Chery QQ6 (UMC EFI for 473F Engine). Service Instruction

wrapping material with care only when installing. The viser can be taken off only when the fuel

pump is to be installed. Takeoff of the filter net at fuel inlet is absolutely not allowed. The foreign

material that enters the fuel inlet of the fuel pump or the filter net may lead to damage of the fuel

pump.

8.5 Failure effects and judgment method
l Failure effect: strong running noise, poor acceleration, failure to start (starting difficulties) etc.
l Reasons for general failures: use of inferior fuel leads to:

1. Accumulated colloid became insulation layer;

2. Fuel pump bushing and armature blocked;

3. Components of fuel level sensor eroded.

l Maintenance precautions:

1. The electric fuel pump has different flow according to the requirement of engine. The pump

with same shape and possible to assemble perhaps is not available. For service, the part number of

replaced fuel pump must be in conformity with the original ones;

2. Do not run the pump at dry status to prevent the pump from accident;

3. Please pay attention to take cleaning measures for fuel tank and pipeline and replace fuel

filter in case replace fuel pump.

Simple measurement method:

1. With the joint removed, swift the digital multimeter on ohm shift, connect the two meter pens

to two pins of pump respectively to measure the inner resistance, it is indicated that is not at zero or

infinite (that is non short circuit, open circuit status).

2. With the joint connected, connect the fuel pressure gauge onto the sucker, start the engine

and then observe if the fuel pump works; if the fuel pump does not run, check if mains voltage is

present at “+” pin; if the fuel pump works, under idling mode, check if the fuel pressure is about

400kPa.

9. Injector

9.1 Function of injector:

ECU controls the coil of the injector through pulse to make the injector open or close, so that,

appropriate fuel will be injected into air intake pipe in due time to mix with air.

9.2 Working principle:

ECU sends electrical impulse to injector coil to form magnetic field force. When magnetic field

force increase to resultant force that enough to conquer return spring pressure, needle valve gravity

and friction force, the needle valve begin to rise up and start the injection process. The pressure of

return spring makes needle valve close again when the injection impulse is stopped.

-------------------------------------------------------------------------------------------------------------------------------------------------------------

9.3 Parameters of technical features

Value

Item

Min.

Typical

Max.

Unit

Operating pressure (pressure

difference)

350

KPa

Injector electric resistance at 20℃

Ω

Allowable fuel:

The injector can only use the fuel in compliance with the provisions in GB 17930-1999 (for

vehicle unleaded gasoline) and GWKB 1-1999 (harmful substance control standard for vehicle

gasoline), and detergent is required to be added into gasoline. It should be specially pointed out that

too long storage of gasoline may make it deteriorate. Especially, the taxi with a (LPG and gasoline)

dual-fuel engine uses LPG as fuel long and gasoline is only used for startup, so, daily consumption

of gasoline is little. However, because the fuel pump runs long, so the temperature of fuel tank is

quite high. If gasoline is stored in the fuel tank of such auto, it may quite liable to oxidation and

deterioration, which may lead to choke even damage of injector.

9.4 Installation attentions
l Use specific connector for certain injector and no mixed use will be allowable.
l For installation convenience, it is recommended to daub silica-free clean engine oil on the

1. O-ring

2. Filter net

3. Injector body with electric connector

4. Coil

5. Spring

6. Valve needle with coil armature

7. Valve seat with nozzle plate

Cross-section view of electromagnetic injector

Circuit diagram of electromagnetic injector

Connects to 87# pin of the
main relay

1# cylinder 1# cylinder 1# cylinder 1# cylinder

Injector

-------------------------------------------------------------------------------------------------------------------------------------------------------------

surface of the O-ring at the upside of the injector where it connects with the fuel distributing

pipe. Be careful not to let engine oil contaminate inside of the injector and the nozzle.

l Place the injector in its bracket vertically along injector bracket, then fix it to the bracket with

retaining clips. Note:

By location mode, the remaining clips for injector fall into axial location remaining clip and

①

axial and radial location remaining clip; misuse should be avoided.

