1

SERVICE BULLETIN
FUEL INJECTION PUMP E-ECD 02-06
NEW PRODUCTS October, 2002
DENSO AUTHORIZED ECD SERVICE DEALER ONLY

SUBJECT: New Common Rail System (ECD-U2P) for MAZDA

1. Application
Model Name Model Code Engine Destination Line Off Period
MAZDA 6 J56 June, 2002
RF-DI Europe
MPV J16 March, 2002

2. System Components Parts Number

Parts Name DENSO P/N Manufacturer P/N Remarks
MAZDA 6
275800-602# RF5C 18 881#
Engine Model RF, 725-EZA
275800-603# RF5D 18 881# MAZDA 6
Engine ECU
275800-615# RF5E 18 881# Engine Model RF, 725-EZB
MPV
275800-596# RF5G 18 881#
Engine Model RF
EDU 131000-1240 RF5C 18 701
MAPS 079800-5610 RF5C 18 211
Injector 095000-503# RF5C 13 H50#
Engine speed sensor 029600-1300 RF2A 18 221D
G sensor 029600-0932 RF5C 18 230
Commom rail 095440-0360 RF5C 13 GC0
Fuel pressure sensor 499000-6110 —
Pressure limiter 095420-0201 —
Supply pump 294000-0041 RF5C 13 800 HP3 Type
Suction control valve 294200-0030 —
Fuel temperature sensor 179730-0020 —
Mass air flow meter 197400-2010 ZL01 13 215

SERVICE DEPARTMENT
0210-IT-172 Printed in Japan
QFZBD-01
2

3. Outline
• As environmental issues are being addressed on a global scale, automobiles continue to im-
pose a serious environmental impact due to their exhaust emissions and noise. The impact im-
posed upon the environment and humans by diesel-engine vehicles is considerably greater
than gasoline-engine vehicles, particularly in terms of the nitric oxide (NOx) and the particulate
matter (PM) contained in their exhaust gas emissions. Therefore, new technologies have been
developed to radically counteract these emissions. Against this background, the electronically
controlled diesel (ECD) pump has appeared in the market to replace the previous mechanically
controlled injection pump.
• DENSO's ECD pump systems are utilized in various engine applications according to their cyl-
inder displacement, such as the ECD-V3 and V5 series for passenger cars and SUVs, the
ECD-V4 series for small trucks, and the ECD-U2 common rail system for large trucks. The
ECD-U2P, which this section covers, is a common rail system that replaces the ECD-V3 and
V5 series for passenger cars and SUVs.
3.1. History of Electronically Controlled Diesel (ECD) Pumps and Comparison of Their Max-
imum Injection Pressure

’80 ’90 2000

Maximum Engine Allowable
injection cylinder Vehicle
displacement speed
ECD pump

ECD-V3 (ROM) (’97) pressure application

(MPa) (L) (rpm)
ECD-V3
ECD-V5 (’98) Passenger cars
(’85) U2P 180 4 5200
& SUVs
ECD-V4 (’98)
Medium and
Common rail for trucks Common rail for passenger cars U2 120 20 3200
large trucks
ECD-U2 (’96) ECD-U2P (’99) Passenger cars,
V4 130 4 5 3500 SUVs, and
Common rail

Common rail for passenger cars small trucks

Passenger cars
ECD-U2P for MAZDA V5 100 2 5200 & SUVs

European (’02) Passenger cars

V3 (ROM) 60 3 5200
MAZDA 6 & SUVs
MPV
QD0001

3.2 Outline
[1] Development Background
• The ECD-U2P common rail system has been developed for passenger cars and SUVs in order
to achieve the objectives indicated below, primarily for complying with the exhaust gas emis-
sion regulations that are applicable for diesel engines.
[2] Objectives
• To further reduce fuel consumption
• To achieve quieter operation
• To generate higher output
 3

[3] Characteristics
• In a common rail system, fuel is stored at a high pressure in an accumulator chamber called a
common rail, from which the highly pressurized fuel is fed to the solenoid-controlled injectors,
which in turn, inject fuel into the cylinders. The characteristic of this system is the ability of the
engine ECU to independently control the injection system (injection pressure, rate, and timing),
without being influenced by the engine speed or load. It can therefore maintain a stable injec-
tion pressure even in the low engine speed range, which dramatically reduces the emission of
black smoke that is typical of diesel engines during start-offs and acceleration. As a result, this
system enables the engine to emit cleaner exhaust gases, produce less emissions, and gener-
ate a higher power output. (This system complies with the exhaust gas regulations enacted the
SETP4 European exhaust gas regulations.)
3.3. System Characteristics
[1] Injection Pressure Control
• Injects fuel at a high pressure, even in the low engine speed range.
• Optimized control minimizes particulate and NOx emissions.
[2] Injection Timing Control
• Optimally controls the timing to suit driving conditions.
[3] Injection Rate Control
• Provides pilot injection, an extremely small volume of fuel injected before the main injection.

Common Rail System

Injection Pressure Control Injection Timing

Injection Rate Control
Control
Follow-Up
Optimization and High Pressure Optimization Pilot Injection
Injection
Main Injection

Main
Injection
Injection Pressure

Common Rail
Common Rail System
Injection Timing

System Crankshaft Angle

Particulate

NOx

Injection Volume Control

Injection Volume Correction
Conventional Conventional Between Cylinders
Pump
Injection

Pump (VE)
volume

Speed Injection Speed

Pressure
QD0002
4

4. Outline of System
4.1. Outline of Composition and Operation
[1] Composition
• The ECD-U2P system is comprised primarily of a supply pump, common rail, injectors, ECU,
and EDU.
[2] Operation
• The supply pump draws fuel from the fuel tank, pressurizes it to a high pressure, and pumps it
to the common rail. The volume of fuel discharged from the supply pump controls the pressure
in the common rail. The SCV (Suction Control Valve) in the supply pump effects this control in
accordance with the command received from the ECU.
• The fuel that is stored under pressure in the common rail is fed via the high-pressure pipe and
injected at a high pressure (25 to 180 MPa) through the injector.
• The rate and timing of the fuel that is injected from the injector are determined by the length of
time and the timing in which the current is applied to the injector by the EDU in accordance with
the signals from the ECU.
• While the ECU controls the injection of fuel from the injectors, the pressure sensor monitors the
fuel pressure in the common rail and feeds back this information to the ECU so that the actual
injection pressure matches the injection pressure commanded by the ECU.

