Land Rover Common Rail System Crs Denso Manual

							Diesel Injection Pump
COMMON RAIL SYSTEM (CRS)
OPERATION
September, 2007
00400534E
SERVICE MANUAL 
						

							     
© 2007  DENSO  CORPORATION
All  Rights  Reserved.  This  book  may  not  be  reproduced
or  copied,  in  whole  or  in  part,  without  the  written
permission  of  the  publisher. 
						

							Revision History
Revision History
DateRevision Contents
2007. 09 • SCV: Explanation of compact SCV added to Suction Control Valve (SCV). (Operation: Refer
to page 1-30.)
• Repair section added. 
						

							Table of Contents
Table of Contents
Operation Section
1. GENERAL DESCRIPTION
1.1 Changes In Environment Surrounding The Diesel Engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 Demands On Fuel Injection System  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.3 Types Of And Transitions In ECD (ELECTRONICALLY CONTROLLED DIESEL) Systems  . . . . . . . . . . . . . . 1-3
1.4 Common Rail System Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1.5 Common Rail System And Supply Pump Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.6 Injector Transitions  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.7 Common Rail System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
2. COMMON RAIL SYSTEM OUTLINE
2.1 Layout of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
3. SUPPLY PUMP DESCRIPTION
3.1 HP0 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
3.2 HP2 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
3.3 HP3 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
3.4 HP4 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
4. RAIL DESCCRIPTION
4.1 Rail Functions and Composition  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
4.2 Component Part Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
5. INJECTOR DESCRIPTION
5.1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50
5.2 Injector Construction and Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
5.3 Injector Operation  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
5.4 Injector Actuation Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
5.5 Other Injector Component Parts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-56
6. DESCRIPTION OF CONTROL SYSTEM COMPONENTS
6.1 Engine Control System Diagram (Reference)   . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
6.2 Engine ECU (Electronic Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
6.3 EDU (Electronic Driving Unit)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
6.4 Various Sensors  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61
7. CONTROL SYSTEM
7.1 Fuel Injection Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
7.2 E-EGR System (Electric-Exhaust Gas Recirculation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-76
7.3 Electronically Controlled Throttle (Not Made By DENSO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78
7.4 Exhaust Gas Control System  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79
7.5 DPF System (Diesel Particulate Filter)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80
7.6 DPNR SYSTEM (DIESEL PARTICULATE NOx REDUCTION). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82 
						

							Table of Contents
8. DIAGNOSIS
8.1 Outline Of The Diagnostic Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83
8.2 Diagnosis Inspection Using DST-1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83
8.3 Diagnosis Inspection Using The MIL (Malfunction Indicator Light) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84
8.4 Throttle Body Function Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-86
9. END OF VOLUME MATERIALS
9.1 Particulate Matter (PM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-87
9.2 Common Rail Type Fuel Injection System Development History And The World’s Manufacturers . . . . . . . . . 1-87
9.3 Higher Injection Pressure, Optimized Injection Rates, Higher Injection Timing Control Precision, Higher Injection 
Quantity Control Precision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-88
9.4 Image Of Combustion Chamber Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-90
Repair Section
1. DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METHODS (BASIC KNOWL-
EDGE)
1.1 Combustion State and Malfunction Cause  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
1.2 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92
2. DIAGNOSIS OVERVIEW
2.1 Diagnostic Work Flow  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93
2.2 Inquiries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-94
2.3 Non-Reoccurring Malfunctions  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-96
3. DTC READING (FOR TOYOTA VEHICLES)
3.1 DST-2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
3.2 DTC Check (Code Reading via the DST-2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
3.3 DTC Memory Erasure (via the DST-2)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
4. TROUBLESHOOTING BY SYSTEM
4.1 Intake System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
4.2 Fuel System Diagnosis  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
4.3 Basics of Electrical/Electronic Circuit Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-102
5. TROUBLESHOOTING
5.1 Troubleshooting According to Malfunction Symptom (for TOYOTA Vehicles) . . . . . . . . . . . . . . . . . . . . . . . . 2-107
5.2 Other Malfunction Symptoms  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-122
6. DIAGNOSIS CODES (DTC)
6.1 DTC Chart (Example)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-124 
						

							Operation Section1–1
1. GENERAL DESCRIPTION
1.1 Changes In Environment Surrounding The Diesel Engine
zThroughout the world, there is a desperate need to improve vehicle fuel economy for the purposes of preventing global
warming and reducing exhaust gas emissions that affect human health. Diesel engine vehicles are highly acclaimed in
Europe, due to the good fuel economy that diesel fuel offers. On the other hand, the nitrogen oxides (NOx) and par-
ticulate matter (PM) contained in the exhaust gas must be greatly reduced to meet exhaust gas regulations, and tech-
nology is being actively developed for the sake of improved fuel economy and reduced exhaust gases.
(1) Demands on Diesel Vehicles
• Reduce exhaust gases (NOx, PM, carbon monoxide (CO), hydrocarbon (HC) and smoke).
• Improve fuel economy.
• Reduce noise.
• Improve power output and driving performance.
(2) Transition of Exhaust Gas Regulations (Example of Large Vehicle Diesel Regulations)
• The EURO IV regulations take effect in Europe from 2005, and the 2004 MY regulations take effect in North America
from 2004. Furthermore, the EURO V regulations will take effect in Europe from 2008, and the 2007 MY regulations
will take effect in North America from 2007. Through these measures, PM and NOx emissions are being reduced in
stages.
Q000989E
PM
g/kWh
NOx
g/kWh
2005 2008 2004 2007
3.5
2.0 2.7
0.27
1998 MY 2004 MY 2007 MY
EURO EURO EUROEURO EURO EURO
1998 MY 2004 MY2007 MY
0.013
0.130.11
0.03
EuropeEurope
North America
North 
America
2005 2008 2004 2007 
						

