure pump element

(displacement unit)4 Pressure control valve PCV

a Fuel deliverya High pressure connectiona Fuel return19PCR 2 DV 4 TD / FORD 1/2002

20 PCR 2 DV 4 TD / FORD 1/2002

Fuel process in the DCP

The diesel fuel will be drawn from the tank through a fuel filter by means of an integrated Internal transfer pump ITP (1). The fuel will then be conveyed to the lubrication valve (6) and to the volumetric control valve VCV (2).The pre-pressure control valve (5), which lies parallel to the fuel delivery pump, opens when the volumetric con-trol valve is closed and directs the fuel to the suction side of the fuel pump once more. The fuel reaches the inside of the pump via the lubrication valve (6) and from there to the fuel return (c).

The volumetric controlled valve, governed by the engine control unit, determines the amount of fuel which will be delivered to the high pressure pump element (3) and the-rewith, to the High Pressure Pump HPP. The high pressure outlets of the three pump elements will be reunited and routed to the high pressure outlet (b) of the DCP.The high pressure control valve (4), which governs the fuel amount to the high pressure outlet and therewith, the fuel pressure in the rail*, is allocated between the high pressure channel and the return line.


Function chart DCP

1 Internal transfer pump ITP2 Volumetric control valve VCV3 High pressure pump element4 Pressure control valve PCV5 Fuel feed regulator valve6 Lubrication valve7 Strainer filter8 Edge type filter

a Fuel delivery feeda High pressure connectiona Fuel return21PCR 2 DV 4 TD / FORD 1/2002

Function of the high pressure element

Fuel suction:

During the downwards motion of the piston (1) a vacuum in the pump cylinder will be generated which opens the inlet valve (2) against the force exerted by the valve spring.The fuel (a), which is flowing from the volumetric control valve, will be sucked in. At the same time, the outlet valve (3) will be closed due to the pressure diffe-rence between the pump cylinder and the fuel pressure in the ring line.

Fuel delivery:

The cam (4) presses the piston (1) upwards, the outlet valve (2) will then be closed through the force exerted by the valve spring and the pressure being built up in the pump cylinder. The outlet valve (3) opens if the pressure in the pump cylinder is greater than the fuel pressure in the ring line (b).22 PCR 2 DV 4 TD / FORD 1/2002

Label of the DCP

a Manufacturers numberb PSA part numberc Year of manufacture

U: 2001V: 2002W: 2003X: 2004Y: 2005Z: 2006

d Calendar weeke Number of manufactured pumps in that

weekf Number of the final series control status23PCR 2 DV 4 TD / FORD 1/2002

24 PCR 2 DV 4 TD / FORD 1/2002

1 Compression spring2 Bearing shell/sleeve

4 Solenoid5 Anchor3.3 Volumetric Control Valve (VCV)

The volumetric control valve VCV regulates the delivery of fuel from the internal transfer pump, which is integra-ted into the diesel common rail pump DCP, to the high pressure pump elements.

With that, the amount of fuel delivered by the high pres-sure pump HPP can be adjusted already to the require-ments of the engine on the low pressure side of the system.

The performance absorbtion of the high pressure pump will be reduced and through this, the efficiency of the en-gine will be improved.

The volumetric control valve VCV is directly screwed to the diesel common rail pump DCP.

Important

If repairs have to be carried out, the volumetric con-trol valve VCV must not be separated from the die-sel common rail pump DCP.25PCR 2 DV 4 TD / FORD 1/2002

3 Piston

a Fuel inlet from the internal transfer pump ITP

a Fuel delivery from the Internal transfer pump ITPb Fuel amount to the high pressure pump HPP

Function of the volumetric control valve VCV

Volumetric control valve VCV non controlled:

The piston closes the link between the two connections by means of the force generated by the spring, without utilising electrical current. The fuel delivery to the high pressure pump HPP is interrupted.

Volumetric control valve VCV controlled:

The force exerted by the anchor is proportional to the electrical current and works against the force of the spring .Thereby, the opening between the the two connections is proportional to the electrical current (Proportional di-rectional control valve).26 PCR 2 DV 4 TD / FORD 1/2002

Characteristic curve of a volumetric control valve VCV

Q Fuel volume flowI Control current27PCR 2 DV 4 TD / FORD 1/2002

28 PCR 2 DV 4 TD / FORD 1/2002

1 Valve seat2 Valve ball3 Pin

4 Solenoid5 Anchor6 Spring3.4 Pressure Control Valve (PCV)

The pressure control valve PCV governs the fuel pressu-re at the high pressure outlet of the diesel common rail pump DCP and therewith, also that within the rail*.In addition, the pressure control valve dampens the fluc-tuations in the pressure which occur during the delivery of fuel through the diesel common rail pump and through the injection process.

The pressure control valve PCV will be steered in such a manner from the engine control unit ECU that the optimal pressure will exist in the rail for every operational condi-tion of the engine.