Pressure limiter
Fuel pressure sensor

Common rail

Fuel filter

Supply pump

Injector

Fuel tank
EDU

Engine ECU

Various sensors

QD0842
 5

4.2. Fuel System and Control System

[1] Fuel System
• This system comprises the route through which diesel fuel flows from the fuel tank to the supply
pump, via the common rail, and is injected through the injector, as well as the route through
which the fuel returns to the tank via the overflow pipe.
[2] Control System
• In this system, the engine ECU controls the fuel injection system in accordance with the signals
received from various sensors. The components of this system can be broadly divided into the
following three types: Sensors; ECU; and Actuators.
(1) Sensors
• Detects the conditions of the engine and the driving conditions and converts them into electrical
signals.
(2) ECU
• Performs calculations based on the electrical signals received from the sensors and sends them
to the actuators in order to achieve optimal conditions.
(3) Actuators
• Operate in accordance with electrical signals received from the ECU.
Actuators
Sensors EDU Injector
Engine Speed
Engine speed sensor Fuel injection quantity control
Injection timing control, etc.
ECU Supply pump
Other sensors and switches Fuel pressure control
Other actuators
EMS control
QD0004

• Injection system control is effected by electronically controlling the actuators. The injection
quantity and the injection timing are determined by controlling the length of time that the current
is applied to the TWV (Two-Way Valve) in the injector and controlling its timing. The injection
pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.
6

5. Description of Main Components

5.1. Supply Pump
[1] Outline
• The supply pump consists primarily of the pump unit (eccentric cam, ring cam, and 2 plungers),
SCV (Suction Control Valve), fuel temperature sensor, and the feed pump.
• The two vertically-opposed plungers that are positioned outside of the ring cam enable the sup-
ply pump to be made compact.
[2] Construction

Delivery valve Discharge Fuel suction inlet

Suction valve
outlet Discharge outlet
Plungers Overflow fuel
outlet

Camshaft

Feed pump
Fuel
temperature
Eccentric cam sensor
Suction control
valve (SCV)
QD0005
 7

[3] Explode View

Suction valve
Discharge outlet

Delivery valve

Fuel temperature
sensor

Plunger

Feed pump

Fuel suction inlet

Overflow
fuel outlet

Ring cam Suction control

valve (SCV)

Eccentric cam Plunger

Camshaft

Discharge outlet

Delivery valve

QD1163
8

• An eccentric cam is formed on the camshaft.

• The ring cam is attached to the eccentric cam. Ring cam

Camshaft

Eccentric cam
QD1164

• When the camshaft rotates, the eccentric cam rotates in the eccentric state, and the ring cam
moves vertically while rotating.

QD0843
 9

• A plunger and a suction valve are mounted on top of

the ring cam. A feed pump is attached to the back of
Plunger A
the drive shaft.

Ring cam

Feed pump

Plunger B

QD0844

[4] Supply Pump Internal Fuel Flow

The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated,
and is fed into the common rail.

Supply pump interior

Regulate valve

Feed pump SCV (Suction Control Valve) Delivery valve Common rail
Overflow
Suction valve Pumping area (Plunger)

Fuel tank

QD0006
10

[5] Operation
Due to the rotation of the eccentric cam, the ring cam pushes plunger A upward as illustrated be-
low. The force of the spring pulls plunger B (which is located opposite plunger A) upward. As a
result, plunger B draws fuel in, and plunger A pumps fuel at the same time.

Suction valve Delivery valve

Plunger A Eccentric cam

Ring cam
SCV

Plunger B
Plunger A: Pumping end Plunger A: Suction start
Plunger B: Suction end Plunger B: Pumping start

Plunger A: Pumping start Plunger A: Suction end

Plunger B: Suction start Plunger B: Pumping end

QD0845
 11

5.2. Description of Supply Pump Components

[1] Feed Pump
The feed pump in the supply pump, which is a trochoid type, draws fuel up from the tank and feeds
it to the two plungers via the fuel filter and the SCV. The feed pump, which is driven by the cam-
shaft, consists of inner and outer rotors. When these rotors start to rotate, the space that is created
between the inner and outer rotors increases and decreases, allowing fuel to be drawn in from the
suction side and to be pumped out from the discharge side.

Decreased capacity Discharge stroke

2/ Outer rotor To pump chamber

Inner rotor

Suction port

Suction stroke Suction stroke

Discharge port
From fuel tank
QD0003

[2] SCV (Suction Control Valve)

A linear solenoid type solenoid valve has been adopted. The length of time in which the ECU ap-
plies current to the SCV is controlled (duty cycle control) in order to regulate the volume of suction
of fuel into the pumping area. Because only the volume of fuel that is required by the target com-
mon-rail pressure is drawn in, the drive load on the supply pump decreases, thus resulting in im-
proved fuel economy.