							Operation Section1–2
1.2 Demands On Fuel Injection System
zIn order to address the various demands that are imposed on diesel vehicles, the fuel injection system (including the
injection pump and nozzles) plays a significant role because it directly affects the performance of the engine and the
vehicle. Some of the demands are: higher injection pressure, optimized injection rate, higher precision of injection timing
control, and higher precision of injection quantity control.
< NOTE >
zFor further information on higher injection pressure, optimized injection rate, higher precision of injection timing control,
and higher precision of injection quantity control, see the material at the end of this document. 
						

							Operation Section1–3
1.3 Types Of And Transitions In ECD (ELECTRONICALLY CONTROLLED
DIESEL) Systems
zECD systems include the ECD-V series (V3, V4, and V5) which implements electronic control through distributed pumps
(VE type pumps), and common rail systems made up of a supply pump, rail, and injectors. Types are the ECD-V3 and
V5 for passenger cars and RVs, the ECD-V4 that can also support small trucks, common rail systems for trucks, and
common rail systems for passenger cars and RVs. In addition, there are 2nd-generation common rail systems that sup-
port both large vehicle and passenger car applications. The chart below shows the characteristics of these systems.
ECD-V1
ECD-V3
ECD-V4
ECD-V5
85 90 95 00
Large Vehicle Common Rail
(HP0)
(HP2)
Passenger Car Common Rail
Common Rail System
· Maximum Injection Pressure 180 MPa
· Uses pilot injection to reduce the 
  engine combustion noise · Fuel raised to high pressure by the 
  supply pump is temporarily 
  accumulated in the rail, then injected 
  after the injector is energized.
System 
Types and 
Transitions
· Maximum Injection Pressure 130 MPa · Inner Cam Pumping Mechanism
· 
Maximum Injection Pressure
  100 MPa
· Uses pilot injection to reduce the 
  engine combustion noise.
Supply Pump Injector Rail
· The worlds first SPV (electromagnetic
  spill valve system) is used for fuel 
  injection quantity control, so the 
  quantity injected by each cylinder can 
  be controlled.
· Maximum Injection Pressure 60 MPa
Q000750E
ECD-V3 ECD-V4 ECD-V5 
						

							Operation Section1–4
1.4 Common Rail System Characteristics
zThe common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that
contain electronically controlled solenoid valves to inject the pressurized fuel into the cylinders.
zBecause the engine ECU controls the injection system (including the injection pressure, injection rate, and injection tim-
ing), the injection system is independent and thus unaffected by the engine speed or load.
zBecause the engine ECU can control injection quantity and timing to a high level of precision, even multi-injection (mul-
tiple fuel injections in one injection stroke) is possible.
zThis ensures a stable injection pressure at all times, even in the low engine speed range, and dramatically decreases
the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust
gas emissions are cleaner and reduced, and higher power output is achieved.
(1) Features of Injection Control
Injection Pressure Control
• Enables high-pressure injection even at low engine speeds.
• Optimizes control to minimize particulate matter and NOx emissions.
Injection Timing Control
• Enables finely tuned optimized control in accordance with driving conditions.
Injection Rate Control
• Pilot injection control injects a small amount of fuel before the main injection.
· Injection pressure is more than double the current 
  pressure, which makes it possible to greatly reduce 
  particulate matter.
Common Rail System
Injection Pressure Control Injection Timing Control Injection Rate Control
Injection Quantity Control
 
Electronic Control Type
Common Rail System
 
Conventional 
Pump
Optimized and Higher Pressure
SpeedSpeed
 Injection Quantity
Injection Pressure
Pre-Injection Pilot injection
After-Injection
Post-Injection
Main Injection
1324
Injection Pressure
Particulate
Injection Rate
Crankshaft Angle
Cylinder Injection Quantity Correction
Injection Quantity
Advance Angle
Q000751E 
						

							Operation Section1–5
1.5 Common Rail System And Supply Pump Transitions
zThe worlds first common rail system for trucks was introduced in 1995. In 1999, the common rail system for passenger
cars (the HP2 supply pump) was introduced, and then in 2001 a common rail system using the HP3 pump (a lighter and
more compact supply pump) was introduced. In 2004, the three-cylinder HP4 based on the HP3 was introduced. 
1.6 Injector Transitions
Q000752E
1996   1998  2000  2002 2004 2006
120MPa
180MPa
135MPa
HP0
HP2HP3
Large Trucks
Medium-Size Trucks
Common Rail 
System1st Generation Common Rail System 2nd Generation Common Rail System
Passenger Vehicles
Compact Trucks
Suction Quantity 
AdjustmentSuction Quantity 
AdjustmentSuction Quantity 
Adjustment
Pre-Stroke Quantity Adjustment180MPa
HP4
Q000753E
· 180MPa
· 135MPa · 120MPaX1
G2 97 98 99 00 01 02 03
1st Generation 2nd Generation
· Multi-Injection
· Pilot Injection · Pilot Injection
X2