The pressure control valve PCV is directly flanged to the diesel common rail pump DCP. *The Rail and the High pressure pipes are not included in

the scope of delivery.

Important

If repairs have to be carried out, the pressure control valve PCV must not be separated from the diesel common rail pump DCP29PCR 2 DV 4 TD / FORD 1/2002

a Fuel pressure at the DCP high pressure connection (= Fuel pressure in the rail*)

b to the fuel return line

a Fuel pressure at the DCP high pressure connection (= Fuel pressure in the rail*)

b to the fuel return line


Function of the pressure control valve PCV

Pressure control valve non controlled:

The valve ball will only be operated through the force exerted upon it by the spring. Thereby, a small amount of the fuel pressure will be withheld.

Pressure control valve PCV controlled:

The current flowing through the solenoid draws down the anchor, this in turn transfers the magnetic force via the pin to the valve ball. The pull of the anchor and therewith the pressure on the valve ball is proportional to the valve flow (Proportional pressure limitation valve)30 PCR 2 DV 4 TD / FORD 1/2002

Characteristic curve of the pressure control valve PCV

p Fuel pressurel Control current31PCR 2 DV 4 TD / FORD 1/2002

32 PCR 2 DV 4 TD / FORD 1/2002

1 Duct2 Sensor element on a steel membrane3 Bonding wire

5 Contact bridge6 Rubber gasket7 Connector shell3.5 High pressure sensor

The high pressure sensor measures the pressure of the fuel in the rail*. The pressure on hand will be converted into an electric potential signal which will be evaluated by the engine control unit ECU.

In accordance with the recorded performance characteri-stics in the engine control unit (ECU), the pressure signal will be used for the computation of the control period for the injectors and the high pressure regulation through the high pressure control valve PCV.

The high pressure sensor is fixed directly to the rail* and sealed with a soft iron washer.


Important

In the case where repairs have to be carried out, the high pressure sensor must not be screwed out of the rail.

833PCR 2 DV 4 TD / FORD 1/2002

4 Printed circuit board with evaluation electronic 8 Contact bridge

Function of the high pressure sensor:

The steel membrane (2) will be deformed in respect to the fuel pressure that is on hand in the rail*. The resi-stance values within the sensor elements, which are at-tached to the steel membrane (2), will be altered due to this. The alteration in the resistance value will be evalua-ted by the electronics (4) and passed on to the engine control unit (ECU) as an electric potential signal.


Characteristic curve of the high pressure sensor

V Voltage (electric potential)p Fuel pressure

Labeling of the high pressure sensor

a PSA part numberb Manufacturers numberc Year of manufacture: End number of the yeard Day: 0-366e Sequential production numberf BAR-Code34 PCR 2 DV 4 TD / FORD 1/2002

3.6 Engine Control Unit (ECU)

The engine control unit ECU checks all the processes which are necessary for control of the engine system. It computes the necessary output data for the engine (e.g. fuel injection amount, rate of exhaust gas re-circulation, ...) in accordance with the drivers require-ments and the engine and vehicle data (e.g. engine speed, vehicle speed, engine coolant temperature, in-take air mass, ...). In addition other functions will be che-cked such as the coded immobilizer.

The engine control unit communicates with other control equipment (e.g. ABS, ASR, ESP) via the CAN bus.

Danger

Where work has to be carried out on the engine control unit, care must be taken that the rules and regulations regarding the prevention of accidents with respect to high voltage equipment are obser-ved.

Important

When the engine is running, the connector on the engine control unit (ECU) must not be disconnec-ted; since this could lead to the destruction of the engine.35PCR 2 DV 4 TD / FORD 1/2002

Input and output signal Engine Control Unit (ECU):36 PCR 2 DV 4 TD / FORD 1/2002

D3 reservedD4 reserved

H4 Ground (Pin 31)PIN assignment on the engine control unit (ECU):

Connector A

A1 Rx-PATSA2 Compressor AC signal on/offA3 CAN lowA4 CAN highB1 Coolant pre-heating

(Heating circuit 1)B2 not occupiedB3 not occupiedB4 not occupiedC1 Coolant pre-heating

(Heating circuit 2)C2 Accelerator pedal position sensor

(Signal 2)C3 Battery plus to ignition start switch C4 not occupiedD1 reservedD2 Tx-PATS

E1 not occupiedE2 not occupiedE3 Clutch switchE4 Brake light switch redundantF1 not occupiedF2 Accelerator pedal position sensor

(supply voltage 1)F3 not occupiedF4 Accelerator pedal position sensor (Ground 1)G1 not occupiedG2 Accelerator pedal position sensor

(supply voltage 2)G3 Accelerator pedal sensor (Signal 1)G4 Ground (Pin 31)H1 not occupiedH2 not occupiedH3 Accelerator pedal position sensor (Ground 2)37PCR 2 DV 4 TD / FORD 1/2002

E4 Crankshaft sensor (Ground)F1 reservedF2 reservedF3 not occupied

L4 Pressure control valve(PCV)M1 not occupiedM2 EGR throttleM3 not occupiedConnector B