SCV

Pump body

Exterior View Cross-section Drawing

QD1165
12

(1) SCV Opening Small

When the opening of the SCV is small, the fuel suction area is kept small, which decreases the
transferable fuel volume.
Feed pump

Regulating valve

Pump body

Small
Hole shape

Small opening
Cylinder

QD0846
 13

(2) SCV Opening Large

When the opening of the SCV is large, the fuel suction area is kept large, which increases the
transferable fuel volume.
Feed pump

Regulating valve

Pump body

Large
Hole shape

Large opening Cylinder

QD0847

(3) Diagram of Relationship Between Actuation Signal and Current (Magnetomotive Force)

Small Suction Volume Large Suction Volume

ON
Actuation
Voltage
OFF

Current Average Current Difference

QD1166
14

[3] Fuel Temperature Sensor

Detects the fuel temperature and sends a corresponding signal to the engine ECU. Based on this
information, the engine ECU calculates the injection volume correction that is appropriate for the
fuel temperature.

<Reference: Temperature-Resistance Characteristics>

QD0012
 15

5.3. Common Rail

[1] Outline
The common rail stores the high-pressure fuel (25 to 180 MPa) that is pumped from the supply
pump and distributes it to the injectors of the cylinders. A fuel pressure sensor and a pressure lim-
iter are installed on the common rail.
To injector

From supply pump

Fuel pressure sensor

Pressure limiter
QD0013

[2] Fuel Pressure Sensor

This sensor detects the fuel pressure in the common rail and sends its signal to the ECU. It is a
semi-conductor type pressure sensor that utilizes the characteristic in which the electrical resis-
tance changes when pressure is applied to silicon.

VC VOUT GND ECU

VCC
+5V

Fuel VOUT
pressure
sensor

GND

QD0009
16

[3] Pressure Limiter

The pressure limiter relieves the pressure by opening the valve if an abnormally high pressure is
generated. It opens when the pressure in the common rail reaches approximately 230 MPa, and
recovers at approximately 50 MPa. The fuel that is leaked by the pressure limiter returns to the
fuel tank.

To fuel tank

From common rail

To fuel tank

QD0014
 17

5.4. Injector
[1] Outline
The injectors inject the high-pressure fuel from the common rail into the combustion chambers at
the optimum injection timing, rate, and spray condition in accordance with the commands received
from the ECU.
[2] Characteristics
A compact, energy-saving, solenoid-control type TWV (Two-Way Valve) injector has been adopt-
ed.
[3] Construction

Connector
To fuel tank

Solenoid valve

TWV

High-pressure fuel
(from common rail)

Command position Valve spring

Nozzle spring

Nozzle needle
Leak passage
Seat area

Injection orifice diameter 0.13

Quantity 6
QD0015
18

[4] Harness Connector with Corrction Resistor

A correction resistor is provided in the harness conector (4-pin connector) of each injector to min-
imize the variances in the injection volume among the cylinders (adjusted in the production line).

Vehicle harness side Correction resistor

Solenoid side

Solenoid

QD1167
 19

[5] Operation
The TWV valve opens and closes the outlet orifice to regulate the hydraulic pressure in the control
chamber and to control the starting and the ending of injection.
(1) No injection
• When no current is supplied to the solenoid, the valve spring force is stronger than the hydraulic
pressure in the control chamber. Thus, the TWV is pushed downward, effectively closing the
outlet orifice. For this reason, the hydraulic pressure in the control chamber is applied to the
command piston, which causes the command piston to be pushed downward. This causes the
nozzle needle to close, without allowing the fuel to be injected.
(2) Injection
• When the current is initially applied to the solenoid, the electro magnetic force by the solenoid
pulls the TWV up, effectively opening the outlet orifice and allowing the fuel to flow out of the
control chamber. After the fuel flows out, the hydraulic pressure in the control chamber dimin-
ishes, which causes the command piston to be pulled up. This causes the nozzle needle to as-
cend and the injection to start.
• The fuel that flows past the outlet orifice flows to the leak pipe.
• When the current continues to be applied to the solenoid, the nozzle needle reaches its maxi-
mum lift, where the injection rate is also at the maximum level.
• When the current to the solenoid is cut off, the TWV descends, quickly closing the nozzle needle
and thus ending the injection.

Leak pipe

Solenoid
Actuation Actuation Actuation
current current current
TWV Valve spring

Outlet Common rail

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

Nozzle Injection rate Injection rate Injection rate

needle

No injection Injection End of injection

QD0016
20

6. Description of Control System Components

6.1. ECU (Electronic Control Unit)
[1] Outline
This is the command center that controls the fuel injection system and the engine operation in general.