For installation of an axially located in

②

jector, make sure that the bayonet at middle of the

remaining clip is completely locked into the groove of the injector and the grooves at both sides

of the remaining clip are completely locked into the outskirt flanging of the injector seat.

When instal

③

ling an injector that both axial and radial locations are required, use an axial and

radial location remaining clip and place the locating piece of the injector and the locating pin of

the injector seat respectively into the corresponding grooves on the location remaining clip.

If the injector has two grooves, be careful not to place by mistake, refer to the installation site

④

of the original.

l Installation of injector should be done by hand and knocking the injector with such tools as

hammer etc. is prohibited.

l When disassemble/reassemble the fuel injector, the O ring must be replaced. And pay attention

to not damage the sealing surface of the injector.

l Do not pull the support gasket of O-ring out of the injector. When installing, avoid damage to

fuel inlet end, support ring, nozzle plate and electric connector of the injector. If damaged, use

is prohibited.

l After installation of injector, perform leakproofness detection for fuel distributing pipe

assembly. It is acceptable only when no leakage exists.

l The failure part must be disassembled by hand. Remove remaining clip of the injector first, and

then pull out the injector from the injector seat. After disassembly, ensure cleanliness of the

injector seat and avoid contamination.

9.5 Failure effects and judgment method
l Failure effects: Poor idling, poor acceleration, failure to start (starting difficulties) etc.
l Reasons for general failures: failure caused by colloid accumulation inside the injector due to

lack of maintenance.

l Maintenance precautions: (see installation attentions)
l Simple measure method:

(remove the joint) swift the digital multimeter on ohm shift, connect the meter pens to the two pins

of injector. The rated resistance should be 11 - 16Ω¸ when it is 20

℃

Suggestion: regularly wash and analyze the injector using a special washer analyzer for injector.

10. Ignition Coil

10.1 Function of ignition coil:

Primary and secondary circuits are integrated inside the ignition coil; when ECU controls

on-off of current in the primary coil, a high voltage as high as thousands volts will be generated in

the secondary coil, which will then generate spark through ignition cable and spark plug to ignite the

mixed air in the cylinder.

10.2 Working principle

Ignition coil ZS - K2

2 consists of two primary windings, two secondary windings, mandrel, and

-------------------------------------------------------------------------------------------------------------------------------------------------------------

casing. When one of the primary windings grounding channel is connected, the primary winding is

in charging. Once the primary winding circuit is cut off by ECU, the charging will be stopped. At the

same time, the high voltage is sensed in the secondary winding and making the spark plug

discharging. There is a different with the distributor ignition coil: for the ignition coil ZS - K2

there is one spark plug on both side of the secondary winding, so the both spark plugs can ignite at

the same time. These two primary windings power on/off alternatively, correspondently, these two

secondary windings discharge alternatively.

10.3 Technical characteristic

Value

Item

Min.

Typical

Max.

Unit

Nominal voltage

Primary winding

0.42

0.5

0.58

Ω

Resistance

(20 to 25

)

℃

Secondary

winding

11.2

13.0

14.8

Ω

Primary winding

3.4

4.1

4.8

Inductance

(20 to 25

)

℃

Secondary

winding

26.5

32.0

37.5

50pF load

Voltage produced

50pF//1M

Ω

load

10.4 Failure effects and judgment method
l  Failure effects: start failure etc.
l  Reasons for the failures: burn out due to too strong current, damage by external force etc.
l  Maintenance  precautions:  use  of “test ignition by short circuit” to test the  ignition function  is

prohibited during maintenance to avoid damage to the electronic controller.

l Simple measurement method:

With the joint removed, turn the digital multimeter to Ohm shift, and then connect the two meter

pens respectively to the two pins of primary winding. At 20

, the resistance should be 0.42

℃

-0.58Ω,

while this value of secondary winding should be 11.2-14.8kΩ.