A1 Compressor AC switch stage 1/2A2 reservedA3 reservedA4 not occupiedB1 Water in the tank (Signal)B2 reservedB3 Crankshaft sensor (supply voltage)B4 reservedC1 not occupiedC2 Camshaft sensor (+)C3 not occupiedC4 reserviertD1 High pressure sensor (supply voltage)D2 Brake light switchD3 not occupiedD4 Glow plug relay (Diagnoses cable)E1 reservedE2 Camshaft sensor (Ground)E3 Crankshaft sensor (Signal)

G1 not occupiedG2 Water in fuel (Ground)G3 not occupiedG4 Direct battery voltage (Pin. 30)H1 not occupiedH2 Air temperature (Ground)H3 not occupiedH4 reservedJ1 reservedJ2 Fuel temperature sensor (Gound)J3 reservedJ4 MAF-Sensor (Ground)K1 Coolant teltemperature (Ground)K2 Ground (Pin 31)K3 reservedK4 not occupiedL1 not occupiedL2 not occupiedL3 not occupied38 PCR 2 DV 4 TD / FORD 1/2002

F4 not occupied M4 Volumetric control valve (VCV)

Connector C

A1 Air mass meter (Signal)A2 Coolant temperature sensor (Signal) A3 Fuel temperature sensor (Signal)A4 Reverse gear recognitionB1 not occupiedB2 High pressure sensor (Signal)B3 High pressure sensor (Masse)B4 Air temperature (Signal)C1 Camshaft sensor (Signal)C2 Vehicle speed w/o ABS (Signal)C3 Switch drive lockC4 Ground (Pin 31)D1 GMV (trip line 2)D2 Relay PCM-SignalD3 GMV (trip line 1)D4 Engine running Signal

E1 Dynamo controlE2 Vehicle speed signal exitE3 Switched plus from the power relayE4 Glow plug relayF1 Dynamo trip lineF2 Switched plus from the power relayF3 Switched plus from the power relayF4 Relay ACG1 Injektor Cylinder 2 (-)G2 Injektor Cylinder 3 (+)G3 Injektor Cylinder 4 (+)G4 Injektor Cylinder 1 (+)H1 Injektor Cylinder 1 (-)H2 Injektor Cylinder 2 (+)H3 Injektor Cylinder 4 (-)H4 Injektor Cylinder 3 (-)39PCR 2 DV 4 TD / FORD 1/2002

Labelling of Engine control unit

a Ford part numberb Mnufacturers numberc Serial number40 PCR 2 DV 4 TD / FORD 1/2002

4. Initial start

4.1 First time start of the vehicle

1 The fuel system has to be filled by suction at the fuelreturn pipe or by operating of the hand pump untilthe fuel return pipe is filled with fuel without air bub-bles.

2 The starter shall then be operated for a maximum of20 seconds.

Should the engine not start, then the operation described in 2 shall be repeated once more. Should the engine still not start then a fault analysis will have to be performed.

1 Hand pump

Remark

In order to operate the pump, it must be fully enc-losed in the hand and then squeezed tightly.41PCR 2 DV 4 TD / FORD 1/2002

4.2 Initial start after a repair / Start after an empty tank

To facilitate the venting of air from the fuel supply line af-ter a repair, or when the fuel tank has been run dry, a hand pump has been integrated within the engine com-partment in the fuel supply line.

Procedure:

Check whether there is enough fuel in the fuel tank. In the case of a tank which has been run dry, at least 5 litres of fuel should be poured into the tank.

Operate the hand pump (1) until the pump is not ably filled with fuel and the fuel return pipe is filled with fuel without air bubbles.

Then operate approx another five times.

The starter shall then be operated for a maximum of 20 seconds.

Should the engine not start then the pump procedure should be repeated once more. Should the engine still not start then a fault analysis will be necessary.

1 Hand pump

Remark

In order to operate the pump, it must be fully enclo-sed in the hand and then squeezed tightly.42 PCR 2 DV 4 TD / FORD 1/2002

B Diagnosis

1. System Nominal Value and Operating Condition

1.1 Typical values by various operating conditions

Operation:

Vehicle is standing still

Engine operating temperature: 80-90 C

Battery voltage: 12-14,7 V

Ambient temperature: ca. 20 C

Tank: min. half filled

all electrical and mechanical consumers switched off43PCR 2 DV 4 TD / FORD 1/2002

absolute pressure in the pump return flow (static) mbar 1 1,1

absolute pressure in the injector return flow (static) mbar 1 1,1

absolute pressure in the common back flow (static) mbar 1 1,1Ignition on:

min max

Engine speed rpm 0 0

Coolant temperature C 15 25

Intake air temperature C 15 25

Pedal value % 0 0

Battery voltage V 7 13

Injection quantity total mg/stk 20 26

Injection quantity pilot mg/stk 0 0

Injection quantity main mg/stk 0 0

Control time main-injection ms 0 0

Control time pre-injection ms 0 0

Start of the main-injection a TDC 0 0

Start of the pre-injection a TDC 0 0

Rail pressure setpoint MPa 0 0

Rail pressure effective MPa 0 2

PCV PWM % 0 0

Current PCV A 0 0,3

VCV PWM % 0 0

Current VCV A 0 0,3

Fuel temperature C 15 25

Smokelimitation mg/stk 60 70

Air mass flow setpoint mg/stk 0 0

Air mass flow effective mg/stk 0 0

Air mass flow w/o EGR mg/stk 340 380

PWM EGR-Valve % 5 15

absolute pressure before fuel filter (static) mbar 0,9 1,144 PCR 2 DV 4 TD / FORD 1/2002



absolute pressure in the common back flow (static) mbar 1 1,8idle cold:

min max




Pedal value % 0 0


Injection quantity total mg/stk 4,5 8

Injection quantity pilot mg/stk 1 1,5

Injection quantity main mg/stk 3,5 6,5

Control time main-injection ms 0,4 0,65

Control time pre-injection ms 0,2 0,3

Start of the main-injection a TDC -5 -2,5

Start of the pre-injection a TDC -15 -11



PCV PWM % 11 15

Current PCV A 0,3 0,5

VCV PWM % 16 20

Current VCV A 0,7 0,9







absolute pressure before fuel filter (static) mbar 0,8 145PCR 2 DV 4 TD / FORD 1/2002



absolute pressure in the common back flow (static) mbar 1 1,8idle warm:

min max




Pedal value % 0 0




Injection quantity main mg/stk 2,5 5



Start of the main-injection a TDC -3 -2

Start of the pre-injection a TDC -14 -12,5



PCV PWM % 12 15


VCV PWM % 16 20








absolute pressure before fuel filter (static) mbar 0,9 146 PCR 2 DV 4 TD / FORD 1/2002



absolute pressure in the common back flow (static) mbar 1 1,82000 rpm, without load:

min max




Pedal value % 0 0











PCV PWM % 11 15


VCV PWM % 16 20











absolute pressure in the common back flow (static) mbar 1 1,84000 rpm, without load:

min max




Pedal value % 20 30



Injection quantity pilot mg/stk 0 0



Control time pre-injection ms 0 0





PCV PWM % 15 24


VCV PWM % 16 22

Current VCV A 0,7 1










absolute pressure in the common back flow (static) mbar 1 1,81000 rpm, 1. Gear:

min max




Pedal value % 4 10











PCV PWM % 12 16


VCV PWM % 16 22











absolute pressure in the common back flow (static) mbar 1 1,82000 rpm, 1. Gear:

min max




Pedal value % 5 10




Injection quantity main mg/stk 1,5 3







PCV PWM % 12 16


VCV PWM % 16 22









1.2 Typical Start behaviour

Tolerance bands

Engine speed n Start:200 - 300 rpm (Warm start)150 - 250 rpm (Cold start)

Idle: 30 rpm

Battery voltage UBatt 10 %max. 14,7 V

injection amount MF 10 %

Rail pressure pRail 20 %

Pressure control valve PWM

PCV 10 %

Volumetric control valvePWM

VCV + 20 %51PCR 2 DV 4 TD / FORD 1/2002

Cold start Coolant temperature: 0 C52 PCR 2 DV 4 TD / FORD 1/2002

Warm start Coolant temperature: 80 C53PCR 2 DV 4 TD / FORD 1/2002

54 PCR 2 DV 4 TD / FORD 1/2002

2. Fault Search Plan

Notice: System faults can cause sequential errors, which are to be handled secondarily during corrective action. Sequential errors are marked as such in the fault codes.

Fault codes in brackets are "generic codes". These will not be displayed in DIAG 2000.

If no codes are shown or reading of the codes is not posible, all relevant tests must be carried out.

(P): see test instruction Ford

2.1 MIL control lamp does not light up by turned on ignition

Cause of Fault Location of fault Code corrective action

Control lamp defect Control lamp Fault code is not entered

Check vehicle electronics (P)

Voltage supply is missing Fault in the vehicle electronics Fault code is not entered55PCR 2 DV 4 TD / FORD 1/2002

2.2 MIL control lamp lights when the engine is running

Cause of fault Location of fault Code Corrective action

Entry of a fault diagnosis Read out fault diagnosis Enter approp. fault code

Correct corresponding fault56 PCR 2 DV 4 TD / FORD 1/2002

2.3 Engine does not start


Engine control unit does not work

Voltage supply to the engine control unit is missing

No connection bet-ween the ECU and engine tester

Supply via the ignition lock / test the continual supply to the cont-rol unit (P)

Engine control unit has no func-tion

Hardware or software error in the engine control unit

P0321P0601P0603P0604P0605P0606(P1621)P1657

Check engine control unit, re-place if appropriate (see Chapter 4.5)

Main voltage supply is missing at the engine control unit and the actuators

Faulty main relay P0215P0685P1606

Test main relay (P)