<Outline Diagram>

Sensor ECU Actuator

Detection Calculation Actuation

QD0017

[2] ECU Connector Diagram

(1) ECU Connector Pin Layout

QD0024
 21

(2) Terminal Connections

Pin Pin Pin
No. Connections No. Connections No. Connections
Symbol Symbol Symbol
1 IND-PATS Immobilizer indicator 36 PIM Intake air press. sensor 71 MIL Warning light
2 K-LINE Scan tool 37 RINJA INJA adjustment resistor 72 EGRA EGR, SOL-VENT
3 NE- Crankshaft positiin sensor 38 — — 73 CLCN Air conditioner relay
4 IG-SW Ignition switch 39 CAN-L CAN communication 74 ISV1 Intake shutter valve 1
5 — — 40 FCCP FCCP 75 — —
6 VSP Engine speed sensor 41 TACHO Tachometer 76 FANL Main fan relay
7 BRK1 Brake switch 1 42 INJA EDU 77 EGRC EGR cutoff solenoid
8 THA2 Intake air temp. sensor 2 43 INJB EDU 78 STA-REL Starter permission relay
9 AFS Airflow sensor 44 INJC EDU 79 +B Battery+ (Main relay)
10 TVO1 Accelerator sensor 1 45 INJD EDU 80 RX-PATS Innobilizer transceiver
11 RINJC INJC adjustment resistor 46 — — 81 G+ Cylinder identification sensor
12 — — 47 — — 82 — —
13 CAN-H CAN communication 48 — — 83 PRESS Pressure switch
14 AFS-RTN Airflow GND 49 — — 84 COL Air conditioner switch
15 — — 50 — — 85 E2 System ground
16 — — 51 — — 86 VG Glow plug
17 — — 52 — — 87 THW Water temp. sensor
18 — — 53 +B Battery+ (Main relay) 88 TVO2 Accelerator sensor 2
19 — — 54 COM Immobilizer unit 89 RINJB INJB adjustment resistor
20 — — 55 G- Cylinder identification sensor 90 VREF Battery+ (Sensor)
21 THWOUT Meter 56 N-SW Neutral switch 91 E3 Sensor ground
22 PWMOUT Electric fan 57 STA Starter switch 92 — —
23 — — 58 — — 93 SCTNC Suction control valve
24 — — 59 — — 94 SCTN1 Suction control valve
25 — — 60 THA1 Intake air temp. sensor 1 95 — —
26 — — 61 PFR Common rail press. sensor 96 — —
27 +BB Battery + 62 RINJD INJD adjustment resistor 97 G-LA Glow plug light
28 TX-PATS Immobilizer transceiver 63 — — 98 — —
29 NE+ Crankshaft positiin sensor 64 COM-ASC COM switch 99 EGRV EGR, SOL-VAC
30 INJF EDU 65 E1 Ground 100 ISV2 Intake shutter valve 2
31 PDL Pedal switch 66 — — 101 SCV Swirl valve
32 — — 67 EVRV VGT solenoid 102 FANAD ADD fan relay
33 CL-SW Clutch switch 68 G-REL Glow plug relay 103 E02 Power ground
34 BRK2 Brake switch 2 69 M-REL Main relay 104 E01 Power ground
35 THF Fuel temp. sensor 70 — —
Italic: Only MAZDA 6 Bold: Only MPV Normal: Both system
22

6.2. EDU (Electronic Driving Unit)

[1] Outline
The EDU has been adopted to support the high-speed actuation of the injectors. The high-speed
actuation of the injector solenoid valve is made possible through the use of a high-voltage gener-
ating device (DC/DC converter).
[2] EDU operation
The high-voltage generating device converts the battery voltage into high voltage. Based on the
signals received from the sensors, the ECU transmits signals to terminals B through E of the EDU.
Upon receiving these signals, the EDU outputs the signals to the injectors via terminals K through
N. At this time, the injection confirmation signal Ijf is output from terminal F.

<Outline Diagram>
Injector <Wiring Diagram>
IJt
ECU IJf EDU

Battery High-voltage
generation
circuit

Control
circuit

(case) (wire)

QD0018
 23

6.3. Description of Sensors

[1] Crankshaft Position Sensor (NE Sensor)
An NE pulsar is mounted on the crankshaft timing gear in order to output the signals that are used
for detecting the crankshaft position. The pulsar gear consists of 23 teeth and 1 missing tooth per
pulse, thus enabling the sensor to output 23 pulses for every revolution (360°CA) of the crank-
shaft.

Shielded
wire

QD0020

[2] Cylinder Identification Sensor (G Sensor)

Outputs a cylinder identification signal. The sensor outputs 5 pulses for every two revolutions
(720°CA) of the engine.

QD0019
24

[3] Intake Air Pressure Sensor

This is a semiconductor type pressure sensor, which utilizes the electrical resistance of the silicon
crystal that changes with the changes in the pressure that is applied to the silicon crystal.

<Pressure-Resistance Characteristics>

QD0021
 25

[4] Mass Air Flow Sensor

• This air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the
detection area. By directly mesuring the mass and the flow rate of the intake air, the detection
precision has been improved and the intake air resistance has been reduced.
• This mass air flow meter has a built-in intake air temperature sensor.
Air

E2 THA VG E2 G +B

Temperature
sensing
element
Heating Temperature
element sensor

Temperature Sensor Characteristic Air Flow-VG Characteristic

kΩ
30 5
20

10 4
7
5
3
3
VG
2
2
1 (V)
0.7
0.5 1

0.3
0.2 0
-20 0 20 40 60 80 C 1 2 5 10 20 50 100 200
Air Flow (x10-3kg/s) QD1168
26

7. Control Systems
7.1. Outline
[1] Sensor System

Fuel Injection

Rail Pressure

Restriction
Sensor Name Function

Intake

Swirl
EGR

VGT
Uses a hot wire to detect the intake
Airflow meter c
airflow rate.
Air temperature sen- Located in the airflow meter, this sen-
c c c c c
sor sor detects the intake air temperature.
Intake air temperature Detects the intake air temperature past
c
sensor the turbocharger.
Water temperature Detects the water temperature. c c c
sensor
Detects the fuel pressure in the com-
Rail pressure sensor c c
mon rail.
Fuel temperature Detects the fuel temperature in the
c c
sensor supply pump
Intake air pressure Detects the intake air pressure. c c c
sensor
Air pressure sensor Detects the air pressure. c c c c c c

Accelerator position Attached to the accelerator pedal, this

sensor detects the travel of the accel- c c c c
sensor
erator pedal.
Crankshaft position Detects the engine speed based on c c c c c c
sensor the crankshaft position.
Identifies the cylinder based on the
Cylinder identification
sensor rotation of the rotor attached to the c c
camshaft.
This is the starter voltage signal during
Starter signal c c c c c c
starting.
Vehicle speed sensor Detects the vehicle speed. c c c
 27

[2] Actuator System

Fuel Injection

Rail Pressure

Restriction
Actuator Name Function

Intake

Swirl
EGR

VGT
Main relay Supplies power to the system. c c c c c c
Injector Precisely injects fuel. c

Suction control valve Controls the volume of fuel that is sup- c c

plied to the supply pump.
Controls the vacuum that is applied to
EGR VSV c
the EGR valve.
EGR cutoff VSV Closes the EGR valve. c
Controls the vacuum that is applied to
VGT E-VRV c
the turbo.
Controls the vacuum that is applied to
SCV VSV c
the swirl control valve.