Double spark ignition coil

87# pin of main relay

-------------------------------------------------------------------------------------------------------------------------------------------------------------

11. Spark Plug

The operating conditions of spark plug is extremely inclement, it is exposed to high pressure,

high temperature and impact as well as strong corrosion from combustion product; therefore, it is a

wearing part.

11.1 Outline drawing

11.2 Thermal performance

The spark plug must maintain a proper temperature to keep good working order. Practically,

when insulator skirt of the spark plug maintains a temperature of 500-700

, the oil drop that falls

℃

on the insulator can be burnt away immediately without carbon deposit formed. This temperature

is called “self cleaning temperature of spark plug”. With a temperature below this scope, the spark

plug is liable to carbon deposit and electric leakage, thus causing ignition failure; with a temperature

above this scope, when the mixed air is contacting with the red-hot insulator, pre-ignition may occur

to produce knock, even it may burn in intake stroke and cause backfire.

11.3 Potential failures due to fall of ignition performance of spark plug

Starting difficulties, unsteady speed, chatter of engine, black smoke out of exhaust pipe, high

fuel consumption and poor power.

11.4 Judge if the vehicle status matches with the spark plug type through color of spark plug

Yellow, brown yellow normal indicates that the combustion status of mixed air is normal

Black with carbon deposit carbon deposit check if the spark plug type matches and then

replace with the spark plug with lower heat value (slow heat radiation).

Black with blot soot clean if the injector nozzle is dirty

Dilute if the mixture ratio of oil gas is too big.

Check ignition coil etc. if the high voltage is poor.

Black with oil stain combustion of engine oil check sealing status of the seal ring and if

Mono-pole

Triple-pole

Covered with rivet

-------------------------------------------------------------------------------------------------------------------------------------------------------------

scratch is present on the cylinder wall.

Pearl overheating check if the spark plug type matches, and then replace with the spark plug

with lower heat value (rapid heat radiation).

11.6 Regular replacement and use overdue

The spark plug is the low-value consumption goods. Though cheaper compared with other

matching parts, its ignition performance directly affects the performance of the engine. Therefore, it

needs regular replacement. For the spark plug used in our vehicles, we suggest that you should

replace the spark plug at the following mileages: 10,000-15,000 km (single electrode);

15,000-25,000 km (multi electrode).

Ignition performance fall of spark plug will make fuel consumption rise and power drop off.

The economic loss caused by excessive fuel consumption unconsciously will even afford to

hundreds of new spark plugs. Use overdue makes the working condition of the engine poor in long

term and brings some damage to the engine.

11.7 Inspection and maintenance of the spark plug

The inspection items for spark plug mainly include carbon deposit, electrode burn through, gap,

and sealing and spark jump performances of the spark plug etc.

The electrode gap of the spark plug should be 0.7-0.9mm. Too small electrode gap will reduce

the breakdown voltage and weaken the spark intensity; while too big electrode gap will increase the

voltage required by the spark plug and cause spark out, especially when the ignition coil is aging and

the ignition system is in poor maintenance, spark out is more liable to occur.

Common failures of spark plug: fall in sealing performance, air leak and soot at the air leakage

position. The above failures can be inspected and judged through sealing performance test and spark

jump test. Both sealing performance test and spark jump test can be conducted on a spark plug

cleaning tester.

It is unscientific that some drivers and maintenance professionals remove the spark plug from

the engine, place it on the cylinder head and inspect if it is in sound conditions using high voltage of

the vehicle. In this test, the spark plug electrode is under an atmosphere other than a gas pressure of

over 800KPa, its working pressure. Therefore, spark jump of a spark plug under an atmosphere

does not indicate that it will also reliably produce spark jump under a high pressure conditions in the

cylinder.

It is required that carbon deposit disposal and proper adjustment of spark plug gap should be

done after a mileage of 10,000-15,000 km in its lifetime. When the temperature in cylinder rises, the

electrode gap should be increased properly. That is, increase the electrode gap in summer while

reduce it in winter. If the mixed air is strong, the electrode gap should be increased; otherwise,

decreased. In plain region, the electrode gap should be decreased while in plateau region, increased.

