| DTC Strategy |
Case1 |
|
- Poor connection or damaged harness
- Faulty ECTS
- Faulty cooling system
|
| Case2 |
|
| Case3 |
- Signal - excessively high
|
| Enable Conditions |
Case1 |
- No relevant failure
- Battery voltage > 6V
- ECTS at start-up < 76°C (169°F)
|
| Case2 |
- No relevant failure
- Battery voltage between 11 - 16V
- ECTS at start-up < 76°C (169°F)
- IATS between -10°C (14°F) - 70°C (158°F)
- Ambient temperature > -10°C (14°F)
- More than 250 (cumulative) seconds with part load driving condition (engine speed >1400RPM and vehicle speed >22 mph and MAFS >20kg/h)
- More than 200s (cumulative) with low load driving condition (trailing fuel cut off or idle with vehicle speed < 12 mph)
|
| Case3 |
- No relevant failure
- Oil temperature with engine OFF from previous driving cycle > 70°C (158°F)
- Coolant temperature with engine OFF from previous driving cycle > 70°C (158°F)
- Oil temperature at start-up < 35°C (95°F)
- Intake air temperature at start-up < 35°C (95°F)
|
| Threshold Value |
Case1 |
- Difference between Modeled/Actual coolant temperature increase is higher than threshold value
|
| Case2 |
- ECTS signal variation since engine start-up < 2.25°C (4°F)
|
| Case3 |
- ECTS at start-up > 40°C (104°F) and IATS < 0°C (68°F)
- Coolant temperature at start-up is higher than intake air temp 20°C (68°F) when intake air temp is below 20°C (68°F)
|
| Diagnostic Time |
|
| MIL ON Condition |
|