ISV VSV Controls the vacuum that is applied to c

the intake suction valve.
Controls the duration of time in which
Fan relay the current is applied to the electric
fan.
[3] Control System
Control Name Function
Controls the injectors' fuel injection timing and injection volume by adding correc-
Fuel injection control tions based on the signals from the sensors to the basic injection duration, which
is calculated in accordance with the conditions of the engine.
Common rail pres- Controls the common rail pressure by sending signals to the suction control valve
sure control of the supply pump in accordance with the conditions of the engine.
Controls the boost pressure by calculating the signals that are output to the E-
VGT control
VRV in accordance with the operating conditions.
Intake restriction con- Controls the opening of the intake restriction mechanism in accordance with the
trol driving conditions.

EGR control Controls the opening of the EGR valve by calculating the signals that are output
to the VSV in accordance with the operating conditions.
Glowplug relay con- Controls the duration of the current that is applied to the glowplug relay in accor-
trol dance with the water temperature during the starting of the engine.
Air conditioner cutoff
Cuts off the air conditioner during acceleration to improve drivability.
control
Diagnosis Illuminates a warning light to alert the driver if a failure occurs in the computer.
Effects feedback control of the actual vehicle speed to match the speed that is
Auto cruise control
set in accordance with the cruise control switch.
DSC control Effects traction control and ABS control in accordance with the driving conditions.
Controls the opening of the variable swirl mechanism in accordance with the driv-
Variable swirl control
ing conditions.
28

7.2. Various Types of Controls

[1] Outline
The fuel injection quantity and timing are controlled more appropriately than by the mechanical
governor or the timer that are used in conventional injection pumps.
The system controls the timing and the length of time in which the current is applied to the injec-
tors. This is accomplished by performing the calculations needed by the ECU in accordance with
the signals from the various sensors provided on the engine and on the vehicle. As a result, opti-
mal injection is realized at an optimal injection timing.
[2] Fuel Injection Rate Control Function
The fuel injection rate control function controls the rate of the fuel volume that is injected through
the nozzle orifices within a given unit of time.
[3] Fuel Injection Quantity Control Function
The fuel injection quantity control function replaces the conventional governor function. It controls
the fuel injection to an optimal injection quantity based on the engine speed and accelerator po-
sition signals.
[4] Fuel Injection Timing Control Function
The fuel injection timing control function replaces the conventional timer function. It controls the
injection to an optimal timing based on the engine speed and the injection quantity.
[5] Fuel Injection Pressure Control Function (Common Rail Pressure Control Function)
The fuel injection pressure control function (common rail pressure control function) controls the
discharge volume of the pump by measuring the fuel pressure at the common rail pressure sensor
and feeding it back to the ECU. It effects pressure feedback control so that the discharge volume
matches the optimal (command) value that is set in accordance with the engine speed and the
injection quantity
 29

7.3. Fuel Injection Quantity Control

[1] Outline
Determines the fuel injection quantity by adding water temperature, fuel temperature, intake air
temperature, and intake air pressure corrections to the basic injection quantity that is calculated
by the engine control unit based on the engine operating conditions and driving conditions.
[2] Injection Quantity Calculation Method

The basic injection quantity is obtained through the governor pattern

Accelerator position

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

Engine speed
Accelerator position Basic injection Smaller quantity
quantity
Final injection
quantity after EDU actuation
Engine speed correction timing calculation
Maximum injection
quantity
Individual cylinder correction
Injection pressure correction
Injection quantity

Intake air pressure correction

Intake air temperature correction
Atmospheric pressure correction
Atmospheric temperature correction
Cold operation maximum injection quantity correction
Engine speed
QD0804

[3] Basic Injection Quantity

The basic injection quantity is determined by the engine
Basic injection quantity

speed (NE) and the accelerator position. The injection

quantity is increased when the accelerator position signal Accelerator position
is increased while the engine speed remains constant.

Engine speed
QC0038
30

[4] Maximum Injection Quantity

The maximum injection quantity is calculated by adding

Basic maximum injection

the intake air pressure correction, intake air temperature
correction, atmospheric pressure correction, atmospher-
ic temperature correction, and the cold operation maxi-
mum injection volume correction to the basic maximum
injection volume that is determined by the engine speed.

quantity
Engine speed
QC0039

[5] Starting Injection Quantity

When the starter switch is turned ON, the injection Water temperature
quantity is calculated in accordance with the starting Base injection
quantity
base injection volume. The base injection quantity and

Injection quantity
the inclination of the quantity increase/decrease change
in accordance with the water temperature and the en-
gine speed.
Starter ON time

STA/ON Start
QD0805

[6] Idle Speed Control System (ISC)

This system controls the idle speed by regulating the injection quantity in order to match the actual
speed to the target speed that is calculated by the computer.

Injection
quantity Injection quantity
correction determination
Control start conditions Control conditions
Idle switch
Accelerator position Water temperature Target speed
calculation Comparison Speed detection
Starter switch Air conditioner load

Neutral switch
Vehicle speed

QD1171

The target speed varies, depending on the ON/OFF

[Target speed]
state of the air conditioner and the coolant temperature.
Engine speed (rpm)

800

A/C ON/OFF
20
Coolant water temperature (˚C)
QD1172
 31

[7] Idle Vibration Reduction Control

To reduce engine vibrations during idle, this function compares the angular speeds (times) of the
cylinders and regulates the injection quantity for the individual cylinders if the difference is great,
in order to achieve a smooth engine operation.