12. Carbon Canister Solenoid Valve Control

12.1 Function:

Carbon canister solenoid valve is a device used to enable the fuel steam in fuel tank to enter

cylinder to combust through control of ECU. Through controlling duty cycle of a solenoid valve,

ECU can accomplish open and close of the solenoid valve.

12.2 Working principle:

The canister control valve is composed of solenoid, armature iron and valve etc. There is a filter

net at the inlet. The airflow through the canister control valve at one hand depends on the duty cycle

of the electric pulse output of canister control valve by ECU, and at another hand depends on the

-------------------------------------------------------------------------------------------------------------------------------------------------------------

pressure difference between the inlet and the outlet of the canister control valve. The canister control

valve will be closed when there is not any electric pulse.

12.4 Installation attentions

See above installation drawing for connection among canister control valve, carbon canister and

intake manifold.
l In order to avoid transfer of solid borne noise, floating installation of the canister control valve

on the hose is recommended.

l During installation, make sure that the airflow direction meets the specification.
l Appropriate measures such as filtering and purge etc. must be taken to prevent such foreign

material as particles from entry into the canister control valve from carbon canister or hose.

It is recommended that a corresponding protective strainer (size of grid

m) should be

installed on outlet of carbon canister.

12.5. Failure effects and judgment method
l Failure effects: Failure of functions etc.

Reasons for general failure: corrosion or poor sealing performance etc. due to entry of foreign

material into inside of the valve.
l Maintenance precautions:

1. During installation, make sure that the airflow direction meets the specification;

2. In case of control valve failure due to black particle inside the valve body, when replacement

of the control valve is required, check the status of the canister;

3. During maintenance, try to avoid entry of such liquid as water and oil etc. into the valve;

4. In order to avoid transfer of solid borne noise, floating installation of the canister control

valve on the hose is recommended.

87# pin of main relay

Canister control valve

1 From fuel tank

2 Canister

3 Atmosphere

4 Canister control valve

5 To intake manifold

6 Throttle

Cross-section view of

canister control valve

Installation drawing of canister control valve

ΔP is the difference between environmental pressure
Pu and intake manifold pressure Ps

-------------------------------------------------------------------------------------------------------------------------------------------------------------

l Simple measurement method:

With the joint removed, turn the digital multimeter to Ohm shift, and then connect the two

meter pens respectively to both pins of the canister control valve. The rated resistance at 20

should

℃

read 26±4Ω.

13. Electronic Accelerator Pedal

13.1 Function:

The electronic accelerator pedal has cancelled the conventional throttle guy and the position of

accelerator pedal is fed back to ECU by means of electronic signal, through which ECU can

calculate and control the action of the electronic accelerator pedal. Two sets of Hall sensors are

integrated in the pedal; ECU can compare and analyze the two signals, if one signal is improper,

ECU will duly access the other signal and light the failure indicator.

13.2 Working principle:

The pedal is a Hall sensor. The fixed Hall generator and signal processing circuit are installed

on fixed mounting of the pedal. The two permanent magnets with different magnetic sheet thickness

act together with the pedal. When the pedal acts, the magnetic flux passing the Hall generator will

also change accordingly, the signal processing circuit will process these signals and then send them

to ECU.

13.3 Detection:

The relationship between the two signals of the accelerator pedal is that signal 1 is equal to

signal voltage.

At idle speed position, the voltage of signal 1 is 4.59 and that of signal 2 is 4.30. When the

pedal is at middle position, the voltage will be the minimum; when the pedal is at either end position,

the voltage will be the maximum.

14. Three-way Catalytic Converter

14.1 Function:

Three-way catalytic converter is used to convert the noxious gas in tail gas into such innocuous

-------------------------------------------------------------------------------------------------------------------------------------------------------------

gases as carbon dioxide and water etc. At 300-800

, the conversion efficiency of three

℃

-way

catalytic converter is maximum; with a temperature below this scope, the conversion efficiency will

be very poor, while, with a temperature above this scope, the three-way catalytic converter may be

burnt out. Three-way catalytic converter can exert better conversion efficiency only when the

oxygen sensor works. In control strategies of ECU, there are several protective modes for three-way

catalytic converter, and ECU can protect the three-way catalytic converter by regulating air-fuel ratio

and ignition advance angle.