Faulty cable harness Appropriate fault code entry

Correct corresponding fault

Voltage supply to the sensors is missing (5 V)

Faulty engine control unit P1241 Check connection of the supply line and supply voltage to the sensors (P)If appropriate, replace engine control unit

Faulty cable harness P1242

Active coded anti-start commu-nication

VID-Block P0610P0615P1244P1245P1632P1639U2139U2510B1213B1241B1600B1601B1602B1681B2103B2413

Correct corresponding fault

No recognition of engine speed in the engine control unit

Non or a false camshaft signal (P0340)P0341P0342

Check camshaft sensor (P)57PCR 2 DV 4 TD / FORD 1/2002


No recognition of engine speed in the engine control unit

Non or a false crankshaft signal (P0335)P0336P0337P0339

Check crankshaft sensor (P)

Too little or no fuel being drawn in

Faulty internal transfer pump P0001P0087Sequential errorr:P0089(P0190)P0191P0192P0193

Check low pressure system (see Chapter 4.2)

Air in the low pressure line

Empty tank

Blocked fuel filter

Leaky low pressure line

Too little or no Rail pressure Too little or no fuel being drawn in

P0001P0087Sequential error: P0089(P0190)P0191P0192P0193


Faulty high pressure pump P0001P0087

Check high pressure system (see Chapter 4.3)

Faulty PCV / VCV P0001P0002P0003P0087P0090P0092(P1175)(P1206)

Leaky high pressure pipe / Rail P0001P0087Sequential error:P0089(P0190)P0191P0192P0193

Faulty Engine control unit No fault code ente-red

Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)

High injector leakage P0001P0087

Check Injectors (see Chapter 4.4)58 PCR 2 DV 4 TD / FORD 1/2002


several or all of the cylinders are not working

Injectors defective P0201 Cyl. 1P0202 Cyl. 3P0203 Cyl. 4P0204 Cyl. 2P0606

Check injector (see Chapter 4.4);Check electrical connections (P)

Faulty cable harness

Faulty engine control unit P0606If there is a fault code entry, then none of the injec-tors will be steered

Check engine control unit.If appropriate replace (see Chap-ter 4.5)59PCR 2 DV 4 TD / FORD 1/2002

2.4 Engine starts badly


Sporadic lack of a signal from the sensor or actuator


Check electrical connections (P)

Engine start speed is too low Battery capacity is too low (P0560)P0562

Check battery capacity (P)

Breakdown of the voltage at en-gine control unit during the start

Poor ground connection (P0560)P0562

Check ground connections (P)

Too low a pressure at the rail Too little fuel being drawn in (see "2.3 Engine does not start")

P0001P0087Sequential error:P0089(P0190)P0191P0192P0193


Faulty High pressure pump P0001P0087



Faulty engine control unit No fault code entry Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)

Leaky high pressure pipes / Rail P0001P0087Sequential error:P0089(P0190)P0191P0192P0193


High pressure signal is missing or is false

P0089(P0190)P0191P0192P0193

Check high pressure sensor (see Chapter 4.3.3);Check high pressure system (see Chapter 4.3)


Check injectors (see Chapter 4.4)60 PCR 2 DV 4 TD / FORD 1/2002


One or more cylinders are not working

Injectors are defective P0201 Cyl. 1P0202 Cyl. 3P0203 Cyl. 4P0204 Cyl. 2P0606

Check injectors (see Chapter 4.4);Check electrical connections (P)Faulty cable harness


Air induction too low Air filter blocked or induction line is bent

(P0100)P0102P0401

Check air induction system (P)61PCR 2 DV 4 TD / FORD 1/2002

2.5 Poor cold start behaviour


Engine speed by start is too low Battery capacity is to low (P0560)P0562

Test battery capacity (P)

Breakdown of the voltage at en-gine control unit during the start

Poor ground connection (P0560)P0562

Check ground connection (P)

Pressure at the rail too low, as well as too little injection amount during the start

Coolant temperature signal too high

(P0115)P0116P0117P0118

Test coolant temperature sensor (P);Check high pressure system (see Chapter 4.3)

Fuel temperature signal too high (P0180)P0181P0182P0183

Test fuel temperature sensor (P);Check high pressure system (see Chapter 4.3)

Faulty glow plug equipment One or more glow plugs defecti-ve

P0684 Check glow plug unit (P)

Glow plug relay defective P0380P0684(P1353)

Glow plug control lamp defective No fault code entry62 PCR 2 DV 4 TD / FORD 1/2002

2.6 Engine does not allow itself to be turned off


Engine control unit does not re-act

Faulty ignition lock No fault code entry Test, through the control unit, the electrical supply that runs th-rough the ignition lock (P)Faulty engine control unit P1563

Faulty cable harness No fault code entry63PCR 2 DV 4 TD / FORD 1/2002

2.7 Engine dies


Too little or no fuel being drawn Faulty internal transfer pump P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3