#1 #3 #4 #2 #1 #3 #4 #2
Angular
speed

Crankshaft position Correction Crankshaft position

QD1169

7.4. Fuel Injection Timing Control

[1] Outline
The fuel injection timing is controlled by varying the timing in which the current is applied to the
injectors.
[2] Main and Pilot Injection Timing Control
(1) Main Injection Timing]
The basic injection timing is calculated from the engine speed (NE pulse) and the final injection
quantity, to which various types of corrections are added in order to determine the optimal main
injection timing.
(2) Multi-Injection Control (Intervals)
In accordance with the conditions of the main injection and the operation of the engine, multi-in-
jection control is effected by adding intervals to the main injection, which occurs up to five times.
The intervals are based on the final injection quantity, engine speed, coolant temperature, atmo-
spheric temperature, and atmospheric pressure (with map correction). During starting, the inter-
vals are based on the coolant temperature and engine speed.
Main injection
Top-dead-center

Pilot injection Post-main injection

QMAIN

QPL1 QPL2 QPL3

Q Follow up
Interval

Reduced noise through Exhaust gas Output performance Exhaust gas performance
pre-mixture combustion & performance QD0808
32

7.5. Fuel Injection Rate Control

[1] Outline
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag,
which is a lag that occurs from the time that fuel is injected until its combustion starts cannot be
shortened beyond a certain value. As a result, the quantity of fuel that is injected up to the time
that ignition takes place increases, prompting an explosive combustion at once, simultaneously
with ignition. This is the cause of a large amount of NOx and noise. To counteract this situation,
pilot injection is provided to keep the initial injection at the minimum requirement rate, to dampen
the primary explosive combustion, and to reduce NOx and noise.

Ordinary Injection Pilot Injection

Injection
rate

Large primary
combustion
(NOx, noise)
Small primary
combustion

Heat release
rate

-20 TDC 20 40 -20 TDC 20 40

Crankshaft position (deg) Crankshaft position (deg)

QD1170
 33

8. Diagnostic Trouble Codes (DTC)

8.1. About the Codes shown in the table
The "SAE" diagnostic trouble code indicates the code that is output through the use of the STT
(WDS). (SAE: Society of Automotive Engineers)
8.2. Diagnostic Trouble Codes Table
Diagnostic Trouble
Code Light ON Item
SAE mode
P0200 c Injector or EDU failure
P0300 c Injector failure
P0093 c Fuel leakage failure
P1190 c Injector adjustment resistor open or short circuit
P0091 c Suction control valve +B short or coil layer short
P0092 c Suction control valve ground short
P0193 c Common rail pressure sensor signal - stuck Hi failure
P0192 c Common rail pressure sensor signal - stuck Lo failure
P0191 c Common rail pressure sensor signal - no voltage change failure
P0182 c Fuel temperature sensor signal - stuck Lo failure
P0183 c Fuel temperature sensor signal - stuck Hi failure
P0117 c Coolant temperature sensor signal - stuck Lo failure
P0118 c Coolant temperature sensor signal - stuck Hi failure
P0097 c Intake air temperature sensor 1 signal - stuck Lo failure
P0098 c Intake air temperature sensor 1 signal - stuck Hi failure
P0112 c Intake air temperature sensor 2 signal - stuck Lo failure
P0113 c Intake air temperature sensor 2 signal - stuck Hi failure
P0107 c Intake air pressure signal - stuck Lo failure
P0108 c Intake air pressure signal - stuck Hi failure
P0122/0222 c Accelerator sensor signal - Lo voltage failure
P0123/0223 c Accelerator sensor signal - Hi voltage failure
P0221 c Accelerator sensor signal - non-conforming output failure
P0121 c Accelerator sensor output signal - intermediate potential malfunction
P0102 c Airflow sensor signal - stuck Lo failure
P0103 c Airflow sensor signal - stuck Hi failure
P2228 c Atmospheric pressure sensor signal - stuck Lo failure
P2229 c Atmospheric pressure sensor signal - stuck Hi failure
P0337 c Engine speed sensor signal - no pulse input
P0336 c Engine speed sensor signal - unmatched pulse count
P0016 c Engine speed sensor signal - G signal phase deviation
P0342 c G sensor signal - no pulse input
P0341 c G sensor signal - unmatched pulse count
34

Diagnostic Trouble
Code Light ON Item
SAE mode
P0512 c Starter switch failure
P0510 c Idle switch failure
P0850 c Neutral switch failure
P0380 c Glowplug relay failure
P0500 c Vehicle speed sensor failure
— c Engine ECU failure (main CPU)
P0606 c Engine ECU failure (surveillance IC)
P0606 c Engine ECU failure (A/D converter)
P0504 c Cruise system failure (brake switch)
P0564 c Cruise system failure (command switch)
 35

8.3. Diagnostic Trouble Code Details

DTC Number

Light ON

Memory
Description of Diagnosis Main
Diagnosis Item
SAE

1: Diagnosis condition Malfunction Inspection Area

[Terminal Code]
2: Failure state Symptom

1: Ignition switch ON • Wiring harness and

Injector or EDU fail- connector (injector
2: Abnormal EDU injec-
ure • Drivability signal system)
P0200 tion failure signal in c c
[INJA, INJB, INJC, relation to ECU injec- malfunction • Engine ECU
INJD, INJF] • EDU
tion signal
• Injector
• Wiring harness and
1: Ignition switch ON, connector (injector
Injector failure
FCCB speed fluctua- • Drivability signal system)
P0300 [INJA, INJB, INJC, c c
INJD, INJF] tion malfunction • Injector
2: Injector not injecting • Engine ECU
• EDU
• Fuel line between
pump and common
rail
2: Excessive common • Drivability • Fuel line between
P0093 Fuel leakage failure c c common rail and
rail pressure drop malfunction
injector
• Common rail pressure
sensor
• Pressure limiter, etc.
Injector adjustment • Wiring harness and
resistor open or 1: Ignition switch ON
• Drivability connector (correction
P1190 short circuit 2: Correction circuit c c
malfunction system)
[RINJA, RINJB, open or short circuit • Engine ECU
RINJC, RINJD]
Suction control 1: Ignition switch ON • Wiring harness and
P0091 valve ground short 2: SCTN system circuit c c • Drivability connector (SCTN sig-
or coil rare short +B short or coil inter- malfunction nal system)
[SCTNC, SCTN1] nal short • Suction control valve