15. Fan Control

15.1 Function:

In order to abstract heat from engine system and from condenser with A/C turned on, fan

control is affected by the signal to ECU sent by water temperature sensor; When water temperature

is high (above the threshold value set by ECU), the fan will run, and when water temperature is low

(below the threshold value set by ECU), the fan will also run; with A/C turned on, the fan will run at

low speed.

15.2 Composition:

DC electric motor double fan (high and low speed change).

15.3 Installation requirements:

The fan is installed between the rear of radiator and the engine, be careful when installing: not

to damage fin of fan blade, otherwise, running noise of the fan will increase, if serious, it may lead to

sharp fall of heat radiation effect of the engine.

15.4 Failure diagnosis:

Fan control circuit is a short or open circuit to ground;

The fan has failure itself;

Too loud fan noise;

Failure in power supply circuit of fan.

15.5 Troubleshooting:

First, validate whether it is a high speed fan system problem or a low speed fan system problem.

Provided that this is a fan control system problem, use a diagnostic tester to locate the failure point,

and then validate whether it is a short-circuit or a break in control circuit.

Failure symptom: the fan failure may result in rise of engine coolant temperature and poor

refrigeration of A/C system.

15.6. Fan Control:

Turn-on of low gear of fan:

1. Temperature of engine coolant: 96℃-102

;

℃

2. On request for A/C, the fan will start up;

3. When driving speed is too high, the fan will start up;

High speed startup of fan:

1. Engine coolant temperature sensor failure;

2. Air flow meter failure;

3. Engine coolant temperature exceeds 102

℃

Pins:

Main relay

High

speed

relay of fan

Low

speed

relay of fan

Brief sketch map of fan control

Fan motor

-------------------------------------------------------------------------------------------------------------------------------------------------------------

1. High speed fan control (corresponds to ECU50#);

2. Low speed fan control (corresponds to ECU68#);

The operating mode of fan after engine stops:

1. Failure of intake air temperature sensor of engine, delay 60s;

2. Failure of intake air temperature sensor of engine, delay 60s;

3. Engine coolant temperature exceeds 100.5

, delay 60s;

℃

4. Engine coolant temperature exceeds 70.5

, delay 60s.

℃

16. Position Sensor of Double Brake Pedal

16.1 Function:

制动开关传感器是将刹车信号送给 ECU，ECU 根据（原文不全）

16.2 Working principle:

Inside the brake switch, there are two mutually independent switches with one normal close and

the other normal open. After applying the accelerator pedal, the former normal close switch turns to

be normal open, while the normal open one turns to be normal close. Both signals will be sent to

ECU to be used to control other systems. Whenever the two signals disaccord, ECU will enter failure

mode, the electronic throttle will not respond when applying the accelerator pedal and the engine

will maintain idle speed working state.

Composition: the double brake switch is installed on the bracket of the brake pedal and contains two

independent switches inside.

Installation requirement: the assembly is installed on the pedal and there is a thread adjusting

mechanism on the switch for stroke adjustment of the switch and effective stroke adjustment of the

brake switch.

17. Clutch Position Sensor

17.1 Function:

Long flame (30)

Main power supply (15)

Double brake switch

-------------------------------------------------------------------------------------------------------------------------------------------------------------

Clutch position switch provides ECU with the signal of clutch position, but this signal can only

be used to distinguish between disengaging and engaging positions of the clutch.

17.2 Working principle:

ECU provides clutch position switch with a 12V power supply; when the clutch is under

disengaging state, the power supply will ground and ECU will lose 12V high potential signal, by

which the position of the clutch can be judged.

18. A/C Control

By receiving the A/C signal from A/C switch, ECU can control working of A/C compressor.