Empty tank

Fuel filter blocked

Leaky low pressure line

Too low or no pressure at the rail Too little or no fuel being drawn P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Faulty high pressure pump P0001P0087Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Faulty PCV / VCV P0001P0002P0003P0087P0090P0092(P1175)(P1206)Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check high pressure system (see Chapter 4.3)64 PCR 2 DV 4 TD / FORD 1/2002


Too low or no pressure at the rail Leakage in the fuel line / Rail P0001P0087Sequential error:P0089(P0190)P0191P0192P0193

High pressure signal missing or is false

P0089(P0190)P0191P0192P0193Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


High injector leakage P0001P0087Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check injectors (see Chapter 4.4)


Sporadic lack of a signal from the sensor or actuator


Test electrical connections (P)65PCR 2 DV 4 TD / FORD 1/2002

2.8 Engine idle too high


Board voltage too low Faulty board voltage regulator No fault code entry Test vehicle electronics (P)

too many electrical consumers turned on

No fault code entry

Coolant temperature signal too low

Faulty coolant temperature sen-sor

(P0115)P0116P0117P0118

Test coolant temperature sensor and electrical connections (P)

Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Test accelerator pedal sensor (P)

Faulty cable harness (P0220)P0222P0223P0227P0228P0609P2138

Faulty accelerator pedal sensor (P0220)P0222P0223P0227P0228P0609P2138

Emergency running Read-out error storage Appropriate fault code entry

Correct relevant fault66 PCR 2 DV 4 TD / FORD 1/2002

2.9 Engine idle too low or runs rough


Too little air induction Air filter blocked or induction line bent

(P0100)P0102P0401Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check air induction system (P)

Leakage in the induction line af-ter the turbo charge


Signal from the air-mass flow sensor too high (-> too high return flow rate)


Test air-mass flow sensor (P);Check exhaust-gas return sys-tem (P)

exhaust-gas return valve open / stiff

(P0100)P0102P0401(P0403)P0403Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check exhaust-gas return sys-tem (P)

Too little fuel being drawn in Faulty internal transfer pump P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3



Empty tank

Fuel filter blocked

Leaky low pressure line67PCR 2 DV 4 TD / FORD 1/2002


Poor mixture development / Faulty injection

Faulty injectors P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Injector jet P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


one or more cylinders are not working

Injectors defective P0201 Cyl. 1 P0202 Cyl. 2P0203 Cyl. 3P0204 Cyl. 4P0606Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check injectors (see Chapter 4.4);Check electrical connections (P)Faulty cable harness


Pressure fluctuations within the rail



Faulty high pressure pump P0001P0087Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 368 PCR 2 DV 4 TD / FORD 1/2002

the air-conditioning compressorCause of fault Location of fault Code Corrective action


Leakage in the high pressure pi-pes

P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


High pressure signal false P0089(P0190)P0191P0192P0193Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Leakage in the low pressure line P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3





Check electrical cable connec-tions (P)


Engine control unit does not re-act to the additional burden of

Faulty pressure sensor for air-conditioning system

(P0530)P0645

Test the pressure sensor of the air-conditioning unit (P)69PCR 2 DV 4 TD / FORD 1/2002

2.10 No/not sufficient vehicle acceleration, engine speed does not increase/ not sufficiently


Too little air induction Air filter blocked or induction line bent



Leakage in the induction line af-ter the turbo-charger


Faulty turbo-charger (P0100)P0102P0401Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check boost pressure (P)

Signal from the air-mass flow sensor too high (-> higher exhaust-gas return ra-te)


Test air-mass flow sensor (P);Check exhaust-gas return flow system (P)

exhaust-gas return flow valve open / stiff


Check exhaust-gas return flow system (P)70 PCR 2 DV 4 TD / FORD 1/2002


Too little fuel being drawn in Faulty internal transfer pump P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3



Empty tank

Fuel filter blocked

Leakage in the low pressure line

Signal from the accelerator pedal sensor is false or is missing

Faulty accelerator pedal position No fault code entry Check accelerator pedal sensor (P)

Faulty cable harness (P0220)P0652P0653P2122P2123P2127P2128P2138

Faulty accelerator pedal sensor (P0220)P0652P0653P2122P2123P2127P2128P2138

Faulty brake light signal (where there is a simultaneous line up of a brake light signal and a con-stant accelerator pedal signal, the accelerator pedal signal will be reduced for reasons of safety)

Faulty brake switch (P0220)P0703

Test ABS (P)

Faulty cable harness (P0220)P0703

Too little injected amount or faul-ty injection time


Check injectors (see Chapter 4.4)71PCR 2 DV 4 TD / FORD 1/2002


Too little injected amount or faul-ty injection time

Signal from the air-mass flow sensor too low (->Reduction of the injected amount to hinder the development of black smo-ke)


Test air-mass flow sensor (P);Check exhaust-gas return flow system (P);Check air induction system (P)

Leakage in induction lines prior to turbo-charger (->Reduction of the injected amount to hinder the development of black smo-ke)