Suction control 1: Ignition switch ON • Wiring harness and

• Drivability connector (SCTN sig-
P0092 valve +B short 2: SCTN system circuit c c
malfunction nal system)
[SCTNC, SCTN1] short
• Suction control valve
• Wiring harness and
Common rail pres-
1: Ignition switch ON connector (PFR sig-
sure sensor signal - • Drivability
P0193 stuck Hi failure 2: PFR system circuit c c malfunction nal system)
open circuit • Common rail pressure
[PFR]
sensor

Common rail pres- • Wiring harness and

1: Ignition switch ON connector (PFR sig-
sure sensor signal - • Drivability
P0192 2: PFR system circuit c c nal system)
stuck Lo failure malfunction
[PFR] open circuit • Common rail pressure
sensor
36
DTC Number

Light ON

Memory
Description of Diagnosis Main
Diagnosis Item
SAE

1: Diagnosis condition Malfunction Inspection Area

[Terminal Code]
2: Failure state Symptom

Common rail pres-

sure sensor signal - 1: Ignition switch ON • Wiring harness and
connector (PFR sig-
intermediate poten- 2: PFR system circuit • Drivability
P0191 c c nal system)
tial failure or no sig- intermediate potential malfunction
• Common rail pressure
nal change short circuit sensor
[PFR]
• Wiring harness and
Fuel temperature
sensor signal - 1: Ignition switch ON • Drivability connector (THF sig-
P0182 2: THF system circuit c c nal system)
stuck Lo failure malfunction
short circuit • Fuel temperature sen-
[THF]
sor
• Wiring harness and
Fuel temperature
1: Ignition switch ON connector (THF sig-
sensor signal - • Drivability
P0183 stuck Hi failure 2: THF system circuit c c malfunction nal system)
open circuit • Fuel temperature sen-
[THF]
sor

Water temperature • Cold starting • Wiring harness and

1: Ignition switch ON connector (THW sig-
sensor signal - malfunction
P0117 2: THW system circuit c c nal system)
stuck Lo failure • Drivability
[THW] short circuit malfunction • Water temperature
sensor
• Wiring harness and
Water temperature • Cold starting
sensor signal - 1: Ignition switch ON malfunction connector (THW sig-
P0118 2: THW system circuit c c nal system)
stuck Hi failure • Drivability
open circuit • Water temperature
[THW] malfunction
sensor
• Wiring harness and
Intake air tempera-
1: Ignition switch ON connector (THA sig-
ture sensor 1 signal • Drivability
P0097 - stuck Lo failure 2: THA system circuit c c malfunction nal system)
short circuit • Intake air temperature
[THA1]
sensor 1

Intake air tempera- • Wiring harness and

1: Ignition switch ON connector (THA sig-
ture sensor 1 signal • Drivability
P0098 2: THA system circuit c c nal system)
- stuck Hi failure malfunction
[THA1] open circuit • Intake air temperature
sensor 1
• Wiring harness and
Intake air tempera-
ture sensor 1 signal 1: Ignition switch ON • Drivability connector (THA sig-
P0112 2: THA system circuit c c nal system)
- stuck Lo failure malfunction
short circuit • Intake air temperature
[THA2]
sensor 2
• Wiring harness and
Intake air tempera-
1: Ignition switch ON connector (THA sig-
ture sensor 1 signal • Drivability
P0113 - stuck Hi failure 2: THA system circuit c c malfunction nal system)
open circuit • Intake air temperature
[THA2]
sensor 2
DTC Number 37

Light ON

Memory
Description of Diagnosis Main
Diagnosis Item
SAE

1: Diagnosis condition Malfunction Inspection Area

[Terminal Code]
2: Failure state Symptom

• Wiring harness and

Intake air pressure 1: Ignition switch ON connector (PIM signal
sensor signal - • Drivability
P0107 2: PIM system circuit c c system)
stuck Lo failure malfunction
short circuit • Intake air pressure
[PIM]
sensor
• Wiring harness and
Intake air pressure
1: Ignition switch ON connector (PIM signal
sensor signal - • Drivability
P0108 stuck Hi failure 2: PIM system circuit c c malfunction system)
open circuit • Intake air pressure
PIM]
sensor

Accelerator sensor • Wiring harness and

P0122 1: Ignition switch ON
signal - Lo voltage • Drivability connector (TVO sig-
/ 2: TVO system circuit c c
failure malfunction nal system)
P0222 [TVO1, TVO2] short circuit • Accelerator sensor

Accelerator sensor • Wiring harness and

P0123 signal - Hi voltage 1: Ignition switch ON • Drivability connector (TVO sig-
/ 2: TVO system circuit c c
failure malfunction nal system)
P0223 open circuit
[TVO1, TVO2] • Accelerator sensor

Accelerator sensor
• Wiring harness and
signal - non-con- 1: Ignition switch ON
• Drivability connector (TVO sig-
P0221 forming output fail- 2: Accelerator sensor c c malfunction nal system)
ure output failure
• Accelerator sensor
[TVO1, TVO2]
Accelerator sensor 1: Ignition switch ON • Wiring harness and
signal - intermedi- 2: TVO system circuit - • Drivability connector (TVO sig-
P0121 c c
ate potential failure intermediate potential malfunction nal system)
[TVO1, TVO2] and short circuit • Accelerator sensor
• Wiring harness and
Airflow sensor sig- 1: Ignition switch ON
• Exhaust gas connector (AFS sig-
P0102 nal - stuck Lo failure 2: AF system circuit c c
[AFS] short circuit malfunction nal system)
• Airflow sensor
• Wiring harness and
Airflow sensor sig- 1: Ignition switch ON
P0103 nal - stuck Hi failure 2: AF system circuit c c • Exhaust gas connector (AFS sig-
malfunction nal system)
[AFS] open circuit
• Airflow sensor