ECU also can receive the signals from high and low pressure switches of A/C to ensure safety of A/C

system. When A/C signal is sent to ECU through high and low pressure switches, if the low pressure

switch breaks, ECU will not receive the A/C signal; the compressor is thus unable to work. If A/C

system has a too high pressure, the high pressure switch will break and A/C signal can not be

provided to ECU; so, ECU will immediately cut off the compressor. When system pressure is normal

or a little higher (medium pressure), the medium pressure switch will cut in; thus, ECU can control

the fan to run immediately at high speed to ensure a system pressure within the normal range.

Cut off pressure of the low pressure switch: 0.12Mpa

Cut-in pressure of the medium voltage switch: 1.6Mpa

Cut off pressure of the high pressure switch: 3.2Mpa

Through evaporator temperature sensor of the A/C system, ECU

can also protect the A/C system and prevent evaporator case from

freezing. When the temperature provided by the evaporator

temperature sensor is blow 3.75

, ECU will cut off the

℃

compressor; when the temperature is above this degree, ECU will

automatically engage the compressor to let it work.

离
合
器
位
置
开
关

po
siti

on
s

开关

高
低
压
开
关

中
压
开
关

ediu

igh

A/C switch

-------------------------------------------------------------------------------------------------------------------------------------------------------------

Chapter Two Fundamental Principle for Failure Diagnosis of

Electronic Fuel Injection System

1. Failure Information Records

The ECU monitors sensor, actuator, related circuit, malfunction indicator and

battery  voltage  etc.,  and  even  EUC  itself  continuously.  At  the  same  time,  the  ECU
inspect  the  reliability  test  on  sensor  signal  output,  actuator  driving  signal  and  internal
signal  (e.g.:  closed  loop  control,  knock  control,  idle  speed  control  and  accumulator
voltage  control  etc.).  ECU  will  set  the  malfunction  record  on  RAM  malfunction
memory  immediately  once  the  malfunction  or  the  unlikelihood  signal  is  detected.  The
failure information records are stored in the form of diagnostic trouble code (DTC) and
are displayed in the precedence order of occurrence of the failures.

Failures can be divided into “stable state failures” and “random failures” (for example,
caused by transient open circuit of wires or poor contact of inserted parts) by failure
frequency.

2. Failure State

Once duration of occurrence of an identified failure exceeds the given stabilization time
for the first time, ECU will account it as a stable failure and then store it as a “stable
state failure”. If this failure disappears, it will be stored as a “random failure” and
“non-existent”. If this failure is identified again, it will still be a “random failure”, but a
“existent” early failure that will not affect average service of the engine.

3. Failure Types

Short circuit to positive pole of power supply
Short circuit to ground
Open circuit (for the case where there are pull-up resistors or pull-down resistors during
input stage, ECU will recognize failure of open circuit at input port as that of short
circuit to positive pole of power supply or that of short circuit to ground)
Signals can not be used

4. Failure Frequency Counter

For every identified failure, a separate frequency counter numerical value (Hz) will be
set.
This numerical value (Hz) for frequency counter determines the time this failure

-------------------------------------------------------------------------------------------------------------------------------------------------------------

information record will be stored in memory after the identified failure disappears (after
troubleshooting).
When  a  failure  is  identified  for the  first time,  Hz  will  be  set  as  its  initial  value  40.  If
failure status does not change, then this numerical value will maintain all along.
Once it is identified that this failure has disappeared and the state has held for a certain
time, whenever the engine starts with success (its engine speed has exceeded the  value
at end of starting) once, Hz will decrease by 1. At this point, ECU will believe that this
failure has disappeared, but the failure information record still exists.
If a failure (for example, as a result of poor contact) frequently appears and disappears,
then Hz will increase by 1, but will not exceed its given upper limit value 100.
If value of Hz has been decreased to zero, the failure information records in this failure
memory will be completely cleared.