Test air-mass flow sensor (P);Check exhaust-gas return flow system (P);Check air induction system (P)


Pressure too low in the rail Too little fuel being drawn in P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3




Faulty PCV / VCV P0001P0002P0003P0087P0090P0092(P1175)(P1206)72 PCR 2 DV 4 TD / FORD 1/2002


Pressure too low in the rail Leakage in the high pressure pi-pes / rail





High pressure signal-signal false P0089(P0190)P0191P0192P0193Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Faulty engine control unit No fault code entry Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)73PCR 2 DV 4 TD / FORD 1/2002

2.11 Vehicle jerks by constant speed


None or false gear recognition in the engine control unit resp. (-> No anti-jerk control)

Clutch pedal actuated slightly P0704 Check clutch switch (P)

Clutch switch falsely adjusted or faulty

P0704


Faulty CAN connection between ABS control unit and engine con-trol unit

P1637P1638P1642P1656

Check CAN connection (P)

Vehicle speed signal missing or false

P0500 Check vehicle speed signal (P)

Faulty injection Faulty injectors P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3






Hochdruckpumpe fehlerhaft P0001P0087Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 374 PCR 2 DV 4 TD / FORD 1/2002



Leakage within the high pressu-re pipe

P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3




Leakage in the low pressure line P0001P0087Sequential error:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3





Test electrical cable connections (P)






Fluctuations in the signal from the air-mass flow sensor

Water in the air induction system (P0100)P0102Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Test air-mass flow sensor (P);Check air induction system (P)

Sporadic absence of sensor / ac-tuator signals


Test electric cable connections (P)76 PCR 2 DV 4 TD / FORD 1/2002

2.12 Vehicle accelerates without actuation of the accelerator pedal


injection amount too high, re-spectively uncontrolled


Injector jammed open P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Faulty accelerator pedal signal Faulty accelerator pedal signal No fault code entry Test accelerator pedal sensor (P)



Sudden increase in the rail pres-sure




High pressure signal false P0089(P0190)P0191P0192P0193



2.13 Vehicle does not slow down (no coasting down)


Faulty accelerator pedal signal Faulty accelerator pedal position or accelerator pedal jammed

(P0220)P0652P0653P2122P2123P2127P2128P2138

Test accelerator pedal sensor (P)



Faulty injection Injector jammed open P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Faulty engine control unit No fault code entry Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)78 PCR 2 DV 4 TD / FORD 1/2002

2.14 Vehicle judders while coasting with gear engaged


gear engaged is too high No fault code entry

False or no recognition of the gear by the engine control unit (-> No anti-jerk control)

Clutch pedal actuated slightly P0704

Clutch switch setting false or a faulty switch

P0704 Check clutch switch (P)



P1637P1638P1642P1656


Speed signal missing or false P0500 Check speed signal (P)79PCR 2 DV 4 TD / FORD 1/2002

2.15 Performance too low


Coolant temperature signal too high (-> max. rail pressure and in-jection amount for the protection of the engine)

Faulty cool system P0480P0481

Check cool system (P);Test coolant sensor (P)

Faulty coolant temperature sen-sor

(P0115)P0116P0117P0118

Fuel temperature signal too high (-> max. rail pressure and injec-tion amount for the protection of the engine)

Too little fuel in the fuel tank No fault code entry

Faulty fuel temperature sensor (P0180)P0181P0182P0183

Test fuel temperature sensor (P)

False or no recognition of the gear engaged in the engine cont-rol unit(-> faulty torque governor)






P1637P1638P1642P1656


Speed signal missing or false P0500 Test speed signal (P)

Emergency running Read-out fault diagnosis Appropriate fault code entry

Too little air being drawn in Air filter blocked or induction line bent

(P0100)P0102P0401


Leakage in induction lines after turbo-charger

(P0100)P0103P0402

Faulty turbo-charger (P0100)P0102P0401

Check boost pressure (P)80 PCR 2 DV 4 TD / FORD 1/2002


Too little air being drawn in Signal from the air-mass flow sensor too high (-> higher exhaust-gas return ra-te)

(P0100)P0103P0402


exhaust-gas return flow valve open / stiff


Check exhaust-gas return flow system (P)

Injection amount too small Faulty injectors P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Air-mass flow sensor signal mis-sing or too low (-> Reduction of the injection amount to hinder the development of black smo-ke)



Leakage in induction lines prior to turbo-charger (-> Reduction of the injection amount to hinder the development of black smo-ke)


Test air-mass flow sensor (P);Check exhaust-gas return flow system (P)Check air induction system (P)








Pressure too low in the rail Too little fuel being drawn in P0001P0087Sequential errorr:P0089(P0190)P0191P0192P0193P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3




Faulty PCV / VCV P0001P0002P0003P0087P0090P0092(P1175)(P1206)82 PCR 2 DV 4 TD / FORD 1/2002


Pressure too low in the rail Leakage in the high pressure pi-pes / rail








Chapter 4.5)2.16 Performance too high


Injection amount too high Faulty engine control unit No fault code entry Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)