Atmospheric pres- 1: Ignition switch ON • ECU check (atmo-

2: ECU internal atmo- • Drivability
P2228 sure sensor signal - c c spheric pressure sen-
spheric pressure sen- malfunction
stuck Lo failure sor)
sor failure
1: Ignition switch ON
Atmospheric pres- • ECU check (atmo-
2: ECU internal atmo- • Drivability
P2229 sure sensor signal - c c spheric pressure sen-
stuck Hi failure spheric pressure sen- malfunction sor)
sor failure
38
DTC Number

Light ON

Memory
Description of Diagnosis Main
Diagnosis Item
SAE

1: Diagnosis condition Malfunction Inspection Area

[Terminal Code]
2: Failure state Symptom

P0337
/ Engine speed sen- 1: Engine speed 500 • Engine stall- • Wiring harness and
rpm minimum connector (Engine
P0036 sor signal failure c c ing, unable to
2: Abnormal engine speed signal system)
/ [NE+, NE-] restart
speed signal input • Engine speed sensor
P0016
• Wiring harness and
1: Engine speed 615
connector (G signal
rpm minimum c c —
system)
P0342 G sensor signal fail- 2: No G signal input • G sensor
/ ure
P0341 [G+, G-] • Wiring harness and
1: During cranking
2: No G signal input or c c — connector (G signal
system)
extra input
• G sensor

Starter switch fail- • Wiring harness and

2: Starter switch circuit connector (STA sig-
P0512 ure c c —
open or short circuit nal system)
[STA]
• Starter switch
• Wiring harness and
connector (PDL sig-
P0510 Idle switch failure 2: Idle switch circuit c c • Unstable idle nal system)
[PDL] open or short circuit speed • Idle switch
• Accelerator sensor
and wiring harness
• Wiring harness and
Neutral switch fail-
2: Neutral switch circuit connector (N-SW sig-
P0850 ure c c —
[N-SW] open or short circuit nal system)
• Neutral switch
• Wiring harness and
Glowplug relay fail- • Long starting
P0380 ure 2: Glowplug relay circuit c c time at low connector (G-LA sig-
open or short circuit nal system)
[G-LA] temperatures
• Glowplug relay

Vehicle speed sen- 2: Vehicle speed sensor • Wiring harness and

connector (VSP sig-
P0500 sor failure circuit open or short c c —
nal system)
[VSP] circuit
• Vehicle speed sensor
1: Battery voltage nor-
Engine ECU failure mal
— c — — • Engine ECU
(Main CPU) 2: Engine ECU internal
CPU failure
1: Battery voltage nor-
P0606 Engine ECU failure mal c c — • Engine ECU
(Surveillance IC) 2: Engine ECU internal
IC failure
1: Battery voltage nor-
Engine ECU failure mal
P0606 c c — • Engine ECU
(A/D converter) 2: Engine ECU internal
A/D converter failure
DTC Number 39

Light ON

Memory
Description of Diagnosis Main
Diagnosis Item
SAE

1: Diagnosis condition Malfunction Inspection Area

[Terminal Code]
2: Failure state Symptom

• Wiring harness and

Cruise system fail- 2: Brake switch circuit • Cruise control connector (N-SW sig-
P0504 ure c c
open or short circuit malfunction nal system)
(Brake switch)
• Neutral switch

Cruise system fail- 2: Command switch cir- • Wiring harness and

• Cruise control connector (N-SW sig-
P0564 ure cuit open or short cir- c c
malfunction nal system)
(Command switch) cuit
• Neutral switch
40

9. External Wiring Diagram

9.1. ECU External Wiring Diagram (Model Name: MPV, Engine Model: RF)

Main relay

EDU

Crankshaft position Suction control valve (2.2Ω)

sensor

IG1
Cylinder identification Warning light
sensor 3.4W (12V)

Other unit

IG2
IG1
ST

BATT
Battery +B

SOL-VENT (EGR)
Air coditioner

MIN 30Ω
Pedal switch
Clutch switch

Neutral start switch

SOL-VAC (EGR)
switch

MIN 30Ω
Press switch

Glow plug 3.4W (12V)

M

QD0022
 Intake air temperature sensor 2
Intake air temperature sensor 1
Fuel temperature sensor
Water temperature sensor
Injector A adjustment resistor
Injector B adjustment resistor
Injector C adjustment resistor
Injector D adjustment resistor
Air flow sensor

Common rail pressure sensor

unit
Intake air pressure sensor
Accel sensor

Immobilizer
Main relay
Glowplug relay

Meter unit
Electric fan controller

QD0023
41
42

9.2. ECU External Wiring Diagram

(Model Name: MAZDA 6, Engine Mdel: RF, 725-EZA/ RF, 725-EZB)

Theft deterrent system indiator

Crankshaft position
sensor

Cylinder identification
sensor
Brake swith
Battery

Pedal swith

Brake swith 2
Neutral swith
Cluth swith

QD0810
 Intake air temperature sensor 2
Intake air temperature sensor 1
Fuel temperature sensor
Water temperature sensor
Injector A adjustment resistor
Injector B adjustment resistor
Injector C adjustment resistor
Injector D adjustment resistor
Air flow sensor

Common rail pressure sensor

Intake air pressure sensor
Accel sensor

Immobilizer transceiver
Main relay
Glowplug relay

Starter permission relay

QD0881
43