5. Limp Home

For some identified significant failures, when duration exceeds the given

stabilization  time,  ECU  will  take  appropriate  software  countermeasures,  for  example,
closing  some  control  functions  such  as  closed  loop  control  of  oxygen  sensor  etc.  and
setting  substituted  values  for  some  data that  are considered  to be  suspect  and  so  forth.
At  this  point,  though  the  working  condition  of  the  engine  is  comparatively  poor,  the
auto can still run. The purpose to do this is to enable the auto limply run  home or to a
service station for overhaul, so as to avoid the embarrassment that the auto breaks down
on  highway  or  afield.  Once  it  is  identified  that the  failure  has  disappeared  and  Hz  has
fell to below 40, use of normal data will be resumed again.

6. Failure Alert

In the electric control system, when failure take places in any of such important

parts  as  ECU,  absolute  pressure  sensor  in  intake  manifold,  throttle  position  sensor,
coolant  temperature  sensor,  knock  sensor,  oxygen  sensor,  phase  sensor,  injector,  two
driver stages of step motor of  idle speed actuator, canister control valve, or fan relay at
corresponding  failure  location,  ECU  will  give  an  alarm  through  lightening  of  failure
indicator lamp until this failure location restores.

7. Readout of Failure

The  failure  information  records  can  be  called  out  of  ECU  through  a  trouble  diagnosis
tester.  If  the  failure  relates  to  the  function  of  mixed  air  (fuel  and  air)  proportional
regulator,  then  the  engine  must  at  least  run  for  4  minutes  before  reading  out  failure
information  records;  especially  for  failure  in  oxygen  sensor,  be  sure  not to  detect  data
until the engine runs and warms up.
-    -



-------------------------------------------------------------------------------------------------------------------------------------------------------------

Figure 3-1 ISO 9141-2 Standard Diagnostic Connector

8. Clearing Failure Information Records

After the failure is removed, the failure information records in memory should be

cleared. The diagnostic trouble code can be cleared through the following approaches:
When the numerical value of frequency counter in ECU reaches zero, the failure
information records in failure memory will be automatically cleared.
Employing fault diagnostic tester to clear records of failure with the instruction of “reset
memory for records of failure”.
Pulling out connectors of ECU or disconnecting wires of battery to clear records of
failure in external ram.

9. Failure Locating

After obtaining failure information records through above means, only rough

location  where  the  failure  takes  place  is  aware,  but  this  does  not  mean  that  the  failure
has  been  located;  because  the  cause that triggers  a piece  of  failure  information  may  be
damage  of  electric  element  (such  as  sensor,  actuator  or  ECU  etc.),  lead  break,  lead
short-circuit to ground or anode of battery, even may be mechanical failure.

The failure is intrinsic and the result of its extrinsic representations is a variety of

symptoms. After a symptom is found, first, check for failure information records with a
trouble diagnosis tester or based on the flash code, after that, remove the correlated
failure in accordance with the failure information, and then locate the failure based on
symptom of the engine.

10. Failure Code Table

No.

DTC

Explanation

Failure

class

P0016

Improper relative installation position between camshaft and crankshaft

class5

P0030

Failure in heating control circuit of upstream oxygen sensor

class31

P0031

Too low voltage in heating control circuit of upstream oxygen sensor

class31

-------------------------------------------------------------------------------------------------------------------------------------------------------------