Check high pressure sensor (see Chapter 4.5);Check high pressure system (see Chapter 4.3)

Pressure within the rail too high Faulty PCV / VCV P0001P0002P0003P0087P0090P0092(P1175)(P1206)










Faulty CAN connection between the ABS control unit and the en-gine control unit

P1637P1638P1642P1656


Faulty engine control unit No fault code entry Exchange engine control unit, if none of the previous tests have achieved an improvement (see 84 PCR 2 DV 4 TD / FORD 1/2002



Speed signal is missing or false P0500 Check speed signal (P)

Boost pressure is too high Faulty boost pressure control (P0100)P0103

Check boost pressure (P)85PCR 2 DV 4 TD / FORD 1/2002

2.17 Bouncing by acceleration or braking


False or no recognition of the gear engaged in the engine cont-rol unit(->No damping of the kick gene-rated during a change in the load)





P1637P1638P1642P1656



Speed signal is missing or false P0500 Check speed signal (P)86 PCR 2 DV 4 TD / FORD 1/2002

2.18 Vehicle accelerates strongly while coasting after release of the brake


No brake recognition in the engi-ne control unit (-> faulty coasting governor)


P1637P1638P1642P1656


Faulty brake switch in the ABS system

P0703 Check ABS (P)


2.19 Engine smokes while driving steep sloves


Air pressure signal too high Faulty air pressure sensor (P0105)P0107P0108

Check air pressure sensor, whe-re appropriate exchange the en-gine control unit (see Chapter 4.5)

Air temperature signal too low Faulty air temperature sensor (P0110)P0112P0113

Check air-mass flow sensor (P)88 PCR 2 DV 4 TD / FORD 1/2002

2.20 Engine smokes at start


Pressure within the rail too high as well as a too high injection amount during the start

Coolant temperature signal too low

(P0115)P0116P0117P0118

Check coolant temperature sen-sor (P);Check high pressure system (see Chapter 4.3)

Fuel temperature signal too low (P0180)P0181P0182P0183

Check fuel temperature sensor (P);Check high pressure system (see Chapter 4.3)89PCR 2 DV 4 TD / FORD 1/2002

2.21 Engine produces smoke / blue smoke


Engine oil level too high Injectors jammed open P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


Dripping injector jets Faulty injectors (P0100)P0102P0401Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Too little air being drawn in Air filter blocked or induction line bent



Leakage in induction lines after turbo-charger


Faulty turbo-charger (P0100)P0102P0401Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check boost pressure (P)

Signal from the air-mass flow sensor too high (-> higher exhaust-gas return ra-te)


Test air-mass flow sensor (P);Check exhaust-gas return flow system (P)90 PCR 2 DV 4 TD / FORD 1/2002


Too little air being drawn in exhaust-gas return flow valve open / stiff


Check exhaust-gas return flow system (P)

Pressure within the rail too high (Thereby a large exhaust-gas re-turn flow rate)






Faulty Engine control unit No fault code entry Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)91PCR 2 DV 4 TD / FORD 1/2002

2.22 Engine produces white smoke


Faulty glow plug unit One or more glow plugs defecti-ve

Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Check glow plug unit (P)

Glow plug relay defective P0380P0684(P1353)Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Glow plug control lamp defective Sequential error:P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3

Frequent cold starts without warm-up phase

unburned fuel in the exhaust sys-tem

No fault code entry

Faulty injection Injector jammed open P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


2.23 High fuel consumption


Fuel leakage Leakage in the high / low pressu-re system

P0001P0087

Check high pressure system (see Chapter 4.3);Check low pressure system (see Chapter 4.2)







Injected amount too high Coolant temperature signal false (P0115)P0116P0117P0118

Check coolant temperature sen-sor (P)





Faulty accelerator pedal signal Faulty accelerator pedal position No fault code entry Check accelerator pedal sensor (P)



poor mixture preparation Faulty injectors / jets P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


2.24 Engine knocks








Permanent pre-heat Faulty glow plug unit P0380P0684(P1353)

Check glow plug unit (P)

Poor mixture preparation Faulty injectors / nozzle P0263 Cyl. 1P0266 Cyl. 4P0269 Cyl. 2P0272 Cyl. 3


2.25 Engine gets too hot


Poor or no cooling Faulty fan No fault code entry Check cool system

Coolant temperature signal false (P0115)P0116P0117P0118

Check coolant temperature sen-sor (P)

Faulty cable harness P0480P0481

Check electric cable connections (P)

Faulty engine control unit No fault code entry Exchange engine control unit, if none of the previous tests have achieved an improvement (see Chapter 4.5)96 PCR 2 DV 4 TD / FORD 1/2002

2.26 Engine does not fulfil the requirements of the AU

Cause of fault Location of fault Code Corrective a

piezo common rail pcr 2 dv4td ford

Documents

engine idle

engine smokes

engine knocks

engine speed

check high pressure

check low pressure system

complete system pcr

system components