P0032

Too high voltage in heating control circuit of upstream oxygen sensor

class31

P0105

Signal failure of intake air pressure sensor

class31

P0106

Improper signal from intake air pressure sensor

class31

P0107

Too low voltage in signal circuit of intake air pressure sensor

class31

P0108

Too high voltage in signal circuit of intake air pressure sensor

class31

P0112

Too low voltage in signal circuit of intake air temperature sensor

class5

P0113

Too high voltage in signal circuit of intake air temperature sensor

class5

P0117

Too low voltage in signal circuit of engine coolant temperature sensor

class31

P0118

Too high voltage in signal circuit of engine coolant temperature sensor

class31

P0121

Improper signal from electronic throttle position sensor 1

class34

P0122

Too low voltage in signal circuit of electronic throttle position sensor 1

class34

P0123

Too high voltage in signal circuit of electronic throttle position sensor 1

class34

P0130

Improper signal from upstream oxygen sensor

class31

P0131

Too low voltage in signal circuit of upstream oxygen sensor

class31

P0132

Too high voltage in signal circuit of upstream oxygen sensor

class31

P0134

Failure in signal circuit of upstream oxygen sensor

class31

P0201

Failure in 1# cylinder injector control circuit

class5

P0202

Failure in 2# cylinder injector control circuit

class5

P0203

Failure in 3# cylinder injector control circuit

class5

P0204

Failure in 4# cylinder injector control circuit

class5

P0219

Engine revolution exceeds the maximum revolution limit

class5

P0221

Improper signal from electronic throttle position sensor 2

class34

P0222

Too low voltage in signal circuit of electronic throttle position sensor 2

class34

P0223

Too high voltage in signal circuit of electronic throttle position sensor 2

class34

P0261

Too low voltage in 1# cylinder injector control circuit

class5

P0262

Too high voltage in 1# cylinder injector control circuit

class5

P0264

Too low voltage in 2# cylinder injector control circuit

class5

P0265

Too high voltage in 2# cylinder injector control circuit

class5

P0267

Too low voltage in 3# cylinder injector control circuit

class5

P0268

Too high voltage in 3# cylinder injector control circuit

class5

P0270

Too low voltage in 4# cylinder injector control circuit

class5

P0271

Too high voltage in 4# cylinder injector control circuit

class5

P0321

Improper signal of crankshaft top dead center

class33

P0322

Engine speed signal failure

class33

P0324

Failure in knock signal processing chip and its circuit

class5

P0327

Too low voltage in signal circuit of knock sensor

class31

P0328

Too high voltage in signal circuit of knock sensor

class31

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P0340

Failure in signal circuit of phase sensor

class5

P0341

Improper signal from phase sensor

class5

P0342

Too low voltage in signal circuit of phase sensor

class5

P0343

Too high voltage in signal circuit of phase sensor

class5

P0444

Failure in control circuit of canister control valve

class31

P0458

Too low voltage in control circuit of canister control valve

class31

P0459

Too high voltage in control circuit of canister control valve

class31

P0480

Failure in relay control circuit of electronic cooling fan (low speed)

class5

P0481

Failure in relay control circuit of electronic cooling fan (high speed)

class5

P0501

Improper speed signal

class5

P0504

Improper signal of brake pedal A/B

class5

P0506

Engine speed under idle speed control is below the target idle speed

class5

P0507

Engine speed under idle speed control is above the target idle speed

class5

P0537

Too low voltage in signal circuit of evaporator temperature sensor

class5

P0538

Too high voltage in signal circuit of evaporator temperature sensor

class5

P0560

Improper system voltage signal

class33

P0562

Too low system voltage signal

class33

P0563

Too high system voltage signal

class33

P0571

Failure in signal circuit of brake pedal

class5

P0601

Failure in EEPROM of ECU

class33

P0602

Unprogrammed failure in ECU

class33

P0604

Failure in RAM of ECU

class34

P0605

Failure in ROM of ECU

class34

P0606

Safety monitoring function failure of electronic throttle

class34

P0627

Failure in control circuit of fuel pump relay

class33

P0628

Too low voltage in control circuit of fuel pump relay

class33

P0629

Too high voltage in control circuit of fuel pump relay

class33

P0645

Failure in control circuit of A/C compressor relay

class5

P0646

Too low voltage in control circuit of A/C compressor relay

class5

P0647

Too high voltage in control circuit of A/C compressor relay

class5

P0688

Improper output voltage of main relay

class33

P0689

Too low output voltage of main relay

class33

P0690

Too high output voltage of main relay

class33

P0691

Too low voltage in relay control circuit of electronic cooling fan (low speed)

class5

P0692

Too high voltage in relay control circuit of electronic cooling fan (low

speed)

class5

P0693

Too low voltage in relay control circuit of electronic cooling fan (high

speed)

class5

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Chery QQ6 (UMC EFI for 473F Engine). Service Instruction - part 2